Motor Diesel GDF 8320zcd-8

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o "J iMIAL 7#Atwl
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a OPERATING ANUAL
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t FOR8320MARINE IESEL NGINE
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o IESEL ACTORY
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o THEPEOPLE'S EPUBLIC FCHINA
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e CONTENT
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o CONTENTS
o GoNTENT......... ...........0_,1
..........0___4
ATTENT|ON......
PREFACE......... ..........0_5
I Installationrrangementf Model 320Marine ngine.........'... .,............0-7
o Propulsion haracteristicu rves f Model 320Marine ngine...............,.......................
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o CHAPTER MAiNSPECIFICATIONSFTHEENGINE ND TSACCESSORIES...,.,,.,,.,......1_1
1.1 Main pecificationf theEngine...... .
o 1 1
1 . 2 S p e c i f i c a t i on o f m a i n a c c es s o r i e s a n d sy s t e m d a t a ' . ' . . . . . . . , . . . , . . . . . . . . . . . . . . . . . . . . . . .
a 1-3 Main echnicala ta ftheengine......-....... ...,........................1-s
o 1.3.1 Pressure.....'.....
1.3.2 Temperature,.,....
........................1_5
... .. ..1_5
o 1.3.3 Pretightening orqueorMajor otts .........................1__S
o 1.3.4 Weightsf \rlajoromponentseededorOverhaul...........................1_7
I 1.3.5 Pressureor lydraulicest f MajorComponent.................................1-7
1 . 3 . 6 F u e l n d u b e i lR e c o m m e n d e d . - . ............'..........-.1-7
O '1.3.7 Refreshing .............1-B
n tervalf LubeOil..'....'............
o 1.3.8 The itting learancesndWear imits f mainparts f theengine........ 1- 9
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I CHAPTER OUTLINE F MOOEL 320MAINMARINEOIESEL NGINE,........-.....-...,...,2-1
o CHAPTER ENGTNEA|NCOMPONENT,... .................3_1

o 3.'l Mainmoving arts...... ..........3-1
o 3.1-1 rapr..ri';ast ron rankshaft.... ....................3-1
o 3.1.2 Electroslag".reltingasting teel rankshaft,...................................3-2
....................3-g
o 3.1.3 Piston ndConnectingodAssembly....
3 . 2 M a i n t a t i o n a ra
yrts....'..........' ................2 39
o 3.2.1 Cylinderlock, edplatendMainBearin9.......................................3-29
o 3.2.2 Cylinderiner. -.-...-....... .............3-36
a 3.2.3 Cylinder ead nd tsAttachments'.'

3.3 Valve ear.
........................3-38
.......................3-47
o 3.3.1 Camshaft. ...........3-42
I 3-3.2 Camshaftriving ear......... .........3-49
o 3.3.3 Tappetso r nletand xhaustalve'.'..

3 . 3 , 4 R o c k e rr m . - - . . . " . . . . ' . . . . . . . '
......................3-S0
............3-S1
a 3.3.5 Adjustment\i ie ColdValveClearance-' ...................3*S2
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a CONTENT
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a CHAPTER FUELSYSTEM........ ""'""""4-1
o 4.1 Fuel ransfer ump"" """""'4-2
o 4.2 FuelFilter"""""" ""' """""'4-4
"""""'4-4
o 4.3 Fuel njection ump""
4.4 Fuel njectionappet" """""'4--S
t 4.5 Controlinkageor heFuel njection ump"""""""" """""""'4-7
a 4.6 Fuel njector""""""" """ "'4-1o
4.7 Maintenance n doverhaulf heFuel ystem"".'"""' """"' "'4-11
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4.7.1 Escaping ir rom he uelsystem""""""" ""' "' "' "' 4-11
a 4.7.2 Washingf i'eFuel ilter""""'-"""' """""""""""'4-12
o 4.7.3 Overhaulf heFuel D eliveryump"" """""""""'"4-12
o 4.7.4 MaintenancendOverhaul f he uel njection ump.'""""""""""".''4-13
o 4.7.5 CheckingheAdvanced ngle or Fuel niection"""""" ".'"4-16
4.7,6 Adjustingf heAdvanced ngle or Fuel njection"""""""""""""""4-17
o 4.7.7 lvlaintenancendOverhaul f theFuel njector"-""""""""""-"".'"""4-'19
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o GHAPTER LUBRTCATTNG YSTEM........... .""""""""'5-1
"".'"""".'"""-"""5-3
o 5.1 LubeOilPump""""""""
5.2 Lube ilPressureegulatinga|ve"""""""" """"""""-""""'5-5
o 5.3 LubeOilFilter""""""'"" """5-7
o Manual """5 7
o CHAPTER COOLTNGYSTEM'.'..'....' """"""""""-'-'6-1

o 6.1 Cooling ater ump"""' """'6-3
o 6,2 Lube ilcoolerandresh ater oo|er"""""""""".' """""""'6-5
o 6.3 SuperchargingirCooler""" "'-""""""""""6-8
o GHAPTER STARTTNGYSTEM....'..,... """"""""""""7-1

o 7 An Distributor"" "" """"""7-2
o 7.2 MainStarting alve"'.' """""7 3
o 7.3 SbrtingControl alve""" """'7-5
"""""""""'-"""'7--€
7.4 Startingalve"""""""' "
o 7,5 Starting ccelerator"" """"""-"'-""" """7-7
a 7.6 Fuel imiter'..""""" """""'7 7
o 7.7 Air Filter""' " " " .'""7-9
o 7.8 AirBottle"" """""""" """"'7--9
a CHAPTER CONTROLYSTEM.'..'..,.""""" """"""""8-1

o 8.1 Principlef ControlActiont ocal ngine"" """8-1
o 8.2 Control ox""""""""" "''""'8 3
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o 8.3 Valueixer.'
0-2
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o CHAPTER GOVERNOR.OVERSPEEDIMITERNDEMERGENCYRAKE.........."..'9-1
9,1 DrivingGear or heGcvernoT""" "" " "" """'9-1
I 9.2 Variable peedHydraulic overnor"""""' """'9-3
O 9.3 Oversoeed i miter'.....'..'.
' """""""""""""9-8
a 9.4 Emergencyrake"'-'.""""" """"""""""""9-10
o CHAPTER0 EXHAUST ASTURBOCHARGING YSTEM ....'''''".."..''10-1

o 10.1 Turbocharger'.'..'..........""' """""""""""1G*2
o 1 0 . 2 E x h a u s ti ro i p e s . . . . ' . " " " " '-""""""""" "'10-2
o 10.3 Air nlet ipes.'........

10.4 Aircooler.' " " " "' '
""""'1O-2
10- 3
o 10.5 Air-WatereDarator..,"" "' """""""""""' 1G-3
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o GHAPTER 1 MONITORTNG NDALARMDEVICES.'.'...'.. . . . . 11 I
o 11.1 Local nstrumentation.""""""""'

11.2 Alarming evice........"""
"""""""11-1
" """ " " " "" " """ 11 2
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o CHAPTER 2 OPERATIONFTHEENGINE .,.........."'".12-1
o 12.1 Working luids.-........"".'

12.2 Prepe'alionor SErting heEngineAfterLongPeriodStoppage""" "" " """ """ 12-4
" """""""" " """ 12-1
o 12.3 Starting"" """""""""""'12---6

o 12.4 Maintenanceuring ngine unning"""""" """""""""""12-7
o 1 2 . 5 S h u t o w n f h e n g i n e " " " . ' " "" " - . ' . ' ' """12 g
a 12.6 Emergencyperationf heDiesel ngine.'.'"""""

12.7 Emeryency topping
[urbocharger
During ngine unnin9""""""
"""""""12-g
"""""""'12-10
o 12.8 WaterWashing f heTurbochargerompressor"" """"""12 10
o 12.9 WaterW ashing f heTurbine""' """"""'12-13
o 12.10 Technicalaintenancecheduleor heEngine"""".'"" """"""12-'15
a 12.1'1 Engine torage ndReuse"""""""' """'12*20
o 0HAPTER 3 TROUBLE HOOTTNG NDREMED|ES......., ..........'.'..'....13-1

o CHAPTER4 SPEC|AL OOLS.-.'....'.... '.,.'.14*1
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a PREFACE
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a Thisoperatingmanual s for 8320 marineDieselengine (irreversible).t introduces
o in some detail the main componentsand main systems of the engine, provides some
experiencen engineoperationard maintenance, s well as remedies or engine roubles.
o There s a separatedvolume or the turbocharger.
o Allmanuals should be handed over to the operators, o as fo ensure them a better
o understanding nd masterof the engineconfiguration nd related echnicaldata, to reacha
rational maintenance of the engine, ensuring the engine being operated in normal
o conditions,and reducing roubles,getting more safety n seruiceand longer ifetimeof the
o engine.
o It may make a differencebefuveenhe actual components which are generally ess
o important)and the onesdescribedhereafter, s a resultof continuous roduct mprovement
o and change of some accessorles.H owever,additional emarks will be provided f evident
difference hould exist.
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Any commentsand suggestions oncerning hisoperationmanualare welcome.
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o Installationrrangementf Model8 320MarineEngine
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o DctZ uo] d 6ut+ur1oLJ5u outlLrnoL,r
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o u rves f Model 320ZCd-4arine ngine
Propellerharacteristic
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o Propeller haracteristicurves f Model 3202Cd-6 arane ngine
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o 0rl 00 ltl (n/nln)
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Propellerharacteristir::
urves f Model 320ZCd-8arine ngine
t5
- Muxconbustjonnessur P
ra
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S p e c l i cu ' . r o n s u n p t oIn
5?34? n/nin)
0-8

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o MAINSPECIFICAIONSOFTHE ENGINEAND ITS
ACCESSORIES
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o GHAPTER 1
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o MAINSPECIFICATIONSF THE ENGINE ND ITSACCESSORIES
o 't.1 Main of the Ine
Item unit Specifialionsor p4rameters
I model 8320ZCd-4 832oZCd-6 832oZCd-8
o type
4-stroke, 'ilfi ne, water-cooled, irect
arine
o mainengine right ngine)with ntercooler
t Number f c yl inder 8
o Cylinder ore mm 320
I Piston troke mm 440
Totaldisplacementf
o piston
L 262-J
o Compressiona tio 13:1 -.--

a Max.Continuousating KW 4 7 A F 2060v 2206
o Speedat
Max.Continuous ating
r/min 500 525 az c
a One hour atedpower KW 1941.5 zzoo 2426.6
I hour atedspeed r/min 4 , 1 4 542
a Lowest ontinuous
r/min 200 210 210
o speedwith oad
Meaneffectivepressure lJlPa 1.455 1-6622 1.782
o Maxcombustion
t MPa 12.5 12.5 13.5
pressure f cylinder
a Meanpiston peed mis 7.33 7.7 7-7
I Direction f Rotation f
Clockwise seen rom he lyv 'rheelnd )
the crankshaft
o Specificue l
o consumption
gikw.h 205with+5 % Tolerance
a Specificubeoi l
g/kw.h t.l
a Consumption
Air consumption i.q/s 4.05 4.689 4.902
t (ln rated ondition) m'/s 3.572 4.O23 4.206
o Startingype By compressed ir
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Cooling ype
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a Note: The maximum output has been set in the position with 100% oad when the
o diesel engine is ex-factory.
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a MAINSPECIFICATIONSFTHE ENGINE ND ITS
ACCESSORIES
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o .2 Specificationsof main accessoriesand Svstemdata
o Designation unit
Specifiationor param_eter
a 1. Supercharging
y stem
832oZCd-4 832ozDd-61 8320ZCd-8
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o Superchargingype furbo-charging,ithair ntercooler
a Supercharging odel wR321-2P
t Allowablespeed or long{ime
r/min 24000
operation
o Allowablemax.speedor
r/min <27500
t shorttimeoperation
o Allowable xhaust emperature
o before urbine or ong{ime
operation
C <640
o Superchargedir pressure MPa 0.2687 o.274 0.2865

o AllowableMax.B ack-pressure
MPa 0.00294
o after urbine
o Aircoolerype
Air cooling rea m2
KLQ92H KLQ117H I KLQ146H
117 146
a Temperaturef inletwater or
YZ
a aircooler
C JZ
a 2. cooling ystem
o Coolingype closed
a Centrifugal umpequippedwith engine
e Seawater ump ype
320.81A.00
I Freshwater ump yp e
Centrifugal umpequippedwith engine
a Speedof seawaterpump r/min 2240
320.81A.00
2352 2352
o Speedof freshwater pump r/min 2240 2352 2352
o Flowof sea waterpump m"/h 110 110 120
o Flow ffreshwater um p m3/h 100 100 100
o Liftof sea waterpump
Liftof freshwater pump
m
m
18
18
o 81G30.50. BLG30.50Br BLG3O.
o Freshwater oolerype
14 4 NT15OS VCD-10 508
a Cooling reaof freshwater
m3
an 30or 1196 2n
a cooler
Thermolatoror freshwater LZF100II , 60-75C)
o Minimum olumeof expansion
o tank or the reshwater
m' 0.35 (tobe prepared y he user)
I Capacityof the fresh water in
m- Approx.0.6
o theengine
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o M A I NS P E C I F I C A
I O N SO FT H EE N G I N E N D T S
$CCESSORIES
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o Designation
unit Specifiations r parameters
o 8320ZCd-4 8320ZCd-6 t8320ZCd-8
o 3. Lubeoil system
Lubricationy pe Lubricationy pressure r splash
o Gear pumpequippedwithengine
Lube il pressed umpmodel
8320.71E.00A
a Speedof lubeoil pressed ump r/min 1473 1547 1547
o Displacement f lubeoi l
Pressed um p
m3/h 47 50
o Extraction ump nodel f lubeoi To be prepared y user
o HFO
SBL125 T (264meshes/inch)
o Lubeoil ine ilter ype
Engine
o Engine SBL1008 T (264meshes/inch)
o BLG45.55A
o Lubeoil cooler ype 81G30.50.144 or NT150S BLG45.55A
o H VC D - 1 0
o Cooling reaof lubeoil cooler m' 30 5o r 1 5 . 1 8 45
o Lubeoil hermolatorype
4. Fueloilsystem
LZF80ll2 55-70C)
o Fuel upply dvance ngle 14*3 eforeT.D.C

a Boreof the plunger f injection i:'np mm 25 25 zo
o Stroke f heplunger f njectior'
mm 19.75
a pump
o Fuel njectorype
Specificationf fuel njection ozzle
Multi-holeype
9X0.45RX130"
I Iniection tarting ressure f iniector MPa 30
o Fuel ine ilter ype SBL40 I r 4Dneshes/inch
o Fuelcoarse ilter ype SBL40 I r ZPmeshes/inch
Flow f ueldelivery um p
o m3/h 1F 14
L i g h tu e l i l0 . 1 - 0 . 1 5 :
1q,
o Pressuref ueldelivery um p
Heavyueloil0.4-0.5
o HFO iscosityt high-pressureu mp
cSt 12-14
a inlet
a Open distanceof oil hole of plunger
sleeveof fuel niection um p
mm 4*o
o 5. speedgoverning ystem
o Governormodel YT111GV
o Governorype ype,Variable peed
Mechanical-hydraulic
Handle ypeor remote-control
o Controlling odel
^. >50o/ooa d <1.5
o Coefficient f soeed luctuation '-
ula
<50% load <2
a Transient peed egulation o/o <tt
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o -3
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a F T H EE N G I N E ND T S
M A I NS P E C I F I C A T I O N S
ACCESSORIES
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o Designation unit
Specifi ationor parameter
o 8320ZCd-4 8320ZCd-6 | 8320ZCd-8
a Steady-state peed regulation % <5
6. startingystem
o Startingype By compressed ir
Pressure f strartingir bottle MPa 2.94
a Volurne f air bottle L 300x2
a Minimumta(ingpressure MPa no
7. ValveTimingand uel njection im irg
I Firing rder 1-4-7-6-8-5-2-3
I Inletvalveopen CA 70 beforeT.D.C
o lnletvalveclose CA 45 af ter B.D. C
a Exhaust alveopen CA 55 beforeB.D.C
o Exhaust alveclose
Starting alveopen
1l A
CA 5
50 after .D.C
beforeT.D.C
a valveclearance
a (in coldengine
mm o.7
o S.outlineimensionf engine
o Overall imension
(lengthX widthX heiqht)
mm 601 x1818X3380
o Heightabove he center ineof the
o crankshaft
mm 2675
o Deoth below he center ine of the

mm 70 5
a crankshaft
Minimum eight bovehecenter
o lineof the crankshafto r ifting iston mm 2750
o andconnectingods
I Net weightof theengine kg Approx.30000
o 9. safetydevice
Alarm or ow ubeoil pressure MPa 0.20
o Stop or too ow ubeoil pressure MPa o.12
o Alarm or higher ubeoi l c
a temperatue (at engine nlet)
o Alarm for higher fresh water c 85
o temperature at engineoutlet)
Alarm for leaking he fuel from the
o high pressure il pipe
High evel
a Typeof the over-speed top device Hydraulic nd centrifugaly pe
I Action speed of over-speed stcp
r/min 560-575 588-604 588-604
o device
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e MAINSPECIFICAiIONS F THE ENGINE ND ITS
ACCESSORIES
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o 1.3 MAINTECHNICALDATAOF THE ENGINE
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a 1.3.1 RESSURE
Compressedressurefcylindersidle)
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o 3.1-3.8MPa
a Starting irpressure
a Air pressure or the ocalcontrol ystem 't.47-2.94MPa
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o Air pressure or he remote ciitr olsystem 0.6MPa
a
Open pressure f cylinder afety alve
o (at which he safety alve s opened) .
0.6MPa
a 16.5MPa
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o Open pressure f airbottle afety alve--
(at which he safety alve s opened) --..--
o . 3.14MPa
o Open pressure of the safety valve of the
a low-pressureir boftle or remote ontrol ystem at
o which he safety alve s opened) 0.7MPa
o Lubeoil pressure in he mainoil passage)

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o Lubeoil pressure at he camshaft earing 0.45-0.55MPa
and the valvemechanism)
o 0.1-0.3MPa
a Low ubeoil pressure (alarm)
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o Tool ow ubeoil pressureengine top -. 0.2MPa
o Working ressure f nternalirculatingater 0.12MPa

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a Pressuref ueloildelivery 0.06-0.23MPa
I Pressuref HFOdeliverv 0.1-0.1sMPa
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o 0.4-0.5MPa
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a FTHEENGINEND TS
MAIN PECIFICATIONS
o ACCESSORIES
o 1.3.2 TEMPERATURE
a Superchargingir emperaturefter ntercooler 45C -50C
a
Exhaustair temperature fter the cylinder head {450C
o (engine perated n light uel t:l)
o
a Exhaust ir temperature fter he cylinder ead <430C
I (engine perated n heavy ueloil)
c -.- <640'C
o Exhaustair temperature efore he turbine
y'
t
50-65C
o Lubeoil emperaturet enginenlet
-<75C
o Lubeoil emperaturet engine utlet
a alarm orover emperatureu beoil (atengineIntel,
<110"C
o Turbocharger's
ubeoil emperature. ..'
o 60 70c
o cooling ater emperatureatenginenlet)
<85C
a cooling ater emperatureatengine utlet)
o <15C
o Temperatue difference etween
o inleta ndoutlet ooling ater
85C
I ooling ater
Overtemperature
o (alarm)(atngine utlet)
<32 C
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a Thewater nlet ernperatur';t aircooler ---
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a M A I NS P E C I F I C A T I O N S
F THEE N G I N E N D T S
o ACCESSORIES
o 1.3.3 PRETIGHTENINGOIIQUE ORMAJORBOLTS
o Designation Specification Pretighteningorque N.m)
a Connectingod bolt M27X2 750-800
O Mainbearingbolt M3OX2 736-834
Flywheel ol t M3OX2 490-588
o Bolt or rockerarmseat M24X2 295-344
a Bolts or connecting ngine M20X2 137-176
o blockwithbedolate M22X2 206-255
o Bolts or he crankshaft
resilient ea r
M20X2
159-196
o Bolts or the damper M2OX2 159-196
o Hydraulic 8320ZCd-4:50-53 Pa
a Cylinder eadbolts M33X2
Pressure 8320ZCd-6:54-56 Pa
o of
stretcher
8320ZCd-8i57-60 Pa
o Tie-rod olts M39X2 Hydraulic ressure f strelcher

o 86MPa
o Boltsorcrankshaft
M3OX2 800
o counterbalance
M 1 0 X 15 14-22
o M12X1.75 24-38
a Recommendedoroue or
other bolts
M14X2 38-60
a M16X2 59-94
a M18X2.5 82-130
1.3.4. Weightsof m ain componentsneeded or overhaul
t
o DESIGNATION WEIGHTks)
a
a piston-connectingod assembly 235
o cylinder ead 205
o cylinderiner 160
I turbocharger 87 0
o flywheel 938
o 1 3.5. Pressure f raulic Test of MainCo m
a Cooling ater hambei f Cylinder ead,
o Turborcharger,ngineBlockand Coolers
o Air Chamber f CylinderH ead,andAir Bottle
o
I
t-7
a
o
o
o
o

a
a
o
O
o F THEE N G I N E N D T S
M A I NS P E C I F I C A T I O N S
o ACCESSORIES
o
o 1 . 3 . 6 FUELAND UBEOILRECOMMENDED
o 1. F U E LO I L
Lightdiesel uels G8252-2000)
o 180cSU50Cheavyieselo il (Theperformanceefers o (Points or
o Attentiono HFOOperationor Series 20 Engines)
a
o 2 . L U B EO I L
40CDdieselengine ube oil G811122-1997)
o 4030 ubeoilwith highT.B.N when he engine s operated n HFO,
o see (Points orAttentiono HFOOperationor Series32 0
o Engines) .
o 3. LUBEOILFORTHETURBOCHARGER
a RustPreventionteam urbine il46# (G811120-1989).
a
o 4 . L U B EO I LF O R T H EG O V E R E N O R
Turbine il 22#
o
o 1 . 3 . 7 Refreshing ntervalFor lube oil
a
o 1 . For the newdieselengine, he irst ime o refresh he ubeoil shallbe
after300operating ours
o The recommendedLube Oil Refreshing nterval (the Engine is
o operated n lightdieseloil with a lubeoil circulatinglowof 1.36L/kW;
a Otherwise he int ervalshould be changedaccordingly, easonable
o refreshingnterval hould hen be baseduponCheckingResults f Oil
Sampling)s every2500operating ours.
O lf the engine is operated on HFO, the recommendedLube Oil
o refreshing nte|val refers to the ((Points for Attention o HF O
o Operationor Serres 20 Engines)
The refreshing ube oil interval for the turbocharger s every 500
o operating ours.
o 4 . The refreshingubeoil ntervalor he governors every2500operating
o nouts.
a
o
o
a
o
o l-8
o
o
o
o

a
a
a
o
a MAJORSPECIFICATIONS MAINTECHNICALDATA
o OFTHEENGINENDACCESSORIES
o
o 1.3.8 THEFITTING LEARANCE NDWEARLIMITS
o OF MAINPARTSOF THE ENGINE
o (in mm,measured t 20C of ambient emperature)
o
a DIMENSIONS
o DESIGNATION POStTtONS
CLEARANCE PERMISSIBLE
WEAR
o OF OR
OF
IN NEW
o ASSEMBLY ITIIATCHEDARTS
NEW ASSEMBLY
CLEARANCE
LIMIT
o PARTS
a
o Main ournal @250ffi 0.22-0.30 o.45
o {O=
o Mainbearing O250 {o€
a
o Crank-pin
o Crankshaft
-oGts
(D250 -od 0.20-0.28 0.45
o +OE
o Connecting od (D250 .|oG
o oeanng
o Axialclearance
O betweenhe
1.6-2.0 2.2
o crankshaft nd
o the hrust ollar
o Crank-web Aftercrankshaft
a Deflection being oupledo Seechapter
I shafting
o
o
o
a
o
o
I
1-
o
a
o

o
a
o
o
o MAJORSPECIFiCATIONSMAINTECHNICAL ATA
o OFT H E E h I G I N EN DA C C E S S O R I E S
o
DIMENSIONSCLEARACE PERMISSIBLEWEAR
a DESIGNATION POSITIONS OR
IN NE W
o OFASSEMBLY MATCHED PARTS OF NEW
ASSEMBLY
CLEARANCE LIMIT
o PARTS
o Cylinderiner o32o€6 o320.6

a
o II]
o
o
a
o
O
o Nodular
g aphite
a 0.30-0.37 135 0318.6
o Cast ron
a Piston
o piston o31e68-0903
a
o iston o31e.4o-o9os
o
a prsron II o318.70-0%5
o
o 1"t compression ring
^ rotl
a groove
b 4Cl(E
0.13-0.165 0.30
o 1*' compresgion ring ^ -€xxr
O -CICE
a (chromiumplated)
a 2nd,and 3d
o Piston ing
compressronlng ^ {t(E
b {alct
o grooves 0.011-0.135 0.30
a 2nd,and 3d
^ -oct
O -C'CE
o compressionings
o
o
O
1-10
o
o
a
o

o
a
o
a MAJORSPECIFICATIONS MAINTECHNICALDATA
a OFTHEENGINENDACCESSORIES
o DESIGNATION POSITIONS DIMENSIONSCLEARACE
o OF OR OF IN NE W
PERMISSIBLE WEAR
o ASSEMBLY MATGHED ARTS NEWPARTS ASSEMBLY

CLEARANCE LIMIT
t 4th compressiorr in g
10 18 9
t groove
scraper ing 0.07-0.1 0_30
t 1 0 -B z
o Pistonin g Gap clearanceof '1st
e compressioning fitted n
thecylinderiner
t.t-.tY 3.0
o Gap clearanceof 2nd ,

and 3rd compressioning
1.3-1.5 3.0
3 fitted n hecylinderiner
o Gap clearance of the
scraper ring fitted in the
o cylinderiner 0.9"1.3 3.0
o {'GE
o Piston in Connecting
rodsmall ndbush
0'135 {oct
o135 3
0.195-0.243 0.40
o Piston in
Diameterf theseathole
0135 &
0.048-0.073 0.20
a -o.25
o Connectingodsmallen d 94 -0.45
o bush axial)
Distancebetween piston +0.40
0.25-0.8s
o pin seats axial)

c 0
a The distancebetween he top surfaceof

a the pistonand he up{::r endsurface f the
I cylinder iner with tie piston being at Permissible
o T D.C. as sh(l'vn in the fig IOrerance
I 1cl 0.5
o Assembling of I mm between
o the piston l7.t.#1 cylindersn he
o %JN\\l--.rl' range f 9.7
o r,4Nr--\
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a MAJORSPECIFICATIONSMAINTECHNICAL ATA
o O FT H EE N G I N E N DA C C E S S O R I E S
I DESIGNATION POStTloNs OIMENSIONSCLEARACE PERMISSIBLE WEAR
o OR
OFASSEMBLY MATCHED ARTS
OF IN NEW
NEWPARTS ASSEMBLY CLEARANCE LIMIT
Valves -oit
a Diameteror valvespindJe Q22 -oE
guides 0.10-0.14 0.40
a a22Ec''
o Outer-diameterfvalve
spindle uides {<t(X (inteierence)
o Holes or ittingvalve
spindle uidesn
O40 ror
t Cylinder ea d heads o40€(E 0.01-0.03
o Starting alvestem
o30
-off
o Stafiing alvebodybOre 0.02"0.035 010
o Starting alvepistons
o30 €(rB
-oc6
o Boreof starting alve
caps
046 -od
0.025-0.035 0.10
o o46 €o5
a Camshefto urnal
Camshaft earing
o
o9 0 -{tct5
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0.'t0-0.
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o Camshafto urnal
90 rOlL
-oe
t camshaft Bearing t the ailendof @70 -orz
0.08-0.1
camshaft 0.?5
a o70€cB
o Axialclearance f the
Camshaft o.40-o.45
o
o Tappets
Tappet eab -C'(E
a O85 -o@
0.05-0.11
0.20
o o85 €c5
Roller ol e
I Outer iameter f roller - __ {O(E
o Valve appet
Bush 44z *r@
0.15
a -o(D
O42 -o(E
0.02-0.04
o Inner iameter f roll" "

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a BushRoller in
O30 {o@
0.02-0.04 0.15
t o
o30 -oq4
o
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o MAJORSPECIFICATIONS MAINTECHNICALDATA
a DESIGNATION POSITIONS DIMENSIONS
CLEARACE
o OF OR OF
IN NEW
ASSEM
PERMISSIBLE WEAR
o ASSEMBLY MATCHED ARTS NEWPARTS

BL Y CLEARANCE LIMIT
t Roller in o 0.007-
a Valve appet in hole
O30 -oc:4
(interference)
o
a {OCl2
o.o2
o O30 -o@ (clearancel
o Shaftof Inletvalve
rockerarm o
o Bearing f Inlet alve <D55 ocre
0.05-0.07 0.30
o rockerarm
{O(t
o Valve ockerarm Axial learance
O55 {os
O of inlet alve 0.30-0.50

rockerarm
a Shaftof Exhaust -0.01
a valve ockerarm
Rocker rmseaL
o5+0.023
1e 0.00-0.05
e os5+8
o Exhaustalve
rocker-arm ush a82 4.22
o (axial) 0.12-0.45
t _ ^^ +p.22
IUOZ U
Rocker-arm eat
t Pump ody
a Pump ears
0.10-0.15
a @108 2 €3 (atoneside) 0.25

o
a
a Lube il pump Bush or hedriven
a gear
o54 d ""
o Driven haft
-0.06
@54 -0.106 0.05-0.10 0.25
o
o
a
I Endclearancef 0.15-0.20
lubeoil pump ea r
o
o
o r-13
o
o
o

I
a
a
a
I
a M AIN ECHNICALATA
MAJOR PECIFICATIONS
I
a DESIGNATION POSITIONS DIMENSIONS
CLEARACE
PERMISSIBLE WEAR
o OF OR OF
IN NEW
ASSEMBL
a ASSEMBLY MATCHED ARTS NEWPARTS CLEARANCE LIMIT
o Pumpbody
Pump ea r
- -- -{OCg
@3//.5 o
0.10-0.'13
I 0.25
o
a O37.34-o€ (atoneside
Fueldelivery
t Pump-shaft -o(2
o pump Shaft ush o20 -.oG
0.025-0.04 0.1
a @20€(zr
a Axialclearance f
pumpgear o.08-o.12 0.20
o Frontendcover
o Water-sealing o14o E
0.115-0.226 0.8
a Cooling ater
-ct't 5
O140 -oG
a pump
Pump asing
@90 -o*
o Water-sealing 0.165-0 45 0.5
o Intermediate eal
ago €2E
{('tt
I bush @180{o'ls
Intermediateea r 0.12"0.18 0.3
I seat
-C'(E
Q180 oe
o Camshaft Axialclearance
0. 6
a driving
of he ntermediate
qear
0.20-0.35
a Backlash f the Module f

o camshaft ea r Gears 5
0.26-0.34 0.45
a Running learance
between ump Module f
o Driving or three
driving ears t he 0.20-0.30
a pumps frontendof the
enorne
Gears 4
a Runningclearanca Module f
o Drivingor
between
gears
bevel
Gears=3
0.12-0.24
o Governor
Runninglearance Module f
o between ylindrical Gears= 5
qears
0.15-0,22
t
o
a
o t-14
o
o
o

o
t
o
a
o O U T L I N E F M O D E L 3 2 0M A R I N E I E S E L N G I N E S
o
a CHAPTER
a
a OUTLINEOF MODEL8320MARINEDIESELENGINES
o
o The model8320MarineDieselEngines an irreversibl e odelo f 320 seriesof products.
The engine s rigid n structure,afeand reliablen operation, urablen service, xcellentn
o controlp erformance easy o maintain nd good n economy.
o The marinemainenginecan be equippedwith he remote ontroldeviceso as to improve
a the operating erformance f the ship and the laborconditionn the engine oom or th e
o operator
o The dieselenginehas our strokeswhichare composed f suction, ompression, orking,
t exhaust. he dieselengine ontinues orking n suchcirculating.
o The dieselenginemaybe madedifferentypeaccordingo thedifferent orking onditionn
o order hat he usermaychoose he suitable ngine-
o 1. The dieselengine s irreversible.t maydriveeither ixed-pitch r conlrollable-pitch

propellers hrough he gear box and s usedas mainengines or freighter, assenger nd
o working hips or special urpose.
a 2. The dieselengine s usedas the power or he mud pumpequippedwithmuddrag.
o The structureeatures f the model8320Marine ieselengineareas follows:
a
The engineblockand bedplate re madeout of cast ronwith a thickwall and are astened
o together y meansof two-lineension oltsas a strong igidbody.
t The crankshafts madeout of nodular raphite ast ronwith he arge ournal model
o 8320ZCd-8 ieselengine s Electroslagmelting asting teelcrankshaft).wo cranksof
a everycylinder re provided ithbalanceweights o as to ensuregood dynamic alance
o and goodworking onditionsor he mainbearings. he crankshafis up o the requirements
a of shipbuildingt homeandabroad.
o The nodular raphite ast ron piston s "suspendedype". t hassomemerits, uchas light
weightand high strength f structure, nd smallvibrationwhen he engineoperating. he
a piston s made with a coolingchamber n ib upper part and cooledwith lube oil. The
o connecting od body s columniform. he split ace of the connectingod is bevelcut type
o withserrationor positioning.he pistonpin s the loatingype.
a The cylinder ead s madeof vermicular ast ronand provided ith wo nletportsand wo
o exhaustports.The valveseat ring s madeof heat resisting t eeland the valvesurface s
coatedwitha layerof heat-resistingardalloy, o the valveseats s long ife n service. he
o exhaust alves f HFOengines madeoutof NiMoNiC.
o All the camsare fittedon the cailtshaft ith nterference ithout eys . The cam anglecan
a
o 2-l
o
o
o
a

a
o
o
o OUTLINEFMODEL320MARINE IESEL NGINES
o
o be hydraulicall ydjusted. he camshafi an be mounted nd dismountedransversallyo
o as to reduce he mounting nddismountingpace n the engine oom.
a The MIXPC urbochargingystem s adopted n the enginewitha turbocharger f excellent
o performance nd a highefficiency ir coolerThe nletandexhaustm anifolds re nstalledn
o the samesideof the engine n order o be easy o operate.
o The valve mechanism uch as push rod, rockerarm is completely nc losed o reduce
a mechanical oise
The engine s equippedwith a variable-speedydraulic overnor o it has an excellent
I
speed urthermore,he engine s equippedwith an over-speed
a limiterwithsafety unction, ameiy,he engine s stopped ue o over-speed.
o The lube oil pump,coolingwaler pump, uel delivery ump and the tachometer enerator
I etc. are mounted t the rontend of the engineand drivenby the crankshaft.
o At the front end , the engine s providedwith a damper o improve he torsional-vibration
o characteristicsccordingo the shafting.
a At the ree end, he engine s provided ith an extension hafiaccordingo the requirement
o of the user,such he engine an akeoff he continuous owerof 240kwat the raledspeed
o of the engine.The Guangzhou iesele ngine actory s not responsibleor the faultengine,
which is caused because the output shaft is not carried out the torsional-vibration
o calculation y user.
o The marinemainengine s providedwith he remote ontroldeviceand is very easy o be
a the ocaloperation nd remote oirtrol peration hangeover.
a The engine s equippedwith alrto-alarm evice or lube oil pressure nd temperature,or
o coolingwater emperature tc.,and nstrumentationor monitoringhe dieselparameters
o The ubeoil coolet freshwatercoolerand ubeoil ilterare mounted utside he enoine.
o
o
o
a
o
a
o
e
o
o
o
o
2-2
o
o
a

o
o
a
o
o E N G I N E A I NC O M P O N E N T S
o
a
a CHAPTER 3 ENGINEMAINCOMPONENTS
I
3.1 Main Moving Parts
O
Model8320 Marinedieselenginemay fit the nodulargraphite ast ron crankshaft r
a
electroslag melting asting teelcrankshaft ccordingo the strength.
o
o 3.1.1 Nodular graphite cast iron crankshaft
a
o
t
I
t
o
o
o
o
a
t
o
o
o
o
Fig. 3-1 Nodulargraphite cast iron Crankshaft
o
o l.flywheel bolt 2. flywheel 3. Hex-socket ap headscrew 4. oil throw ring
o 5. timing gear 6. bolt 7. crankshaft 8. vibration damperL resilientgear assembly

o 10.oil leading haft 11.gasket ing.12.gasket 13.connecting olt 14.bolt
o
o The crankshaft 7) is made of high strengthnodulargraphitecast iron with excellent
o performance.t has rational esign n crankwebsand ournals, o that he stresses uring
operation reevenlydistributedn its different arts, esultingn sufficient trength.t is well
a balanced, nd the main bearings re running n excellent onditions, s counter-weights
a beingcastedontoeach crankweb to reduce he unbalanced entrifugalorceand nternal
o moments.Both diametersof the main ournal and crank-pinare 250 mm. There is a
o concaveprofile illetbetween he ournaland the web,which provides larger illet adius
o 3--1
O
a
o
o
o

o
a
o
a
o without horteninghe effectiveengthof the bearing, nd reduces he stress oncentration
o in this part.Thereare wo slopeoil passages eeping way rom he nternal oleof ournal,
o to connectwith crankweb pin. The take-off langeof the crankshaft nd flywheel 2) are
secured ogetherby ten bolts 1) (dia.32) itted nto reamedholes dia.32mm). he timing
o gear (5) on the crankshafis bolted o the crankshaftlangewith bolt (6). There s an oi l
a throw ing (4) fittedon the take-off nd of the cranks haft,he ring s made up by two bolts
a halves. he ightness f the bolts houldbe checkedwhen eassembling,o as to avoidan y
I damage esultingrombolt oosening.
a 3.1.2. Electroslag melting casting steel crankshaft

o
o
o
o
o
o
o
a
o
o
I
a
o
o
o
o Fig.3-2 Electroslagmelting asting teelcrankshaft
o l.flywheel bolt 2. shaft for sealing oil 3.fly wheel 4. hex-socketcap head screw
o 5. oil throw ring 6,timing gear7. bolt 8. crankshaft 9. counterbalance0. parallel
o pin 11.bolt or counterbalance12.hex-bolt 13.Twin-wingockwasher14.check
washer 15. plug screw 16. vibration dampar 17. elistic gear assembly. 18
t passed-oil haft19.gasket ing 20.gasket 21.connecting olt 22.bolt
a The crankshaff 8) is made of electroslagsmeltingcastingsteel with excellent performance
o and high fatigue strength. t has rational design in crank webs and journals, so that the
o stresses during operation are evenly distributed n its different parts, resulting n sufiicient
a strength and rigidity. t is well balanced, and the main bearings are running in excellent
conditions, as counter-weights 9) being casted onto each crank web to reduce the
o
o 3-2
o
o
o
o

o
a
a
o
o unbalanced entrifugalorceand nternalm oments. othdiameters f the main ournalan d
o crank-pin re 250 mm. There s a concaveprofile illetbetween he ournal and the web,
a which providesa larger illet adiuswithoutshorteninghe effectiveengthof the bearing,
o and reduces he stressconcentrationn this part.The take-offlangeof the crankshafi nd
a the lywheel 3) are securedogether y ten bolts 1) (dia.32mm) The ive bolts hereof re
fitted nto reamedholes.The timinggear (6) on the crankshafts bolted o the crankshaft
a flangewith bolt (7). The oil holeot the crankweb oats letai242" nd s blockedwith plug
a screw There s an oil throw ing (5) fittedon the take-off nd of the crankshaft,he ring s
a made up by two bolted halves.The tightnessof the bolts should be checkedwhen
o reassembling,o as to avoidany damage esultingrombolt oosening.
o Installationof crankshaftcounterbalance
a
o
o
o l,1or"ki neof
countenbolonce
o
o
o
a
a
o
Fig. 3-3 lnstruction diagram for the 60' angle between the mark lines of the
a
o bolt and counterbalancewhen the bolts of c ounterbalance re tightened.
a a. Cleanall contactsurfaces, oat hreaded ortionwith thin anti-friction aterial averof

MoSz.
o
o b. Check he threadand body of counterbalance olt whichcan not contactwith bolt hole of
counterbalance.
o
c. Methodof tightening he counterbalance olts tightendiagonallyhe bolts of
o counterbalancen 3 sfeps o a torqueof 550N.m by means of a torquespanner, hen
o draw the two mark lineson the bolthead and counterbalance eparately angle of the two
a mark ine s 60" ,finally turn the bolt of counterbalanceo 60,at he same time, he two
o mark linesalign
o d. The bolts should not move when the bolt is tightenedby 800 N.m after the bolt is
tightened
o e. Drill wo holes n thehole position f checkwasher the hole s not near the edge), he
O
a 3-3
o
o
o
a

o
o
o
a
o
a ENGINE AIN OMPONENTS
o
o depth of the drillinghole s 23mm, he depthof the tappinghole s 20mm. he diameterof the
a tapping hole is 11mm. hen add the duplex stop washerand tighten the bolts, inallyLock
o the two bolts with duplex stop washer.
o There are scale markson the circumferentialurfaceof the flywheel ndicating DC and
a someadjacent rankangles or eachcylinder. he crankposition f individual ylinder an
thus be determined henchecking he valveand/or njectioniming, ia the pointer ixedon
o the rearcover.Notchesor urning he engineare alsocasted n central artof the lywheel
a periphery.
o The passed-oil haft s mounted hen he crankshafts equipped ith he Gazling oupling
o The shafi or sealing il s mounted n the ake-off nd of the crankshaftn order o seal he
o oil nletand outletholeswhen he crankshafts equipped ith highlyelastic oupling.
a The Gazling oupling s tightening n the flywheel y 24 boltsof M20.The passed il shaff
is bolted o the flangeof the take-off nd of the crankshaft. he ubeoil passes hrough he
o passedoil shaft o Gazling oupiang hichproduces amp, educes he torsion-vibr ationf
o shafting nd ubricates nd coois he Gazling oupling.
a The installation equirementof the Gazlingcoupling
o 1) Adjust he distance etween nd surface f passed-oil haftand end surface f flylvheel
a F+015
to 5.orowith shim, adjust he gap betweenend surfaceof passed-oil haft and seal
o
o surface f Gazling ouplingo 6 =9.1-9.'tUmmithshim, hisdevice hould ot eakoil
duringworking.
o
2) When he Gazling oupling ligns, he end ace run-out s not more han 0.01mm n the
a rangeof every100mm iameter, iameter unout s not more han0.08mm.
o On the crankshaftreeend, he elastic ear as illustratedn Fig.34 is mounted. ll the
o pumps or oil,waterand uel or the enginearedrivenby crankshaft.
o The hub (3) and thrustplate 1) of the gear are secured nto he end aceof the crankshaft
o (5) by bolts,There s a spacer 4) between rank shaft nd hub.The tooth ring (2) s freely
o supportedon hub (3) with an axial clearance f 0.2-0.4mm,and a radial clearance f
a 0.07-0.'175mm.Theeeth ring s drivenvia springholder 10), spring (11) and (12).Th e
springholder 10) s laterally ositioned mong he hub, he ooth ingand hrustplate.Th e
o same buffer effect of the spring set can be realized n either direction, he dynamic
a fluctuating oad of the drivinggearscan thus be reduced.Gearsmeshing o the resilient
a gear are:drivinggears or lubeoil pump 7), or waterpumps 6) (8) and or fueloil delivery
pump 13)and or tachometer robe 9) .
o
o During eassemblingf the resitient ear n caseof dismounting,t shouldbe noted hat ha t
all slop washers houldbe replaoed nd all screws ocked.
a
o
o 3-4
o
a
o
a

o
a
o
oa
o E N G l l t i : : A I NC O M P O N E N T S
o
o
||
o 01 2
a IJ
I
o
o
a
o
a
o
o
a
o
a
o
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o
o
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o
o
o Fig. 3-4The resilientgear
o 1. thrust plate 2. tooth ring 3. hub 4. spacer 5. crankshaft 6.driving gear for
o the water pump T.drivinggear for oil pump 8. driving gear for the water pump 9.
driving gear for tachometer motor lO.spring seat 11. ouFide spring 12. inner
o spring 13. the driving gear or the fuel delivery pump
o
o On request,an overhangingront take-off haff may be connectedwith the free end of
o crankshaft which may drive other auxiliarymachineries. he take-offp ower s less than
o 240kw.
o lf a front ake-off haft provided seeFig 3-1), he spacerwill be removed nd the flange
I of the take-offshaft will repl acea spacer,at the same time, here are reamedscrews
o between he ake-off hafiand he crankshafto as to ensure ake-offorque ransmissi on.
o 3-5
o
o
o
o

t
o
a
t E N G I N E A I NC O M P O N E N T S
o
t
o A siliconeoil damper s installed t crankshaftree end in order o improve he torsional
o vibration haracteristicsf the shafting the propeller thedieselengineand wholesystem.
a Referringo the crankshaft rawing. he eaf-spring amperor springcoilingdamperma y
I be installedn order o reduce htl orsional tressof diesele ngine rankshaft.
o When the crankshaftnstalls he leaf-spring amperor springcoilingdamper,the O-seal

ring s installed,emove he ightening crewwith groove.
o
a Method of Measuring he Grank-webDeflection
o The crankshafthouldbe placed venlyon all mainbearings. s deform ation f the central
part of the crankshaff houldbe resultedby itselfweightwhen placingonly on two en d
I bearings.Crankshaft eformation ould not be Cemonstratedf only the conlact area
o between he ournala nd he bearingwas checks.D uring ngineoperation,he crankshafrs
o subject o repeated eriodic endingn the caseof improper ssembling r unevenwearof
the lowerhatves f mainbearings, atigue amage, racking r even rupture f crankshaft
t materialw ill naturally e he result f numerous uch repeated eformation.
I
The distance etween wo crank'webs f the samecrank s knownas crankweb distance,
o The difference etween he nreasuredmaximumand minimum alues of this distance
I duringone revolution f the cran<shafts termed rankweb deflection
o
o L> L, L < t'
a
a
a
o
a
o
o
o
o
a
t
a
o Fig. 3- 5 Elastic Oeflection of Crankshaft
a
o
c 3-6
o
a
a
o

o
I
a
a ENGINE AINCOMPONENTS
a
t
a The crank-web istance at T.U.C s larger han hat L'at B.D.C.,.e.L > L', f the position f
o two mainbearings f the crank n question s lower han heiradjacentm ainbearings. he
axial ine of the crankshafts in the down-warp hape, he valueof crankweb deflectionn
o this case s assumedo be (+)
a On the contrary,f the position f two mainbearings f thecrank n question s higher han
theiradjacentm ainbearings, o that L<L, the axial ineof the crankshafts thus n the
o upwarp hape, he valueof crankweb deflectionn thiscase s assumedo be G) .
t
The crank web deflection houldbe checkedafter every 1000-1200 perationhours. t
a should also be done in the cas e of main bearingdamage,cylinder iner scuffingan d
a retightening f bedplate olts, s wellas after he shipstranded r bumpedand beforean d
o affer he shiodocked.
o The measuring oint s at a dii tanceof 345 mm from he axis of cr ank-pin wherecenter
a hole s orovided.
o
o
a -1r7"rr.
I
I
o
a
a
o
I
a
o
o
o
o
I
a Fig. 3- 6 Measurement f Crank-webDeflection
o
Special rankweb deflectionmeter s generally sed orsuchkindof measurement.
o
a The crank web deflections measuredat four differentpositions, amelyT.D.C,B.D.C
o 3-7
o
o
I
o

t
o
a
a
a horizontalefr and right, n otherwords,at four crank angles:00,900,1800and700.Th e
a measurement an be carriedout withoutdismountinghe pistonand connecting od. The
o shankof the connectingod may knockagainst he neter when he crank pin is at B.D.C
(1800).n thiscase, he ob can be doneby followinghe measuring equence iven n Fig.3
a -6, measured aluesare illed n Table .1 The meanvalueof points and 1 is takenas he
I resultmeasured t B.D.C.A ttention houldbe paid o makesureof not knockinghe meter
a by the connectingod,otherwisehe resultmaybe wrongor even he meterdamaged.
o Table .1 Measuredesult f crankwebdeflection
e
o Cylinder o.
a
o 1 z 4 6 7 o
o Crankshaft
a Position
o 1 B.D.C
a (exhaust ipe ide
o
2 Exhaust ipe id e
a
o 3 T.D.C
a 4 Operating ide
I 5 B.D.C
o (operatinqide)
a Maximum rank-web
t deflection
a Measured esults houldbe filled n technical eference, ith he dateand oadcondirrons.
o Allowable rank-web efl ction
o 1) Crankshafts supported n bearingswithout lywheel + 0.035mm
o
o 2) The crankshaffs fittedwitha standardlywheel,or hatcylinder
o adjacento the ly-wheel cylinderNo.8): -0.10 mm
o 3) The crankshaffs elastically onnectedo the shaffing nd the fl ywheel s mounted
o additionalweight such as elastic couplingor air tyre clutcher elc (correspondingo
o increasedweight of flywheel), he more permissiblevalue of crank-webdeflection s ,the
o moreadditionweight s permissiblealueof crank-web eflec tion - 0.13 mm
I
3-8
o
o
o

a
o
o
o
a E N G I N E A I NC O M P O N E N T S
o
o limib for readiustrnent: - 0 . 1 5m m
o
o Maintenance f Crankshaft
o ln addition o regularmeasurement f the crank-web eflection, ttention hould also be
o paid o the ollowing:
a 1) Regular hecking he qualityof lubricating il, preventing ust or foreignsubstances
a from entering nto he ube oil systemso as to ensuregood ubrication onditionsor
a the crankshafi
o 2) For thosebearing hellswith working urface efects, nspect heirmatchingournals
o and reface carefullyexisteddefectssuch as scratching r scoringetc. repair he
a bearing hellsand hen eassemble.
Attentively bserve urfaces f the ournalsand webs,especiallyilletsand oil holes
o 3)
for any possible racksand/ordamages, singa magnifoing lasswitha factorof 3 to
o
o 4) Regular heckinghe wearextent, vality nd conicity f all ournals. f a reduction f
o the ournaldiameter f 0.20 mm (comparingo the standard alues), r the ovalityof
o 0.10 mm or morebeing eached, ucha crankshafi houldbe sent o themanufacturer
for regrinding. rankshaffike his may also be repaired y meansof filing,and then
polished sing inestabrasive loth,special ftentionmustbe paid o the oil holesan d
o fillets.The radial unoutef journalsand the parallelism f the main and crank pi n
o journals nd crank-web eflec tion houldbe checked s well.
a 3.1.3 Piston and ConnectingRodAssembly
o 3.1.3.1 Piston
a The oil-cooled ntegral suspendedype"piston 1) is madeof nodulargraphite ast ron.
a The top of crown s machinedo be "trr' hape,which makesup the combustion hamber
o togetherwith the cylinderhead.Four recesseswere cut on the crown o avoid he piston
o colliding ith he valves.
o There s a threaded ole n the middleof piston op for lifting he piston Thereare totally
three compressioningsand one scraper ing n the pistoncrown,Lubeoil passages re
o provided n the scraping roove,w hichallows he scraped il returningo the crankcase.
o In order O educe he emperature f the op surface nd he ring-belt f the piston, here s
o a casted ooling hambern the piston rown.Lubeoil lows rommainbearing ia oil holes
o in the crankshaft nd connectinuod to the oil passage f the pistonpin (11),and hen via
I the oil-groove n the pistonpin seat and inletoil hole, inally nto cooling hamber. After
cooling the piston crown, the tii flows through the screw plug of piston to the
a crankcase.
o
o 3-9
o
o
o
o

I
a
o
a E N G I N IM
: A I NC O M P O N E N T S
o
o
o
o
o
o
a
a
t
o
o
a
o
a
o
o
a
o
o
a
a
o
o
o
a
o
o
o
o Fig.3 7 PistonaridConnecting odAssembly
t
l.piston 2.pistoning 3.pistoning 4.pistoning 5. scrapering 6.plug crew 7.oil
a outlet plug screw S.screw 9.circlip 10.screw 11.piston in 12.copper ush
a l3.connecting od l4.locatinginbushing15. ockwasher G.connecting od hort olt
a 17.bolt 18.upper earingheM 9.bottomearing hell 2O.connecting odcap 21.
o longer onnectingodbolt
a
3-10
o
I
o
a

o
a
o
a
a The piston s madeof nodulargraphite ast ron ,which s "suspendedype' ,thinwall an d
a strongbackwith high rigidity nd ightweight, t can bear higher emperature. echanical
a load s passed o pistonpin seatdirectly y the vertical einforcementi b,at t he same ime,
a the side trust s passedby horizcntal einforcementib.This struciure as enough igidity
and strengtho prevent he pistonpin seat romdeforming. he piston kirt s thin-wall, nd
a cylindroid,o ensure eliability hen he engineoperates nder he hermal tateand heavy
a load. n thiscase, he piston s noteasy o be scuffing f cylinder ore, he piston learance
a is small, he noiseof the vibrations low and he oad-carryingbilitys big.
I 3.1.3.2 PistonRing
a Thereare threecompressionings ittedonto he ringgrooveso seal he combustion ases
o and ensure he heat ransfer rom he crown o cy linder inerand hen o the coolingwater.
These rings are made of high strengthalloy cast iron and their working surface s
o chrome-plated. hree compression ings is double cone shape, drum shape and cone
o shapeaccordingo the working ondition On he upperof the rings: culpture 13E.02"or
a the irstcompression,culpture 138.03' or hesecond ompression,culpture 13E.07"or
a the thirdcompression.n order i' ensure hat he ringscan display ir seal,oil sealand oil
distributionunction,he sequence f ringcan'tbe confused nd he sculpturing nd of rings
a mustbe upward ln order o prevent ir from eaking, he oint of different ingsshouldbe
I staggered achotherduringassembling.
a To prevent ubeoil romenteringhe combustion hamber, n oil scraper ing s fittedabove
I the pistonpin seat.However, o scraper ing s arrangedn the piston kirt,so this areacan
o be sufficientlyubricated. he oil ring s springexpandef ing ype, he radialpressure f the
oil ring s big, so the performance f scraping il is strong.The flexibility f the oil ring s
a good, so the oil ring mates the wall of the cylinder evenly,
I the pressureof the oil ring to the wall of the cy linder s stability,he decreasing f the
t elasticitys smallwhen he ring s worn, he consumption f the ubeoil s small.There s a
o oil{hroughhole n the middle f tf e ring.
o 3.1.3.3 PistonPi n
a In cool condition,he fit clearance etween he pistonpin and pistonpin seat s 0,048 o
o 0.073 mm, and the fit clearancebetween he piston pin and the copper bush in the
o connectingod smallend is 0.195 o 0.243mm. For assembly, lightly ush he pistonpi n
into ts seat- n operation,he pistonpin can be rotated elativelyo the connectingod or to
o the piston.Therefore, earwill be very uniform eripherally,nd amming an be avoided.
o To preventpistonpin romaxialmoving, clip ings 9) are nstalledn groovesof seat.Th e
o pistonpin (11) s a hollow ylindrical, hich s drilledholes n longitudinalnd radial
directionsor the passage f lubeoil, The pin end surfacemustbe plugged y screwplug
o and caulked o the screwplug hole o avoid ts ooseness.
a 3.1 3.4 ConnectingRo d
o
a 3-11
o
o
o
o

e
o
a
a ENGINE AIN OMPONENTS
a
o The shank (13) and smallend of the connecting od are stepped ype .The shankof the
o connectingod s a circular ross-section.he angleof the bevelcut o the shank s 40'with
o locating y angular ack ooth ack.The shankand bigend cap are connectedogether y
two longer 21) and two shorter 17) connectingod boltsof M 27x2 ,madeof high quality
alloysteel.Theseboltsare lockedby meansof lockwasher 15) and M8 x 12 bolt (17).A
a locating in bush 14) s pressed n the oil holeof the cap or axial ocation, hich s hollow.
I The nternal oleof the bush s the oil passage. he inishmachining f the connectingod
a big end bearinghole is carriedout as the cap and the shank is secured ogether.A
counterpartm ark s madeon the sameside of the cap and the shankrespectively.hese
I marksshouldbe matedwithoutmistakes hen eassembling
o There s an oil groovewith5 mrn n depthand 14 mm n width n the nnersurfaceof the cap
o (20),which s connectedo theoil holeof shank ia woangular olesof o 10 and a s traight
o holeof o 16.There s alsoan oii groove n the smallend bush hatconnectedo the oil hole
o ofthe shank.Lubeoil coming rom he oil holeofthe crankshaftlows o the oil grooveofthe
low halfof the connectingod bearing hell(19),o the oil holeof the shankand o the small
a end and bush 12), hen o the pistonpin(11).On the op of the smallend ofthe connecting
o rod,a plugscrew s used o block he hole or maching he oil hole.
o The bush 12) s madeof tin bronzeand itted o the holeof the smallendwith nterference
o of 0.117 o 0.149mm.Thereareoil grooves nd holes n its nnersurface o introduceub e
o oil into the bearingsurfaceand to the pistonpin and then to the coolingchamberof the
o piston.
a There are bearingshellswith coated ri-metalalloy laye(8320cd4 is bearingshells of high

tin aluminum ll oy)and fitted n big end bearingholes,a location in in the bearing hell
a insertso the recessof the connectingod .
o Maintenance f the Piston
a One of the pistonshouldbe dismountedor inspection fterevery3,000 operating ours,
o Observation f surfaceconditions f all cylinder iners rom the inspectionwindow in
o crankcase ox shouldbe carried ut. The piston n sucha cylinderw hereheaviestw ear s
o foundshouldbe chosen o be withdrawn.f no serious cratches r wearof the cylinderiner
working urface ound, he conditions f ihe withdrawn istonbeingnormal,all ringsbeing
o well movablewithoutheavywear, nspection f all otherpistons n thiscasemaybe put off.
o However, ll ringsand pistons houldbe inspected ith he operating oursnot more han
o 8000.
t lf abnormal ondition f the dismounted istonand piston ings ound,otherpistons hould
a then be dismounted or inspeciion.
o Diameters f the pistonand the cyli nderinershouldbe measured t the same ime.Th e
o liner shouldbe replaced f the tolerance learance eaches he limit values specified n
chapterl.lf he wearextent f the pin holehasreachedhe imitgiven n chapterl the piston
o
a 3-t2
t
o
o

o
o
o
o
a
a
o shouldbe replaced s well.
o Whenany piston ingsticks o its piston inggroovewithcarbondeposit(this i ll causepoor
O combustion esulting rom reduced compressionpressure).use gasoline or carbon
o tetrachlorideo wash off the carbondeposit, he ring s then knockeddown usinga wood
I malletand hendismounted.f the olerance learance eacheshe imitvaluesspecifiedn
chapterl as the ringwornout,oi ringspallations found, he ringshould hen be replaced.
I
o lf cracks are detectedor the tolerance learance eaches he limit values specified n
chaperl as seriously oreout, he pistonpin shouldbe replaced.
o Afier maintenance f pistons, ylinder inersand piston ings, he engineshouldbe run
o accordinqo the ollowingable, he diesele nginema after unn
a model 8320ZCd4 8320ZCd-6 832oZCd-8
o Speed(r/min) 200 3 1 5 454 21 0 aan 417 477 21 0 33 0 41 7 477
o Time min) 30 30
JY/
120 120 30 30 120 120 30 30 120 120

a
o
a Replacingof Piston Ring
o
a
a
o
a
O
a
a
o
o
o
o Fig. 3-8Assemblingand Dismountingof Piston Ring
o The gap of the oint shouldbe checkedwhenassembling new piston ing.Firstly the ring
I is put nto he correspondingylinder inerwith its op end parallelw ith the linerend face,
a and the gap measuredby means of a feeler should not exceed values specified n
chapterl.Secondly,theing s put nto he groove, nd the sideclearances also measured
a by meansof a feeler,w hichshould ulfill equirement iven n Chapterl The oint of each
o ringshouldstagger achother or 120'.Two ings 3) as illustratedn Fig 3-8 may be made
o by the userand hen hitched p he ring ointas shown n Fig3-8 to pull open he ring. t is
o
3-13
o
a
o
a

o
o
I
o
a essential ot o pull oo much o prevent he ring rombeingbroken.
t Maintenance f ConnectingRo d
o 1. The connecting od bolt s suchan imporlant omponenthat ts racturewill result n
o seriousdamageof t he engine. After every 100 operating ours, he pretightening
a condition f eachboltshouldbe checked y way of ightly nocking olt heads.A ll four
a boltsshouldbe retightenedf one of thembeing oosened,
a The pretighteningondition f connectingod boltsshouldbe checked s follows fter
I first 250 to 300 operating ours n case of a new engineor the crank pin bearings
being eassembled
o
o 1) Remove he smallboltsand ockwashers n the connectingod bolts.
o 2) Mark he relative osition etween he connecting olt headand connectingod .
o 3) Try to retightenhe bolt by a torquespannerwith a torqueof 800 Nm. f the marked

positionof one of the four bolts has been changed, ll of the four boltsshouldbe
a retightened nd hen reassembled ithnewcheckwashers.
o The connectingod boltsmustbe replacedf any of the ollowings houldhappen
a 1) Crack(s)s foundon the connectingod boli;
a
The engine s shut-down s the piston eizedup n cylinderiner.
a 2)
o 3) Accumulated perationime s over20000hours.

No defectsshouldbe foundon threaded art of the connectingod bolt,defectssuch as
scuffingetc. on the shankof the'connecting od shouldbe polished ff, specialattention
a shouldbe paid o the illetarea.
a 2. lf the clearanceof t he s mall end bush has exceed0.4 mm, the bush s hould be
a replaced.
a 3. Shoulddefectsof the connectingod such as cracks, wistingor deformation er e
o detected,he connectingod shouldbe replaced
o 4. The connectingodshouldbe checkedor deformaiion nd crackingn case he piston
o was seizedup in the cylinderineror the shipwas stranded esulting eformation f
o the crankshaftand bedplate.Measurementm ethod s shown in 3-9. Difference
betweenL and L'is notallowed o exceed0.12mm ,while hat betweenH'and H not
a to exceed0.2 mm.
I
o
a
a
O
o
3-14
o
a
o
o

o
a
o
o ENGINE AIN OMPONENTS
o
t
o
o
a
I
a
I
o
o
o
o
a
o
o
a
o
o
a
o
a
O
a Fig.3 9 Measurement f the ConnectingRod
o The Dismountingot Piston and ConnectingRo d
o 1. Drain llcooling ater n heengine lock.
o 2. Dismounth ecylinder ead.
o 3. Open he estvalvesof the cylinders.
o 4. Turn he piston o its B.D.C, leanoff the carbondeposit n the cylinderiner.Check f a
a stephad been ormed n the position f the cylinderiner n the position orrespondingo
o the T.D.Cof the first piston ing. n case hat yes, he stepshouldbe smoothedwithan
o oilstone nd hen cleaned. hencoatgreaseon the cylinder inersurface o that when
the piston s drawnout, he residual arbonparticles r metalparticles an be buried n
o the greaseandwill notscratch he cylinderiner.
o
o 3-15
o
a
o
o

a
a
o
a
o 5. Installhe oolNo.320.100.20An the piston op, una rope hrought andhang i up
o witha liffing ook.T urn he crankshafto the positionormost onvenientismounting
a connectingodbolts. trainhe opewitha crane.
o 6. Loosen he boltsdiagonally,i rst unscrewhe two bolts or the mountingool for
a dismountingonnectingod .
I 7. Installhe oolNo.320.100.120A
hroughhe observationindow,lide he wopinsof
the ool nto apped dismountedolts.
o
o
o
I
t
o
o
o
a
o
o
o
o
o
o
a
o
o
o Fig. 3 - 10 Mountingand Dismountingof the ConnectingRo d
O R Remove he otherconnectingod bolts.Use he ool o takeout he connectingod cover.
o Remove he ool.
o 9 . While urning he crankshaftlowly owards he direction way rom he connectingod
o opening, ifi the piston up slowly until the crank-pinno longer interfereswith th e
o connecting od big end when he latter s liftedup from he cylinder iner.Remove he
connecting od uppershell, ren carefullyift up the pistonand connecling od together
t from the cylinder , ay attentir.no avoid he connecting od scratching r bumping he
o cylinderiner.
o
a 3-16
o
o
o

a
a
a
a
o E N G I N FM A I NC O M P O N E N T S
o
t 10.Use a st and o support he pistonand connectingodso as to avoi d he connecting od
a touchinghe g ound.
o 11.Upon nspection,f he connectingod s dismounted,i rst he circlip n the pistonpinseat
a shouldbe removed.
o 12.Turn he pistonand connecting od assembly pside-down o that the piston op can
o face downward. nstall he tool No. 320.100.180 onto the pistonpin and remove he
pistonpin.
a
13.C lean nd nspect l l parts
O
o Assembly the Piston and Connecting Rod
o a. Measuring nd recording imensions f the pistonpin and ts hole as well as th e

smallend and checkingf the results ulfill he requirementsiven n Chapter
o
b. Lifting he connecting od with the smallend downward.
o
o c. FittinghespecialoolNo.320.100.180nto he piston in.
o d. Turning he pistonupside-down ith ts op end ayingon a wood-plate.
o e. Fit the smallend nto he pistonwhile paying ttentiono the bevelcut owafd he
p'
o mark on the piston,namely,oward he exhaust alve.
o f. Fit the pistonpin into ts holes n the pistonand the connecting od, and then
dismount he special oal.
o
g. Fitting etainer ing o bothendsof the pistonpin hole.
a
o od upside ownand put hemontoa s upport rame.
h. Turn he piston-connecting
O The abovemethod s basedon the casewhere he piston s placed tationary.f conditions
o are available,he workmaybe performedn sucha way hat he connectingod s fixedwith
its small end pointingupwards, nd then liff the piston up and slowly mount t onto the
o connectingod ,
o Maintenance f ConnectingRod Bearingshells
o The wearcondition fthe bigend bearing hellandsmallend bushshouldbe checked fter
a every3000working peraling ours.
o lf abnormalw ear spallation r r:racking as detectecir om he dismounted earing hellor
o bushes, he others houldalsobe dismountedor nspection,h osebearing hellsor bushes
a withdefects mpossibleo be corrected hould henbe replaced.
o It shouldbe notedduring eplacinghe smallendbush, hat hewidersidemustbe closed o
o thebig end.
a Any scuffing n the ournals f the crankpin houldbe removed y neans of grinding tone
and be polished y using he ineabrasive loth.
o
o 3-17
o
o
o

o
o
a
o
o ENGINE AINCOMPONENTS
o
a In the caseof replacinghe bearing hell the shellshouldbe fitted nto he connectingod
o as per he assembly equirements,nd the bearing olediarneter houldbe measured nd
a recorded s per requirementsiven n technical ertificate,nd henwritedown he dateof
o replacernent.
o Parallelism nd wisting f both he big end bearing nd smallend bushshouldbe checked

after eplacements shown n Fig3-9-
I
lf the requirements f clearancegiven n Chapter1 are met, he assemblycan then be fitted
O to theengine
o Fitting of Piston and ConnectingRo d
o
a. Cleanup thoroughlyhe nternal urfaces f cylinderinerand the crankpin, oat hem
o withclean ubeoil,andplace heassemblingoolNo.320.100.30n opof hecylinder
o liner.
o o . Lifl and clean he assembled iston-connectingod assembly, heck f cuts of piston
a ringsbeingstaggeredand applysome ube oil.
o Turn he crankpin lose o the exhaust ide.
o d . Carefully nd slowly it he assemblynto he cylinder iner, he side of piston rownwith
o the mark p' mustclose o the sideof exhaust ipe.
a
o
o
O
a
o
o
o
o
o
o
o
c
o tg 3t1 Fri.irgd tleHstorad@Eti 4gnd
o
o e. Turnslowly he crankshafi nl;i hat he crankpin nters he bearing n the big end of the
o
o 3-18
o
o
o
o

o
a
o
o ENGIl',iE AINCOMPONENTS
o
o connecting od .
o f. Fit the tool No. 320. 100.120Aonto he observation indow.Place he connectinqod
o coverwith owerhalfof the bearing hellonto he ool,and it t to the big end.
t g. Coat MoS2 on both the thread part of the connecting od bolt and frictionsurfaceof
I the hexagon ead,diagonallynstall he connectingod bolts, ighten hemslightlywitha
wrencn.
t
o h. Dismounthe tool No.320. 00"120A then it he other wo bolts.
a i. Turn he crankshafto a position uitableor pretighteninghe bolts.Then pretightenhe
boltsas follows
C
I a) Pretightenhe boltsdiagonally nd alternativelyn 3 tinr es, he torqueof long bolts
of connectingod s 3101{.m,he orqueof shortbolts s 270N.m.
o
o b) Draw he base ine n the hexagonhead of boltsand connecting od cap, Use a
torquewrench o turn he ourbolts n 3 to 4 timesalternativelynd diagonallyo 60
t oegree
a c) The boltsshouldnot urnwhen he orque s 800 N.m or check.
a lf no torquewrench s available,he pretightening ethod s as follows:
o (a) With a wrenchof 400 mm handle pretightenhe four connecting od boltsby
O one handalternativelynd diagonally.
o (b) Mark he base ines n hexagon eadof boltsandconnecting-rodap connecting
rod cover, and Use a long wrench to turn the four bolts in 3 to 4 times
I alternatively nd diagonallyo 60 degree
o The boltsshouldnot urnwhen he orque s 800 N.m or check.Move he connecting
o rodwith ever o check f the connectingod can moveaxially n the ournal.
o j. Place ockwashers nd ightenhe screws or the ockwasher.
i k. Check he axialclearance fthe connectingod smallend.
o l. In the case hat he bronzebushof the connectingod smallend or the cylinderiner s
a replaced, r the enginehas operated or very ong ime, he followingnspections hould
o be carried ut before inal nstallations made.These nspections re o be madewith he
piston without piston rings ano the assemblyalready s fitted into the engine as per the
o aboveprocedures.
o
o Use a feelergauge o meas ure he clearances t four positions f the lowerend of piston
o s k i r t n crankshafixisdirectiono rneasure.e.a'and b'at T.D.C nda andb at B.D.C, s
o shown n Fig.3 -9, Maximum ifference f themshouldnotexceed .10mm.otherwisehe
o causeshouldbe foundout.The parallelism f big end and smallend of the connectingod
c 3-19
o
o
o

o
I
o
e
o
t shouldbe checked ccordingo Fig.3-g lf necessary,he bronze ushof the smallend may
o be scrapped y a skilledworker.A fterscraping, mear est with he pistonpin should he n
I be done o ensureeven distribution f the contact pots.The su face ouohness a should
o be not more han0.4 um.
a lf all thesehavebeendone, eassemblehe assemblynto he cylinder iner. f beingup to

the standard,he assemblys dismountedo fit piston ingsand inally itted nto he engine.
a
o m. Check he distance betweenop of the pistonand op end of the inerwhen he piston
beingat T.D.Cas shown n Fig 3-13,if he pistonor cylinderinerhad been eplaced. he
o difference f 6 for different ylindersn the sameengine houldnot exceed0.5 mm.
I
t
a
o
o
a
o
a
I
a
a
a
a
o
I
a
o
I
o
o
I Fig.3 - 12 Positions or ClearanceMeasurementf the Piston
t
t
a
t
t
3-20
o
o
o

o
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o
t
o E N G I N F - A I NC O M P O N E N T S
o
I
o
a
a
o
o
a
o
a
a
o
o
o Fig.3 13 Checking f Distance,6
o Between op of the piston and top end of the liner
a tnspectionand evaluationof tri-metalbearingshells of connecting od (suitableor
o ModelB320ZCd-6, 320ZCd-B iesele ngine).
a
Note: The criteriamentioned eloware used for the assessment f tri-metalcorrosion
a resistent earing hellsconsisting f a leadbronze-linedteelbackwith a nickeld am and a
a plated overlayof 0.015-0.035.11s recommendedo open perfectly unningbearingsas
a seldomas possible ecause heyhave o adapt hemselves gainaftereveryassembly-
t The big-end earings f the connectingod are equipped itha corrosion esistentri-metal
o bearing hell.
O Contaminated il, solid oreignmatterand water are the cause of 85% of all cases of
I bearingdamage.Dirt s the enemy o all bearings. thorough il treatment nd a careful
filtermaintenance re hereforendispensableor a reliable peration nd a long ife.
a
The platedoverlayhas muchbetter unning-in nd continuousunningpropertieshan he
a harder eadbronze. n addition,ournala nd crankpinwear s greatly educedby the plated
a overlay.
a lf the platedoverlay s corroded y heavy uel operation r the engine s frequently tarted
I and stopped max friction),he bearingsmay be more rapidlyworn so that they rnustbe
t renewed ooner.
a Griteriacatalogue see llushation -14)
o 1. Uniform ull greysurface
o
o 3-21
a
o
o
o

o
a
t
a
o The bearing unctionperfectly. uniform unning patterncan be seen in the main
o load-carryingrea.
o 2. Glossyareaalong he wo edgesof the bearing
o The bearing s overloaded long he two edges.A slightglosswill disappear ftera fairly
a long ime of operation.f the gloss s very ntense,he hardhighspotsshouldbe touched
o up with a s craper o ease running-in. o not use emerycloth f the crankshaft as been
reground heck he illet adiusbetween he web and ournalo r crankpin.
o
o 3. Heavypressure n one bearing dgewith eadbronze xposed vera largearea:
a This is not permissible nd the bearingmust be renewed lf such a wear pattern an
o alreadybe seenaftera shortperiod f operationit s of vital mportanceo find he cause,

check he crankweb deflection alues.
o 4. Scratchesn the plated verlay nd eadbronze:
o The scratchesare causedby dirt or foreignmatter n the lubricatingoil. lf such scratches
a are not concentratedr do notreach ar nto he bronze heywill be harmless.f therear e
o a lotof scratches,he shells iiould enewed.
o 5.Platedoverlaywornovera largearea bronze xposed)
I lf the bearinghas been n operationor a long ime and ts surfaceand ransition reaat
o the edges are smooth, herewill be no danger.Check he shaft or wear. f such wear
o pattern an alreadybe seenaftera shod periodof operation,ack of oil supplycouldbe
the cause. Check the journal or crank pin surface for increased roughnessor
a scores. Polish f necessary.f the bearings f the connecting-rodre concerned, heck
o the crank web def lection.Realign he engine if necessary.R enew the shells as a
a precaution.
o 6. Renew he bearing f platedoverlays wornovera largearea,bronzeand nickeld amar e
o exposed, eepscoremarkboth n the plated verlay nd bronze ayer,C heck he surface
I condition f the ournaland crankpin and smooth t if necessary. heck he oil filteran d
pipingbetween he filterand engine. f furtherbearings re ed with oil from his bearing,
a thesemustbe inspected,oo.Ensure xtreme leanlinessuringassembly.
o 7. Heavypressure elow he reliefareanear he parting ine.
a Theseareasare sometimesmarkedby heavypressure.G lossyarea shouldbe touched
a up with steelwool or a scraper.C heck he expansion f the free bearing hells. f there
a are smallcrackswith somescaling f he platedoverlay,he shellsmustbe renewed.
o 8. Cracks n the plated verlay
o Minor cracks are harmless. he bearingscan be fitted again unl ess a very marked
o accumulation f cracksexists ;.,he oaded reaand he plated verlay calesoff.
o
t
3-22
o
a
o

o
E N G I T I E A I NC O M P O N E N T S
t-r--J rt
I
\-\r{
..*--
\.
?
s ,'.11
'f
_*
JT
@
4 1la
".:t-E3i'
5 rxb
13
Fig.3-14 Criteriacatalogue or bearingshell of connecting ro d
3-23
o

a
a
o
o
o 9. Depressionsausedby erosion r cavitation
o These depressions re generally ickleor kidney-shaped.hey are recognized y the
a stepped dgesof the damaged reas.The borderlinetself s very rregular nd,generally,
o smallareawithdepressions xistnext o the borderline. hesedepressions re harmless-
o However, f they are accompanied y damage n the lead bronze ayer or if bronze
particles re scattered nd embedded ver he bearing urface ike reckles,he bearing
o mustbe renewed nd he Guangzhou ieselEngineFactory epresentativeotified.
o 10.Diagonal reasof heavypressure:
o Makesure hat he shellsand bearing ap are ittedaccurately. easure he crankwe b
o deflection.f the plated verlay ontains racksand scaling, enew he shells.
o 11.The platedoverlay s very smeary, he lead bronze s partlyexposed(mainlylong he
o transverse entre ine)(11a:n nersurface,l b:outer urface fthe bearing):
o Gallingdue o lackof oil.Veryoften he outersurface f the bear ing s quite blackwith
o carbondeposits long he ransverse enter ine.Thebearing hellshavecontracted s
o a resultof overheatingnegative xpansion). heck he bearing ousing nd ournalor
crankpin or cracks. he sheiismustbe renewed nd t is essentialo trace he cause.
o
o 12.Heavyworking raceson the outer surfaceof the bearingand some areas of fretting
corroston:
o Cause: nsufficientrestress f bolts faulty ssembly.
a
The bearingmustbe exchanged ayingparticular ttentiono the assemblynstruction
a for tightening he bearingbolts.Check he crushof the bearingand inspect urther
a crankpin.
a 13.Workingraceson the oint acesof the bearing hells:
o Check the prestressof the bearingshells.Follow he instructionsor tightening he
I bearing oltsexactly. heck he crush. f suchworking racesoccuron severalb earings,
o notify he Duangzhou iese ngine Factory epresentiative.
o 14.Working raceson the oint aces partingine)of the bearing ap and bearinghousing
a (not available s figure).
o Exactlyobserve he instructionsor the assembly, spec ially hose or tightening he
I bearingbolts.T ryand smooth ny roughness n the oint aces. f theworking racesar e
heavynotify he Duangzhou ieselE ngineFactory epresentative.
o Inspection nd Evaluate f the bearing hellsof the connecting-rod
a
o
o
o
a 3-24
o
o
a
o
a

o
o
o
a
a Note:
o The igures from3-15 to 3-1 ) show he wear pattern ound n heavy ueloperation.
o Bearing hellswitha corrosionesistant alvanized inc ayer s hardly ffectedn the event
a of corrosion,w hich eads o considerably etter unningpattern. he mechanical ear is
o dominant ere.
o Fig3-15Perfect earing hellcorrespondingo Fig.1on 3-15. Gooduniform unning attern,
a hardtyany wear,minorscratches nd corrosionn the platedoverlay. roper ubricating il
a treatment. he shellscan be usedagain-
a Fig 3-16 Typicalwear patternwith transition reas afier a long period of heavy uel oil
o operation.
a Area I -Plated overlaycompietely onserved ear he parting ine. Protectivein flash

stillexisting.
o
Area I --Plated overlay tillexisting, utdarkened ndroughened y corrosion.
o
Arealll--Trans ition rea to the runningsurfaceproper.Narrow, lmostblack rim with
o platedoverlay eavily amaged y corrosion.
o
Area IV -Plated overlay almost completely emovedby corrosionand, partly,by
O abrasion. ilvery rightnickeld amexposed.
o AreaV --Nickeldamwornaway,bronzebecoming isible.
o Area\4--Bronzebecoming isible hroughminorscratchesromdirt.
Fig3-17118ariouswearstiagesausedby corrosion ndabrasion f the plated verlay n
o heavy ueloperatio:r.
o
o
o
o
o
o
o
o
o
o
o
o
a
a
3-25
o
o
O
a

o
o
o
o
o Reassembly
o
o A---- Minorconosionof the platedoverlay.A narrowship of nickeldam is exposed
a on oneside. heshell anbe usedagain.
o B---- Heavier orrosion f the platedoverlay.N ickeldam exposedon both sides.
o The shellhas nearly eached he wear imit.A perfect daptations no longer
a fullyensured. he hearing an operate nother 0%of the imereached.
o C---- A largeareaof he plated verlay as been emoved y corrosion s faras he
c nickeld am.The running attern s otheruise ood.Although he bronze
layerhasnot yet beenexposed,he bearingmustbe renewed ecauset
o can no longer mbedand adapt tself.
o D--- Heavycorrosion f the platedoverlay. ubricating il contaminated y
o Solid for eign matter causing additionaln'lechanical ear of the plated
o overlaywith scraiches own nto he bronze.C heck he ournalor crankpin
o for scratches nd smooth t with an oil stone f necessary. his bearing
o conditions a considerableisk or he engine. nspect urtherbearings,
o E---- Heavy corrosion :nd abrasion of the plated overlay. Lubricating oi l
o contaminated y solid oreignmatter ausing dditionalmechanical ear of
the plated verlaywithscratches own nto he bronze.C heck he ournalor
o crank pin for scratched nd smooth t with an oil stone f necessary. hi s
a bearingcondition s a considerable isk for the engine. Inspect urther
o bearings.
a F-:- Platedoverlayalmostcompletely emoved y corrosion nd mechanical ear.
o The runningpattern hows partialscoringby a lot of dirt in the dangerof
heavyconsequentialamage.Check he ournalor crankpin for scratches
o and try to smooth t with an oil stone. Inspectall the other bearings
o immediatelyClean the lubricatingoil circuit. Inspect the filters an d
o lubricating ilseparators.
o
I Replacement
o
o
o
o
o
o
o
3-26
o
o
a
a
o

o
o
a
o
O ENGINE AINCOMPONENTS
o
o
o
o
o
a
o
t
o
o
o l:ig.3-15
I
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o
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I
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t
a
o l'i fi. 3-1
o
o
a 3-27
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a

t
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o
o E N G i I * EM A I NC O M P O N E N T S
o
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o
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o
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O
o
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l'ie.3-18
I
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a
a 3-28
o
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o

o
a
o
to
o
o 3.2 Main tationary arts
o 3.2.1 Cylinder lock,Bedplate nd MainBearing
a
o x
a 4
o .T
32
o
o {--'.--''"
o
o
I
a
o
o
a
o a
t Zs
o
o 4
t '21
a
o f,e"**_ 22
o
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a
a Fig. 3 19 Engine Block and Bed-plate
o 3-29
o

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o
o
I
o
o
N G I N iM
l A I NC O M P O N E N T S
@
The cylinderblock 3) is madeof high strength ast ronwith comparativelyhickwall. ts
o construction nsuressufficientongitudinal nd lateral igidity. here are 8 cylinderhead
o bolts 2) aroundeachcylinder ore,a closedcrankcase s formedafier he cylinder lock
o secured to the bedplate 13),to both ends of which front and rear end plates ar e
fitted Projectionor assemblingubeoil pump, uel pumpand speed ransducer re casted
a in the rontend plate,while hose or driving earsof speedgovernor nd over-speedimiter
I etc. are casted n rearend olate.
o In the horizontal latform f the operation ideof the cylinder lock, or each cylinderhere
o is a projection or supportinghe tappetsand three through-holesor placing he tappet
a supports. he recessaround he projectionorms he oil returngroove, romwhere he oil
could lowdown o the return ubevia a t hrough ole.
o
a A long openingwith he same ength s the cylinder lockon the side plan of the camshaft
spaceallows aterally ismountinghe camshaft. amshaft earing eatswith Y{ype open
o are casted n verticalwalls of the opening.This long opening s coveredby three ong
o covers(28), one small cover and a gear casing.Behind he interface f two covers,a
o base-plate 29) is added,soft wood gasket 30) are fittedwith specialarrangement or
inclinedap-jointed o as to ensure he sealing fthe cover nterface.t shouldbe noted hat
o duringassembling, o gap of the gasket s all owed n the nterfacing rea. Movablepedal
o (25) for the operator o stand on fo r inspec ting ylinderheadsare mountedbelow he
a camshaft ovel whichcan be put downwhen not used n order o gain morespacebeside
o theengine.
a The wet cylinderiners 27)are iited n the cylinder lock.There s an ntermediate upport
in the water acketarea,which s also unctioned s the upper ocating urface. herear e
I also3 rubber O" rings n the bottom ocating urface 26), hus ensuring oth he cylinder
a liner free expansionand water-tightness. his design reduces he distance between
o supporting ointsand the amplitude f high requency ibration,ncreases he rigidity
o bearing he side orce rom he pistonand he abilityagainst avitation.
o Inspectiondoors are provided n lower parts ot both sides of the cylinderblock,for
o inspecting he conditionsnside he c rank case and assembling r disassembling ai n

bearings nd connectingod bearings. he windows n the rontsideare covered y covers
o (24) whichare sealedwith asbestos-pack ingaskets.T he6 observation overs 8) on the
a exhaust ideare equipped ithexplosion roofdoor(10)whichwillopenquickly n case he
a s to hatengine s safety.
o In order o decreasehe presstiien the crankcase hich s formeddue o the exoansion f

the oil mist, wo ventcoversare provided n the exhaust ideof the cylinder lockclosed o
a the end surface, o the user s easy o install he breathpipe of the crankcase nd lead
a oil-misto the safe ocation f the deck.
o A coolingwater nlet s providedor eachcylinder n the exhaust ideand he nlet s sealed
t by he cover 5) . The owerpartof coolingwaterchamberormedby the cylinder lockan d
a
3-30
o
o
o

o
a
o
o
o
o the cylinderiner s wider han he upperpart, hisallows hewater o flowupwardevenly. n
a the intermediateupport hereare two notchesperpendicularo the water nlet o change
a direction f coolingwater hus o enable oolingwatersweepinghe wholeuppersurface f
the cylinderinerbefore t enters ylinder eadvia pipes 31)on either ide.
o
o The engineblockand enginebed-plate re ightenedogethermainlyby 18 tie bolts 14)of
M 39 x 3, to bear he majorpartof the tensile orceapplied y combustion ases nside he
o cylinder. n addition o these tie-bolts, here are also 52 screws 12) ol M22X2 evenly
a distributedn the oint plane.A sturdy igidstructures formedafter securedall boltsan d
o screwsof the cylinder lockand bed-plate. he tie-bolbare tightenedn the crankcase y
o meansof hydraulicension evices 20.102.00A,he devices re screwedo the extension
partsof one pair of tie-boltswhen ightening,he oil pipes320.102.10 nd 320.102.20 re
o thenconnected. s the oil pressures increased y a oil pump 320.103A.00)o 81Mpa, he
o devicescan be dismounted ffer he roundnuts n the ong groovesof the pressure ings
O had beenscrewed p. In he caseof dismountinghese ie bolts theonly hingneeds o do
is to screw off the round nuts afier the oil pressureof the connected ydraulic ension
o devices ad been ncreasedo a liftlebit higher han 81Mpa. he sequenceor ighteningie
o bolts s indicatedn the igurebeiow.
a
I
o
I
a
a
e
o
o
a
o
t
a
a
o
o
O
Fig. 3-20Tighteningof the Tie Bolts
a
o
3-31
a
t
o
a

o
a
a
a
o
o It should be noted hat thesescr€iwsmustnot be over-tightening s the screw hreadsbeing
o directly threaded n the bedFiate.The torque should be controlled n the range of
o 216-260N.mo prevent he hread romdamage.Thereare also ourdowelpin (22),which
mustbe fittedbefore ighteningie boltsand screws.
o on the outputend ofthe engine, here s a brack etor urbocharger nd he supercharging

air coolerand he air outletcover or he superchargingir cooler.
o The integralbed-plate s made joint surfaceof the cylinderblock and
a bedplates at 10 mm upward rom he center ineof the crankshaft.
o The rigidity nd dampingperformance f the castedbedplate re comparatively ood, he
a main bearing seats with sufficient hicknessare devised on the lateral walls with
a reinforcement, hich result n small deformation f the main bearingsduring engine
o operation, o as to ensure he working eliability.
a In order o reduce he ength f thecantilever artof the crankshaft. n 1Orh ainbearings

providedbetween he crankshafi rivinggear and the flywheel. n otherwords, here ar e
a totally en mainbearings, mongwhich he gt one being he hrustbearing.
a The cap of main bearing 23) are madeof cast ron andshrunklyitted o the main bearing
a seat.The oint aceof the mainbearing overand he bed-plates at 10 mmdownwardrom
a the central ineof the crankshaft. achmainbearing s tightened bearingbolts
a of M30x 2 ('11) n the nnersurface f the mainbearing over, il grooves nd bearing hell
a locating roovesare provided n the nnersurface, here s an oil holeand ap holeon the
top surface or oil pipe connection.
I
a The main bearingshells are oi aluminumalloy tin steel backing ype, as illustratedn
3-21 andare divided ntouppershell 3) and he lowershell 4), The thickness f the ailoy
a layer s 0.8 + 0.1 mm. Oil groove s provided n the workingsurfaceof uppershell ,to
o which 14 drillingsof + 14 are connected. ube oil from the crankshaft il hole lows via
o these drillings o the oil passage f the connecting od, hen to the coolingspaceof the
o piston.Dowelpin (6) n the shellare matched o conespondingecessesn the bearing ap
and seat respectivelyo prevent he shells rom rotating xiallyand peripherally. he oint
a face of bearing hells s 10 mm higher han hatof the bearing ap,whichallows he upper
o and lowershells o be fitted n the samecylindrical ole.Since he actual oint ace being
a higher han theoretical ne, adequateshrinkrange can thus be realizedafter bearing
a
o On the bottom hellof the 9tnma'r1 earing, ne hrustpieces 5) of tin bronze s nstalled n
a eitherside or axial ocating f tilr crankshaft. he spiii aceof thrustcollar s lightly resses
o by the bearing overs o prevent hem rom otating.
a lf the engine s equipped itha lubeoil suction ump,a suction ipe 17) wiltbe arrangedn
o the owerpartof the bed-plate o as to draw out the ubeoil from o the bed-plate.n case
o 3-32
a
I
o

I
o
a
a
o
a thatno suction ump s mounted, o suctionpipe s provided nd he ubeoil will low ro m
a the holeof the end aceof the bedplateo the oil tankunder he engine.
o Thereare30 holesof 627 drilled nd4 reamed olesof 0 25 on the ourcorner n suppons
a in bothsidesof enginebed-plate, hichcan be used ogetherw ith he engine oundationor
a reaming he holesof anchorbolts.Thereare 6 tap holesof M 36 x 1.5 n the supports or
o alignment f the enginewith he shaftsystemThe adjusting oltsare screwed nto hese
o holes o prop against he oundaiionor adjustment f the engineposition r for facing he
cradles.These boltsshouldhe femovedafter adjustment,he anchorbolts can then be
o secured.
t
O
o I
a
o
a
e
a
o
a
a
o
o Fig. 3-21Main Bearings and the Thrust Bearing
o Checkingand Replacement f Main Bearings

o The wear of a main bearing s quite little under normaloperating onditions.However,
o heavier wear of some individualbearing should happen or any reason resulting n
o deflection f center ineof the crankshaft. his ncreaseshe wear of othermainbearings,
o as well as the bendingstress nf the crankshaft even eads to the crankshaft upture.
a Therefore, bearing nspection hould be carried out in accordancewith the interval
recommendedn Chapter12. f in any caseabnormal onditions found,dismounting nd
o inspecting houldbe doneaccordingly.
o The bearing houldbe replacedf its clearance xceedingimitvaluesor abnormal efec ts
a existed, uchas alloy ayercracking r spallation,erious carfing ic.
t
a The normal hickness f the bearing hell s 6.381iijmm.f the ournal s seriouslywornout,
o
o
a 3-33
a
o

I
a
o
o
a
o a thicker hellshouldbe used.A replacen€nt hellneednotbe scraped.f too muchcontact
a or too smallclearanceor replacinghe bearing hell, he shellwitha thickness f lower imit
a shouldbe chosen.Only n case sucha shellstillcouldnot it the case, he shellcan then
a be scarped y skilledworkers.
o Certaincrush heightof the bearing hell s required,w hich had been strictlycheckedby
O bearingmanufacturernd shouldnot be filedor cut by he user.
a lf the replacement orkshouldbe done nside he crankcase,t is essential ot to remove
o lowerhalf shellsof two adjacentm ain bearings, o as to ensure he crankshaft eingwell
o supported.
o Removement f the mainbearing over nsi de he crankcase s carriedout as follows c.f.
o Fig 3-22)
o 1. Turn he crankshafto the position hown n Fig.3 -22.
o
o 2. Unscrew he nut of the mainbearing olts.
o 3. Remove he oil tube or the mainbearing,nstall he tool (320.100.130A)or removing
o main bearing over.
I
a
o
I
o
o
a
o
o
o
o o\J=',,'.,--.-
a
a ------------ -V
o
a Fig. 3-22Removingof Main Bearingcover nside he Grankcase
I 4. Rotating he two electingbo;ts 2) to eject he cover. nstall od (3) and plate (4) for
a moving he bearing over.Carefullyakeout he mainbearing overand uppershell.
o
o
3-34
a
a
o
a
o

o
a
oa
o E N G I N [M
: A I NC O M P O N E N T S
a
a 5. lf r emoving he lowershell seeFig. 3-23),a onguedpin (5) is insertednto suchan oi l
o holeof the ournal hat he pin tselfcan not dropout dufingcrankshaffu rning.Turning he
a crankshaftn the directionoward he dowelpin of the bearing hell, he ower hellcan hen
be removed. n the caseof removinghe shellof the mainbearing djacent o the lywheel,
a a tongued pin in rightangle shape s inserted nto the hole of the journal as shown n
o Fig.3-23 to withdraw nd nstallhe shell.
a he bearing hellas follows:
For
o
o 1. The ongued in s insertecin the direction ppositeo that n abovepoint4.
o 2. The owerbearing hell s placed n the main ourna..
o
o 3. The main bearing ool s fittedas shown n Fig 3-23.The owel pin (2) of the tool is
insertednto he ocating roove f the bearing eat,and s removed fter he oolbeing
o tightened.
a
a
o
o
o
a
o
o
o
o
o
a
o
o
o
Fig.3-23 Mountingand Fismountingof the Bottom Shell of the Main Bearing
o
o 4 . Turn he crankshaft lowly o help he shellmoving ownuntil ts halfway and hen he
a limiter 6) and (8) s fitted o the mainbearingbolt on the otherside and tighten he m
with nuts.Againslowly urn he crankshaft ntilone end of the s hell s in contactwith
a the limiter. t s houldbe notednot to rot ate he crankshaftoo fast so as to avoidan y
a possible amageof the shell. t must be sureat lhe beginning f crankshaftotating,
o that he dowelpin of the shellshould it nto he grooveof the ool.
a 3-35
a
o
o
o
a

o
o
o
a
o ENGINEMAINCOMPONENTS
o
a 5. After emovinghe ongued in, he uppershell s placed o the mainbearing over, o
o which he tool s then itted.Thewholeassemblys then placedon the bedplate. see
o Fig. 3-2s)
a 6. Tightenhe wo mainbearing oltsalternativelynd uniformlyn several imes o reach
o the specifiedorque.
o 7. Checkbearing learance nd crank-web eflection fthe crankshaft, easured esults
o shouldbe in linewith he soecified alues.
o
8. The oil are placed nd secured.
o
o It is also very mportanto be cleanduring he whole emoving r placingprocess, o any
o mechanical articles allowed o present n sliding urface.
o 3.2.2Cylinder iner
o The cylinderiner s madeof alloycast ronwithgoodwearability. he upper lange s seated
C on the supportingaces16 mm above he op ac e of the cylinder lock,a edcopper ing s
o placedbetween he langeandsupporting. he partabove he midsupportalso or ocation
I is designed o be thinner han he owerpart,coolingwatercan lowdirectly p to the area
o closed o the lange.Better eat ejection an hus be realized,eading o lower emperalure
levelof the upperpart of the iner.Thereare threeo-ringsmadeof oil-proof ubber itted n
o threegroovesof the ower ocating urface. A recess or ittingwith he cylinder ead s cut
o on top surfaceof the liner.The recess s ust at the position f the supporting rea of the
a cylinderblock, his reduces he additional endi ngmomentof the flange, preventing he
flange rom crackingduringengineoperation.Furthermore, oncave oundedgroove s
I adopted or kansitionpart of the flange o the cylindrical urfaceof the liner o eliminate
o stressconcentration.
o There s a pin n eachcylinderi;rer or ts ocating n cylinder lock. n innersurfaceof the
o linerbottom, here are two oppcsitemachined ecesseswith an angleof 15' to the liner
o central ine, to avoid the liner being collidedwith the connecting od as the engine n
o operation.
o The anti-polishinging s sprayedn the nner urface f the upperpartof the cylinderinerof
o HFOengine n order o scrape he carbon n the upperpartof the piston, nd o reduce he
o wear of the cylinderinerand lubeoil consumption,nd to increase he gas-sealing f the
cylinderinerand piston, nd o reduce he pollution f the ubeoil .
o
o Maintenance nd removingof CylinderLiners
a The cylinderiners houldbe cher:kedor scuffing or every500operating ours:To do this,
o
o 3-36
a
o
o
a

o
a
o
a
a turn the crankshafiu ntil the piston being at T.D.C.,open the observation indow,an d
o observe he condition f the workingsurfaceby meansof a mir rorextended o near he
o cylinderinersu face
a The exteriority f the inershouldbe checked ia removinghe water nletcover or every
a 2000operating ours , f serious orrosions found, eplacehe cylinderinerwitha newone.
a lf the depthof pitsbeing ess han8 mm, in repairwelding s recommended.f scaledeposit
a exceeds1.5 mm in thickness,he inershouldbe removed or cleaning. n any caseof the
piston-connectingod assemblydismounted,he wear conditionof the liner should be
a measured ogetherwith he pistonbefore eassembling.he linershouldbe replacedf it s
o wearextentbeingbeyond he in:its. he central ineof a new inershouldbe normal o that
o of the crankshaft. his can be checked y meansof smear est f the supporting houlders
of the cylinder iner s in uniform ontactcircumferentiallyith the supportingace of the
o engineblock.At the same ime, he clearance etween he owermatching urfaces f the
o liner and block should be checkedby usinga feeler gauge.The flange may be locally
o scraped f necessary.n doingso, no O-ring s fitted.The bore correspondingo the area
o fiftingO-rings houldbe measured fter eassembling, here he deformation houldbe in
linewithspecified alues.
o
o Dismountingof GylinderLiners
O 1 Drainoffall coolingwater n the engineblock.Open he observation indowson both
a sidesof engineblock.
o 2. Remove he cylinder ead.
a
o 3. Remove he piston-connecting
od assembly.
o 4. Install ool No.320. 00.90 for the cylinderineras shown n Fig. 3-24.The righthalf
o sideof hediagram hows ismounting.
o 5. One by one or simultaneouslyurn the nut (2) on the tool until he linercoming nto
o contactw ith he beam.
o
6. Withdraw he iner rom he engineblock.
o
a Mounting of Cylinder Liners
o 1. Fit new watersealing ubber ingwith he ringsprojecting .4-0.6 mm from the liner
o surface,hiscan be obtained ia iling he rings f necessary.
o 2. Placesuitable nnealed ed copper ing on the concave f the supportof the cylinder
a block.
a
o
3-37
a
o
o
o
o

o
o
o
o ENGINE AINCOMPONENTS
o
o 3. Fit the mounting ool to the liner as shown n the left ot Fig.3-24. ift the lineran d
o slowlyput down nto the cylinderblock.The linercan fit into the counterbor e ia its
a deadweight r slightly ressing y hands.
a 4. Remove he tool and assemble he cylinder ead.Hydrostaticest with a pressure f
o o.7 Mpashouldbe carried ut after ightening ll bolts, nd ightness f the o-rings nd
a the redcopper ingshouldalsobe checked t the sarne ime.
o
o
o
I
o
o
o
o
a
o
o
o
o
o
I
o
a
o Fig. 3-24Mountingand Dismotrnting f CylinderLiners
o 3.2-3 CylinderHeadsand IG Accessories
o
3.2.3.1 CylinderHeads
t
a The cylinderhead s made of spherical raphite ast ron,and is tightened o the engine
a blockbv meansof I studs.
o
o
a
I
o 3-38
o
o
o
o

o
o
o
o E N G I I { E A I NC O M P O N E N T S
I
a
o
o
o
o
o
o
o
o
a
o
o
o
o
o
o
o
o Fig. 3-25CylinderHead
o In the cylinderhead there are iwo inlet valvesand two exhaustvalves .The inlet an d
I exhaust ortsare n the sameside nf the cylinder ead.Eachvalveseat nsert 17) madeof
a heat resistant tee is tightly ,l',d to the cylinderhead. The Valve guide (22) can be
a replacedwhenwornout.
o here s the port of fuel njectionn whichan injectors

In the centerof the cylinder ,.-,...,d,
o installed nd clamping y a clamping late 6).The starting alve s installedn its nclined
hole n left part of the cylinder ead. n the righthandside,a holeof @12 is provided or
o fitting he safety alve 28)and estvalve 29).
o
o Coolingwaterenters he cylinder ead hrough he tr'o inlethole n its bottom, hen along
the horizontal assage o the seatsof fuel njector nd valves o cool directly he exhaust
t valve insert,and turns upward, inally lows through he outlet o the water pipe. Th e
o sand-cleaningoles n the sidewallof the cylinder eadare blockedwitha plug(18),and a
'51
o cover (15) There s an midlav'
,
on top of the head,on which the rockerarms are
installed.n the mid..iayerh err, i 3 horizontal oles two for injector oolingwhen heavy
o fuel s burntand he lowestonr .r,ng uel returnholealignedwith he fuelreturngrooveof
a the injector o collect eakecl , ,;l from the i njector. he horizontal ole in the center. of
O
o 3--39
o
o
o

o
I
o
o
o E N G I I { E A I NC O M P O N E N T S
a
o mid-layers for mounting ealing ushing f the uel njector
o
o On op of the midJayer,herearea headcover 4) anda hood 1).Generallyhe coverneed
not be openedbut only he hoodwhenremovinghe njector.
o
o All valvesand their drivinggearsare all inside he cover hat separatedhem rom outside
o so as to reducemechanical oise evel.
o 3.2.3.2 lnlet and ExhaustValves

I When he engineoperates n the lightdieseloil, nletand exhaust alvesare dentical nd
I made of high quality heat-resistant teel, with an overlay of Stellite alloy on the working
t surface.
a When the engineoperates n the heavy uel oil, exhaust alvesare madeof NiMoNiC.t
o shouldbe attentionhat nletandexhaust alves an'tbe exchanged.
a The valves are closed by spring orce of the valve springs 20) and (21). The spiral
a directions f the nnerand outer alvesprings ave heirhelixhand n reverse irection. he
a valve 27) s secured y the conical ing 24)and spindle eat 23),and a snap ing s used
o for safety 25).On the end of valvespindle hardened alve op cap (26) s fitted o protect
o the spindle nd romweardue ir rheknockby the headof rocker rm.
t The engineoperates n the heavy uel oil, nletand exhaust alveswhich mounted otary
a valvedevice nsteadof spindle eat (23), eak ightness nd operatingifewill be better or
a valves.
a 3.2.3.3 GylinderSafetyValveand Test Valve

o ln order o avoidexcessive igh pressure nside he cylinder nd to measure he cylinder
a pressure,a safetyvalve and test valveare fitted n the cylinderhead.
a
The safety alve s normally eated n itsseat 1) by the actionof the spring 3), he valve s
o thus n closedstate.Pretightenedoadof the spring s adjusted ia the adjusting leeve 4)
o in sucha way hat t will be oper',"d s the pressurewithin he cylinder as reached value
a of 16.5Moa.
a Thereare wo valve aces n the estvalve 9).The owerone shutsoffthe passage etlveen
o the cylinder nd pressuremeasuringnstrumentthe upperone prevents as from eakage
o duringmeasurement.herefore, uringoperation f theengine,he ower alve aceshould
a be tightlyclosedwhile he upperone shouldbe tightlyclosedwhen carriedout pressure
measurement. o gas leakage s al lowed uringengineoperation, therwise he valvewill
I be overheated nd valve acedamaged.
a
o 3-40
a
o
I
o

a
o
a
o
o
o The test valve should be opened during urning, and should be closed before engine
o startino.
o
o
a
o
o
ll
o
a
o
a
a
o
a
a
o
I
a Fig. 3-26Safety Valve and Test Valve
a Maintenance of Cylinder Heads

I
1 . In order o prevent he cylinder ead rom cracking, verheating, r increasing ater
o flow as s oon as overheating houldoccu , especially henwaterbeing unningoff, s
o not allowed.Otherwise reakage f the cylinderhead shouldbe resulted rom high
o thermal tress.
o 2. Frequently heck he cylinder ead,cleanoff all oil stainon itssurface.C heck he fuel
a pipes, njectors,nletandexhaustmanifolds n the cylinder ead or oil or gas eakage
a at the oints.
o 3 . The cylinder head suspectedof crackingshould be removedearlier for careful
o inspection. ydrostaticestmaybe carried ut f anyvisible racksdetected.H owever,
a it is sometimes ery difficult o see a crackby nakedeye, which may caus e water
leakageonly afier he engi.rrbeingwarmedup. In this case,aftera longerperiodof
a enginestoppage, ust mark cr water racecouldbe foundon the bottomplate of th e
o cylinder eadwherewater Jr as eakage ccurred.n critical ases,w atermayspray
o out rom he estvalvewhen hecrankshafts turned. ny cracked ylinder eadshould
a 3--41
o
a
o
a

o
I
o
o
I be replacedwith a new one.
o gas
o being detected, be
cylinderheadnutsshouldbe retightened, therwisehe cylinder asketsand sealing
o su face may be burnt out. lf gas leakagebeingstill the case after retightening,he
I cylinder eadshouldbe removed or nspection. near test shouldbe done or sealing
o surfaceof the cylinder ead.Remedies houldbe taken or any defects.F aultygasket
o shouldbe replaced.
o The coolingwaterchamber f the cylinderheadshouldbe periodicallyhecked, nd

o too muchscaledeposit houldbe removed hemically.n doing his:
a a) Remove he cylinderhead, open he cover platesand plugs,scrapeaway he scale

a depositon the wallof the cylinder ead.
o b) Remount he coverplatesand plugs.
I
o c) Fll 12o/oo 15olo ydrochloriccidsolutiono the coolingwaterchamber
a It is essential ot o pour water nio he hydrochloric cid when preparing he solution, ut

o drop the acid n the water by way of drip feeding, o as to avoidexploding nd personal
o injuringby splashing olution.The solution houldbe prepared n a woodenbarrelwith
stirring y a wooden tick.Filling he solutionnto he coolingwaterspaceshouldbe carried
o out slowly,so as to avoid personal njuringby reversed prayingof the solutiondue to
o chemical eaction. ubeoil shouldbe applied o thosesurfacewhichmaycome ntocontact
a with he solutiono avoidetching.N o ightings allowable nd goodventilations requiredor
o theworking oom,as hydrogen illbe released uring eaction f acidwith metal.
o d) lf violent eacti ons taken placeas well as a lot of heatand gases are released,he
o scalewillbe removedn 30 to 40 minutes;f the reaction eingslowly,t may ake2 to 3
a hours o dissolvehe scaledeposit.
o e) Drainaway he acidsolution. heck or unsolved caledeposit.

a fl Thoroughly lean he cooling hamber irstlyby usingcalcareous ay and then fresh
o water.Glassesand rubberglovesshouldbe worn for protection our skin and eyes
a during he wholeworking rocess.
o Withdrawingof cylinder Heads
o
o 1 Drainaway he coolingwater n the engineblock.
o 2. Remove ll diesel,w aterandcompressed ir pipesconnectedo the cylinder ead.

o
o 3-42
a
o
o

o
o
o
t
o
a ,l
Remove he cylinder over,m id-layer,ocker rmand he uel njector, hosepipesan d
o injectorsemoved houldbe carefully ackedby usingoil-paper.
o 4 . Remove he bolts or securinghe intake nd exhaust ipes.
o
a lnstall he tension ool No. 32d.104.00Aor cylinderhead studs. Place he tension
device o the cylinder eadstuds.and connect he tension ool and high-pressureil
o pump 320. 103A.00. by meansof the pipe 320.1034.10Manuallyaise he oil
o pressureo the ightened alue(refero the page 1-6) then oosen he nut.
o 6. Remove he ensiondeviceand he nut.Place he eye bolt o the cylinder ead, ifr he
o cylinder ead.The nutsmayalsobe removed ot by using he hydraulic pecial oolbu t
o by a wrench, he oosening equences 6-5-8-7-3-4-2-1s shown n the Fig.3 -27 an d
a then removing he cylinder ead.
a 7. Cover he removed ylinder eadwitha woodenplate.T he cylinder ead s now ready
o for cleaning nd nspection.
o Assembling of the CylinderHead
o
o 1. Check he op tightness urface f the cylinderinerand he bottom ightness urface f
o cylinder ead, f necessary,h eyshouldbe lapped.
o 2. Check he gasket f anydefectaffectingightness,f so replacehe gasket.

o 3. Measureand record he heightbetween he bottomsurfaceof the cylinderhead an d
a tightness urface.C hoose nd it the gasket o that he height ifference etween he op
o surfaceof the pistonand bottom urfaceof the cylinder ead s as possible s small.
o 4. The doublesurfaces fthe gaskets oatsealantof Loctite 10,and place he gasketon
I the ightness urface n the op surface f the cylinderiner.
a
5. Check he op surface f the piston n the iner f any oreignmatters. ift he cylinder ea d
a and wipe ts bottom urface,hen carefully laceon top of the iner.
a
o 6. Line up the joint face for exhaustmanifoldwith oint faces of other cylinderheads.
Tighten he nutsof the cylinder ead boltsby one of the followingmethods, mong
a whichmethodA is highly ecommended.his s becauset resultsn moreuniformity f
o the pretighteningoads.MethodB couldbe adopted nly f the ool or methodA being
t with some roubles
I MethodA: Pretightenhe nuts .ruithydraulicensiondevice 20. 104.00 A
o
o (1) Manually crew ightly he nutsclosing o the cylinder ead.
o 3-43
o
o
o
a

o
a
o
o ENGINEMAINCOMPONENTS
a
o (2) lnstall he hydraulicension ool 32O.104.00A.Connect he tool and the pump 320.
o 103A. 0 by oilpipe320.103A.10.
O (3) Raise he oil pressureo thespecified alueby oil pump(refero the page rom1-6).
a
a (4) Screw he nutonceagainclosing o the cylinder eadvia he gap n the device.
o (5) Relievehe pressure nd hen emove he device.

o (6) Assemble he midJayerand rocker-arm eats.Align the rockerarm to the valve.
I Check he valveclearance ccordingo the method escribedn 3.3.5of Chapter .
o
o (7) Install he cylinder eadcoverand hood.
a MethodB: Pretightenhe cylinder eadnutsby meansof a tensionwrench.

I
a
o
t
I
o
o
a
a
a
o
o
o
o
t
a
a
I
O
Fig.3-27Pretightening equenceof CylinderHeadbolts
o
a Pretighten he cylindernuts n 3-4 steps o a torqueof 785-883 N-m, according o the
o sequence f 1-2-34-5$-7-8as shown n the Fig.3-27
t
o
o
o

I
a
I
I
a
a In caseno torquewrench, he ob can be doneas follow
o
1. Use a of 320 mm handle ength o manually ighten he nuts in the above
I sequence y one hand.
a 2. Markone angleofthe hexnuton the cylinder eadas reference y usinga pe n

o 3. Pretightenhe nuts n 34 stepsby meansof thewrench tartingromeach eference,n
a the abovementioned equence, ntileachnut has urnedg0'.
o Maintenance
o
a 1 . All valvesand valveseatsmustbe lapped o ensure heir perfect ontact. nterval f
a valve apping epends n the operating onditions f the engine. f the uneven ontact
of the valve cone and the valve seat or leakagehad been detected, e-lappings
a necessary.
o z. The valvesprings houldbe checkedperiodically.f one of the springs s broken, t is
a permitted o operate he engine at low speed not exceeding300 rpm.lf possible,
I replace he broken pringal once. n doingso, he piston houldbe atTDC to avoid he
a valve alling nto he cylinder.
o 2 The wornvalve guides houldbe replaced. fterhavingpressed he new guide, the
a clearancebetween he valve stem and valve guide should be checkedand shouldbe
a within he ollowingimits .10-0.14mm when ew).
a Disassembling he Valves
o
o 1. Remove he cylinder ead.
I 2. Remove he rocker-armea{.
o 3. Holddown he valvespring y meansof special ool320.100.50. emove he snap ing
a and ocks.
o
o 4. Remove he retainer nd he valvespring.
a 5. Turnupside own he cylinder eadand remove he valve.

o Assembling Valves
o
o 1. Clean he guidesand he valvewith ightdieseloil, henapplysome ubeoil on sliding
surfaces.P lace he soecial ool.
o
o 2. Put he valve nto he valve ruide.
a 3-45
o
o
o

I
a
a
o
I
a
a Placehespring eat,hevalve prings nd he etainer.
o 4. Holddown he etainer nd hesprings,h en nstallhe ocks.
o
O lnstallh esnap ing.
a
a
o
o
o
O
a
o
o
a
a
o
o
I Fig. 3-28Mountingand Dismountingof Valves
a Valve assembling nd disassemblinghouldbe carefully arriedout to avoid scratching
o the valve and springs.A fier disassembling,h e valvesand springsshouldbe checked f
a scratchesand scoringsexistedon valve stems or springs. f any, scratches r scorings
a shouldbe eliminated. he valvesand springswith heavyscratches r cracksshouldbe
reolaced.
I
o Lapping Valves
o In principle, umbers f valve appingwith ts valveseatshouldbe as few as possible. he
o matching rea of the valvewith ts seat n perfect ontact onditionmustbe of smooth ing
o witha widthof 1 to 2 mm.The valve apping houldbe €rried out if the contact ingbeing
a non-uniform r gas eakageakinqplace,
o 1. Apply appingpasteonto he valv e seat , install he valve apping ool onto he valve
o plate,Slide he valve nto he valveguide.Repeatedlyap and rotate he valveuntil he
seat-to-face eing n perfectcontact ondition. fter havingbeen appedwith apping
O paste, urther apping houldbe carried ut with ubeoil or a shortperiod.Particle iz e
o of lapping aste s recommendedn the rangeof No.180 o 300.
o
o 3-46
a
o
a

I
a
o
a
o
a Quality f valve appingmaybe checked s following
o
a. short adial with pencilon the seat. he valve n
t and urn t forabout20' to 30'. lf lappings good, he short inesshouldbe erasedaway.
a b. Fill diesel uel on the valve plateaftervalveassembling. ora high quality apping, o
o diesel uel eakage hrough he contact urface f the valveplateand seatoccur.
o 2. lf the workingsurfaceof the valve seat was seriously urnt or becamestepped, t

o should be reconditioned y using a special eamerbeforevalve lapping.Maximum
thickness or trimming s 1 5 mm (i.e. ower han the top face of combustion hamberby
o 14.5mm). f this imit s exceeded,eplace he valveseatwitha newone.
o 3. lf the valveconesurfacewas seriously orn or ins ertedwithcarbondepositor foreign
a matters,t shouldbe ground irstly efore apping.M aximum llowable m ount or valve
a cone grinding s 1.5mm.The valveshouldbe replacedf the amountof grinding hould
exceed his imi t.
a
o 3,3 Valve Gear
o The function f the valvegear s to ensuregoodperformance f the gas-exchange rocess.
o The valvegearof the engine onsists f the camshaft, amshaft rivinggear, rappets,us h
a rod, ocker-arms nd valves, tc.
a 3.3.1. Camshaft
a
a The camshaft 9) is incorporatedn bearinghousings ocatedunder he platformat the
operatingside of the engine,whichcan be ren$ved laterally. he canrshafts supportedby
a bearings, achone of thesebearingss composed f two halvesof steelbacking hin-wall
o babbitalloy shells(16) nd (18), and separable asings 15) and (19). Two halvesof
a bearingsare secured ogetherby two bolts(17).The bearingcan be installed nto th e
camshaftirstand hen placed xiallynto he bearing ousings nd ixedby holding crews
o (5), whichshouldnot be overtightenedo avoid oo muchdeformation f the bearings.
o addition, hereare two copperbushes 11)and (14) n both sidesof the timinggear.Axial
o locatingof the camshafts ensuredby the collars 10) and (12).The collar 10) s tightly
o fitted onto the camshafi. ts axial clearance can be adjusted by using the pump
(320.103A.00)o expand he boreof the collar or axiallymoving.This clearances in th e
o rangeof 0.4-0.45mm .
O
o
a
t
o
a 3-47
o
o
o

O
a
a
a
o
a
o
o
a
o
o
o
o
a
a
o
t
a
o
o
o
o Fig. 3-29Camshaft
a From he free end of the engine, he inlet cam (6), exhaust am (7) and fuel cam (B)ar e
a fitted n sequence n the camshaff. he camsare fittedonto he camshaft ithout eysan d
can be adjustedor timingby meansof the hydraulicoo l
a
o The startingcam is fitted in the free end of the camshaftwith the screw (3) for its locating.
o The cam s secured y the bolt 2).A smallscrew 1 is used or ocking, o avoid he bolt 2)
loosening,he smallscrew(1)s locked y meansof dotted unching.f thestarting amha d
o beendismounted, ttention houldbe paid o lock he boltand screw.
o
o 3.3.2 CamshaftDriving Gear
o The camshafts drivenby the crankshaft ia drivinggear.The drivinggear s located n the

o flywheele nd, with the intermediate ear (4) meshedwith he crankshaft ear (2) and the
o small ntermediate ear neshedwith
rotatesat half crankshaft peed n the
iminggear 15)on thecamshaff.
samedirection. he crankshaft ear (2) s
camshaft
fastened
I on the crankshaft y the bolts 1).The small ntermediate ears(S) f the intermediate ea r
o setsare fitted o the hubsof the argergearwheels fterheatinghe ormer, o as to forman
a integral artwith he latterby mcansof interferenceit.The relative osition f the wo was
regulated y way of hydraulicmeihod n factory.n the boreof the hubof intermediate ear,
o bushes 3) and (6) of ZQSn 1tl-1 in-phosphor ronzeare inserted. he big intermediate
o
o 3-48
a
o
O

I
a
o
a
o ENGif'iEMAINCOMPONENTS
a
gear s fittedon lhe gear shafiseat 7) which s of cantilever esignwith ts argerdiameter
o journal ittedonto he engineblockby the bolb (17).Theend aceof gearpivotshaftseat s
o providedwith he astening late 9) or axialpositioning f the ntermediateears.Thegear
a ofthe camshafts pressed gainst he conical urface y a roundnut.Thenormalm odule f

the ooth s 5, witha helical ngleof 8". The gearsare ubricated ithspraying i l via ubeoi l
o pipe.The bronzebushes n the ntermediateearsare ubricated y oil rom he oil holes n
o the gear shaftseat (7) and the oil holeare connectedo the oil pipesvia the connectors
a (18).
o
o
o
o
a
a
I
a
o
o
a
a
a
a
o
a
o
o
a
I
o
o
o
o
Fig.3 30 DrivingGear or the Camshaft
e
o
I
3-49
a
a
a

o
o
a
ao
o
o lf the camshafts dismountedor any reasonor any gear n the drivinggear s replaced,n
o reassembly,he mark on one gear should tally with that of its matching gear when
a reassembling.n doingso, turn he engineuntil he pistonbeingat its TDC and the key of
the camshaff ear beingalso upward. n this case, he markon the crankshaft ear aligns
a with he markon the big ntermediate ear, he markon the small ntermediate ear should
o also alignswith the mark on the gear on the crankshaft. fter assembly,imingof No. 1
o cylinder houldbe checked.For backlash f gears n the drivinggear and for the radial
a clearancen the bushes s wellas the axialclearance f the ntermediate ear, ee Table f
Clearancen Chapter
o
o Twodowelpins 19) n the shaft eab (7) shouldbe placed irstduringassembling, nd he n
a the blot (17) shouldbe secured nd the specialw asher 20)shouldbe used o cover he
dowelpins o avoid he pin alling ff.
t
a 3,3.3 Tappets or Inlet and ExhaustValves
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O Fig. 3-31Tappets or Inlet and ExhaustValves
a Everycylinder s equippedwith;r tappet housing 1), in which appetsare arrangedas
a shown n Fig.3-31 the exhausi appet 22), inlet appet 28)and the fuel njectionappet
a (19). Direction f the oil groove n nlet appet iffers rom hat n exhaust ne.There s a half
a 3-50
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o E N G I N IM A I NC O M P O N E N T S
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a oil slot n the midof theexhaust appet.C onsequentlyorrectnstallings required t herwise
o no ubeoilwill low o the uel njectionappet. he guidekey(15) s providedn the housing
o for each appet o ensure t against otation uring ts seesawmotion, esultingn keeping
good contact conditions or working surfaces between the rollers (20), (25) and their
a matching ams.
o
a Rollers 20) and (25) are madeof alloy steelwith specialheat treatment. uch hey can
bear high contactstress.The bush (24) is made of quenchedball-bearings teel with
a clearancesn both nnerand out diameters,t bearshigh pressure, nd is wearable. he
o rollerpin (23) s madeof carburized nd quenched lloysteel, ecured y bolts 26) Dotted
o punching houldbe done at the openingof the bolt openingafterreassembling,o avoid
a loosening f bolt 26).
a The lifter nsert 21)with concave pherical urface s fitted nside he inlet and exhaust
a tappets All tappets an be takenout rom he appet eats.
a The push od (5) s madeof a seamless teel ubewithcapsweld o the bothends.Theen d
o face of the uppercap (6) is in concavespheresnape,but the lower one (27) in convex
o sphereshape.The bothc:rpsare quenched. he push od s housed y a sleevepipe 7) o
reduce he noise evel,andcollect il or push od cap ubrication.
o
o 3.3.4 RockerArms
o the inlet and exhaust rocker arms are made of nodularcast iron with very high bending
a strength nd good ductility. heyare fitted o their rockarm seat (6) by meansof theirow n
a rockerarm shafts.The exhaust ocker-ar m1) in'Y'shape, is fittedon a fixedshaft 7).A
a bronzebush (5) madeof wear resistance lloy s pressed nto he innerholeof the rocker
arm, There is an offsetoil groove n this bush, correct nstallings thus requiredwhen
o replacing. therwise o oil will low o the rocker-armor ts ubricating.he rocker-arm nd
o its cap oscillate elative o the fixed shaft.Eachend of the
'Y'-shaperock arm controlsone
o exhaust alve.The clearance etweenhe rocker-armap and valvecouldbe regulated ia
o screwing n or out of the threaded ap (3). Thereare two inletvalves 2) and (4), fittedon
both endsof the rotable haft 10).The driving ockerarm (2) s secured y meansof two
o wedgepins 13) as keys;while hedrivenone (4) s secured y the key (9) andclipbolt 12 )
o and oscillatesogetherwith the :,lraff uringengineoperating. he two supporting ushes
o (11)and (14) are fitted n the seat 6) of the rocker-arrns,inhichoil holeshelp o dishibute
o lubeoil to bearings nd capsetc.
o The rockerarm seat s secured o the cylinder eadand mid-layer y way of two bolts 8) .
o The rockerarm seat and the mid-layer houldbe removedWhen dismountinghe cylinder
headby usinga hydraulicension ool. Forremounting,h e ourcapsshouldbe alignedwith
o the four valves, he seatscould hen be securedby meansof bolts (8) with a torqueof
)
o 3-51
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o 295-344 Nm.The clearance etween he rockarm ball headand valveshouldbe checked
o each imeof reassembling
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o Fig.3-32 RockerArms
o lf too much mpactnoise s generated round ocker-arms,ttention houldbe paid o check

a if the bolts 8) being oosened, r f the bushes f the rocker-armseingabnormalw ornout.
o lf the clearance eingbeyond he specifiedimit, he bush/or hafishouldbe replaced.
a 3.3.5. Adjustment of the Cold Clearance f the Valve

o Componentemperature ill ncrease s the engine unning. he push od s thusexpanded,
a and the valve clearancewill of coursebe changed, he valve iming as well as the valve
o tightnesswill then be affected f no adjustmentbeing carriedout,, eading o deratingpower
I or valve aceburntout Therefore,hisclearance houldbe checked eriodically.
o Reference houldbe made o section .2.3.1 or designof the valveand springs. Cylinder
o Headsection).
O lf componentsn one of the rocker-arm ssembly avebeen eplaced,nspection houldbe
o can'ied ut as the shaftof the nlet ocker-arms through he penetrated oleof the exhaust
o rocker-arm.heremustbe certairr learance et ween he penetrated oleand the shaftof
a the nlet ocker-arm,o ensure iri:, trokeof theexhaust ocker-arm.
o 3-52
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N G I N E A I NC O M P O N E N T S
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The clearances checkedwhen he enginebeing n coldstate, he procedures as following:
t
o 1. Turn the flywheeluntil hat he cam of the valve o be checked s in contactwith the
tappetroller n the base circle i.e. the lowestpoint of the cam's ift, or the enginebeing
t in working stroke).
I
Check the clearancewith a feeler, he valve should be 0.7+0.1mm, otheMise
o 2.
readjusting.
a
o 3. The locknut (1) shouldbe loosened hen adjusting, nd hen screw n or out he cap
a (2) until he clearance eingup o the requirement. etightenhe ocknut(1).C heck he
clearance nceagainafter ockinghe locknut, he result houldagreewith he above
o value.
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o Fig"3-33The ValveGlearance
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a 3-53
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I CHARTER4FUELSYSTEM
o The uelsystemmainly s composed f the uel ransfer ump, he coarse ilter,he ine ilter,
t fuel injection ump, appet or fuel njection ump, uel control od for the injection ump,
o fuel njector nd uel pipes.
o
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o _=J -----l [__ _)
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o Fig.4-l FuelSystem
o 1.fuel ine ilter2. main uel returnpipe 3. main uel nletpipe 4. main uel returnpipe or
fuel injector S.highpressure ipe 6. branch uel inlet pipe for fuel injectionpump 7.
I branch of fuel return pipe for fuel injector 8. branch of fuel return pipe for fuel injection
o pump 9. fuel njection ump 10.air-vent eedle alve 11.fuel elivery ump 12.diesel
o fuel pipe 13.ball valve 14.one-way alve 1S.fuelmixed tank 16.fuel coarse filter
a 17.balt alve 18. diesel uel outlet 19.three-way alve 20.HFOoutlet 21 diesel ue l
inlet 22.three-wayalve 23.HFO niet
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Fig.4-1 s fuelsystemwhen engineoperate n HFO, langemouth18,20,21,23onnect o
a
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o corresponding outhof the HFOsupplyunit espectively. hen he engine s operated n
a fightdiesel il, 2, 8, 13,14, 5, 17,19,22 are not provided,h e diesel ipe 12)connects
t directly o the dailydieseloil ank.
a Each cylinder is equippedwith an individual uel-injection ump which is driven by the
o fuel-injectionam via the fuel appet.Fueldelivery uantity f each uel-injectionumpca n
be adjusted ia ts ownadjustingmechanism omposed fthe control ackand connecting
I arm. ndividual djustingnechanisms linkedup by a controd od.
o The diesel uel rom he daily uel ankor fuelsupplyunit hrough he fuelcoarse ilter 16 )
o and he uel ine ilter 1) goes o the uel-injectionump 9).The n,jectionumppumps uel
a accordingo the fring orderand njectioniming.The diesel uel passes hrough he high
o pressurepipe (5) to the injector.W hen the needlevalve n the injector s lifted by the
high-pressure uel, the atomized uel is injected nto the cylinder.The leaked fuel in the
a injector eturns long he uel eturnpipe 7) o the main uel eturnpipe 4)
o An air vent needlevalve (10) s provided t the rear end of the main fuel inlet pipe (3 )
a distributinghe fuel or the injection umps.Wheneverhe fuel system s refilledwith uel,
o the needlevalveshouldbe opened o ventout he air n the piping. f duringwork t is found
a that here s air n the uel piping, he needle alvemayalsobe opened o vent he air.
o
o 4-1 Fuel ransfer Pump
a The fuel ransfer ump s onlymounted n the diesele ngineoperated n the ight ueloil.
o The fuel ransfer ump s composed f a pump tselfand a driving evice,These wo parts
o are alignedby a cylindricalo catirig urface nd secured y bolts.T he fuel ransfer ump s
a of gear ypeand s reversible,he capacitys the same n either otating irection.
a The pumphasan integral orrected ear Thedriving ear 19)and he drivengear (36)ar e
supported n the pump body(18) via bronzebushes 17), 20)and (35), 37) madeof tin
I
bronze espectively.he bushesare fittedwithin he same nnercylindrical urfaceof th e
o pumpbody.Pressure eliefgrooves re provided n the bushes o reduce he radical oad.
t The pumpbody (18), eversal alvebody (26)and pumpseat(15)are boltedby meansof
o fourbolts 34).
t The reversal alve ncludeswo setsof ballvalve. n the reversal alvebody 26) here s a
o fuel groove hrough o the nletandoutletchambers f the delivery umpbody. n the body
thereare wo horizontalu el channels, ith he upperone or flowing-outueland he ower
o one for flowing-in. t the rightard the left hereare two vertical uelchannelsn whichar e
o mounted he ball valveswith he iowerone being nlet uelvalves 22) and (27), he upper
o one, ueloutlet alves 23)and (28).Fuel lows rom he oint 30) nto he ower uelchannel.
When the engine otates n the aheaddirection,he lower ightballvalve (27) opens, he
I fuel is sucked nto the intakechamberof the pump body,and the pressured uel after
o
4- 2
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o passing hroughhe oil pumppushes he upper efloutletballvalve 23)openandenters he
o fueloutletchannel,w hile he rest wo ballvalvesare pressed y the pressureduel and can
a not open so that the fuel goes out from he oint (29).When the engine uns n the astern
direction,he pump otates lso reversely, ow he lower eft uel-sucking allvalve 22) s
I suckedopen and the fuel enters he enters he inletchamber f the pump body.After he
o fuel passes hrough he pump he upper ightoutletballvalve (28) s pushedopenby th e
o pressure uel, the fuel enters he fuel outletchannel,while the rest two ball valvesar e
o closedby the pressureduel, he uelgoes out rom he oint 29).
o J.
f F8 I
o J
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a Fig.4-2 The Fue l TransferPump
a In thisway,direction f fuel low emains he sameno mafter he engine uns n whichever
o direction.
o At the centerofthe switch-overalvebody here s alsoa verticaluelchannel onnectedo

the fuel-inlet nd fuel-out hannels. t the oint of the vertical uel channelwith the inlet
o channel s mounted pressure egulating alve 31) and a pressure egulating pring 32).
o This valve s so set thatwhen he fuel pressure eaches1.5 x 105Pa the valvebegins o
o open.When the fuel pressuren the outletchannelexceeds his pressure, he oil returns
o through he valve o the nletchannel.
o The drivingdevice s an independent ssembly f the fuel deliverypump, and may be
preliminarily ounted nto he engine rontend coveror togetherw ith he pumpbody.Th e
a driving haff 8) s fitted n the driving haftseat (9) and supported y two ball bearings 6)
o and (10).At one end of the shaft here s a drivinggear (2)whichengageswith he driving
o gearon the crankshaft. he otherend of shaft s milledwitha groove n which he shaff's lat
a endof driving ear 19) s insertedor beingdriven.On he groovediournal, oil slinger 11 )
o 4-3
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o is fitted,which ormsa labyrinth eal ogetherwith he disc (12) on the shaft seat hus o
o prevent nfiltration f fuel rom here nto he oil sumpof the engineand dilution f lube oi l
o there.The fuel and ubeoil eaking ut rom here s ledout through he oint (38).The ball
bearings re ubricated y the splashed il enteringhrough he passage n the driving haft
a seat(9),and he excessoil returns ia he smallhole n the bottom art o the oil sump.
o 4.2 Fuel Filter
o The engine s provided wo semi-automaticleaning uel ilter,w hichare used or removing
a the physicalmpuritiesn the fuel, he net meshof the fuelstrainers 202 meshesper nc h
o and the rneshof the fine ilter s 400 meshesper nch.The uel iltershouldbe periodically
a cleaned the related sageand maintenanceee he manual f the uel ilter
o The engine houldbe providedhe HFOseparator henoperating heavy ueloil.
a 4.3 Fuel InjectionPump
o The individual uel injection ump s of helix controlled ype. Each cylinderhas its ow n
a injection ump.Plunger 9) andbarrel 10) are precision arts n pair, heyare notallowed o
o be exchanged. he barrel 10)with nletport and ocating lot s placed n the pumpcasing
(11 , the cylindrical art of locating crew 22) s insertednto he ocating lotof the banel.
a Above he annulus f the plunger,hereare wo vertical lots n opposite irec tion, nd wo
o spiralg rooves onnected ith he slots.
I The nletportof the barrel s openedas the plunger eing n the owerpartof ts shoke, ue l
a flows o fill the volumeabove he plunger.U pwardmovement f the plunger orcedby the
o fuel cam seals off the barrelport. Continued pwardmovement f the plunger orces he
fuel pressure o increase apidly, o that the delivery alve 12) s opened.The fuel flows
o into the high-pressureubing.Fuel delivery easeswhen he plungerhelix uncovers he
a barrel port. This releases he trapped uel in the volumeabove he plunger hrough he
a annulusand Consequently,he fuel pressure educes, he deliveryvalve
o seatedunderactionof the spring 16)and he uel pressure rom he high-pressureubing.
Connection f the fuel njector nd njection ump 9 thus cufoff resultingn no more ue l
o delivery.When he barrelport s openedas the plungermovesdown,negative ressure s
o established,eading o back-flow f the fuel hrough he port.An anticorrosivecrew 21) s
O provided o avoidcavitation f the casingpart acing he port.
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o 4-4
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o YSTEM
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o Fig.4-3 Fuel njection ump
o The amountof fuel delivered s determinedby the relativepositionof the plungerhelix and
the barrelport.This relative osition s well as the finished imeof fuel delivery i.e., he
a amountof fueldelivered) re alteredwith he rack 8) moving. he amountof fuel delivered
a rncreases $ the rackend with a holebeing eaving way rom he pump casing,and vice
o versa.Fueldeliverywill completely topas the rackbeingat the positionwhere he scale
o markbeing .
o A lug of the plunger {9) is inserted nto the open slot of the plungergear (7), the plunger
rotatesas the gear turning.The gear teethengage he teeth of the rack guided by the
O positioning crew 23) n the pumpcasing 11).The screwprevents he rack romrotation.
I The gear is supportedby the upperspringretainer 5).
o In the lowerpart, he plunger pring 4) and owerspringholder 2) are fitted.The bulben d
o of the plungers set n the ower pringholderwhichpresses he guidesleeve 3),while he
o spring s against he spring etainer. lock ing 1) itted n the casing s used o prevent he
guidesleeve rombeing alling utof the casing.
o
The delivery alveseat 15) s placedon top of the barrel,w ith he valvematching urfaces
o being precisely apped o ensure ts tightness nderactionof high-pressureuel oil. Th e
o
o 4- 5
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a valve seat is held down by pressure late (19) and clamping ap (20), he plate (19) is
o securedgo the pump casingby four boltsof M14.The cap (20) s sealedby meansof a
o rubber O" ring 17).Spring 16)presses n the delivery alve 12),above t there s a stop
a pin (18) or limitinghe valve iftand guiding he spring.The delivery alvehas a relief ing.
The cylindrical art of the relief ingcomes nto he valveseat o cut off the fuel ine when
o the valve startsseating.T he volumeof the high-pressureuel line s increasingwith th e
o valvemovingdown, he uel pressures thusdecreasing nd he needle alveof the njector
o is closed api dly.N o uel eakagewill ake place.
o 4.4 Fuel InjectionTappet c.f.Fig. 3-31)
o The plungerof the fuel njection ump s drivenby the fuel tappet 19) itted n the tappet
o housing 1) ogetherwith nletand exhaust appets. he appet s of roller ype,a roller 20 )
is in ts owerpart. nside he roller,here s a loosebush 24)supported y the rollerpin 23)
o in a hori zontal ole.The hardened ush s turnable elated o either he rolleror the pin,as
o therebeingclearancen innerand outerdiameters. onsequently,he wear amountof the
o bush s limited. hereare oil holes n the bushand pin,connectedo oil holeof the tappet.
o Lubeoil for their ubrication omes rom he tappethousing. he roller s wider han hat of
either nletor exhaust appet.
o
The tappet 19) can be removed rom op of the tappethousing 1). In the lower part of
o tappet, herean axialslotmatchedo a guidance ey (15) o prevent he appet rom urning.
o A core 18) s pressed nto he appet. here s an axial hreaded oleof M24x 2 in end ac e
o of the core.An adjustable jector in (9) can be placed nto he hreaded ole.The top end
o of the ejector in s a hardened ulbwhichcontact he bottom f the guidance leeveof the
fuel njection ump.The fuel njectionimingcan be changed y adjustinghe lengthof the
o tappetcore projectingrom he appet, fteradjustment,he nut (10)shouldbe re{ightened
a to lock he ejectorpin and maintainhe uelsprayangleunchanged.
o The tappetcan be manuallymovedup and down o pre-fill he pressurehe high pressure
o tubing,or to check uel njectio:r ualityof the injector f necessary, y meansof the fuel
a compressingool320.100.14itted o thewasher n upperpartof the core.
o The tappet s drivenby the uel cam. n the upperand owerpartsof the boreof the tappet
o housing, spring etainer 16) ockedby a retainer ing (13) and a spring 17) pressed n
the appetare ittedaccordingly,he appet s thusalways ressed pon he uelcam"
a
An oil deflector 8) s fitted o the core o avidoil leakingntocrankcasehrough he tappet.
o Possibleeakedoilwill low o the platform upport ia a dr ainholeand hen o the oil return
o prpe.
o
o 4.5 The Control inkage or Fuel njectionPump
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4-6
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a Fig.4- 4 FuelControl RodAssembly of the Oil InjectionPump
o
a l.support n the front end 2. clamp ring 3. middlesupport 4. limitingarm assembly5.
rotatingarm assembly 6. fuel injectionpump 7. the fuel controlrod 8. limitingarm
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o 4-7
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o assembly 9. support n the backend 10. pad plate11.claw-shapeockerarm 12.support
o in the middle13,claw-shape ngine hutdown leeve14.support 15.grooved rm 16. he
o swing arm 17. screw 18. spring19. the connecting rm 20. the startup uel limiter21 .
copperwire or lead seal22. ocking crew23. limiter etiaininging or fuel njection um p
t 24. connecting rmforthefuel control od 25. supporting over26. pinshafi 27. efferenl
I rockerarm or the governor 8. hufferbar 29. copperwire or the leadseal 30. spherical
I screw31. bed-plateor headscrew 32. he starting ccelerator3.limiter rmassembly.
a The amount f fueldeliverys controlled y meansof moving he pumpcontrol ack, racks
o of individual umpsare inked ogether ia connection rms.
a At one end of the fuelcontrol od (7), a connectionarm (24) s connectedo buffera bar (28)
I controlled y the governor.W hile n the otherend, the claw-shape hutdown leeve 13 )
and movable law ocking rm (11)controlled y the rod ittedon value ixingcam.
a
o As the controlhandlemoves o the shutdown osition, he fuel control od (7) of the fuel
injection ump s forced oward he direction f reducinguel deliveryby the claw rocking
o arm (11), ueldeliverysthus endedand henengine s shutdown.
o As the controlhandle s placedon the workingposition, ontrol od(7) couldmove reely o
a be fullycontrolled y the governorf the claw ocking rm (11) novingn opposite irection
o The bufferbar (28) s forced o rnove lowlyby the governorw hen ncreasinghe load, he
I control od and then he rackof each njection umpare moved oward he fuet ncreasing
o direction,ueldeliverys thus ncreased. he rodand he rackwill move n reverse irection
when he oaddecreasing,uel deliveryn thiscase s reduced.
o
When he fueldelivery f somecylinder iffers rom hat of othercylinders,t is possible o
o readjust he screw(17) on the swing arm (16) of the linkingarm of the fuel pump, hu s
o making the rack shift a tittle so that the tuet detivery ot that cylinder beconres the same as
I other cylinders.T his readjustment, ay properly be done by making reference o th e
I exhaust emperature nd max.pressure f eachcylinder. o slop ueldelivery f a cylindel
disconnecthe inking rm rom he rack,or the inking rmwith he uelcontrol od.
I
o The connecting rm 19)and he ackareconnected ia he swingarm ('16), pring 18)an d
groovedarm (15).This designensures hat n case he rackof fuel njection ump of an y
a one cylinders seized, he fuel njection umpsof othercylinders an still be controlled y
a the control handleand pushed n the directionof stopping uel supply.Therefore t is
a guaranteedn this case hat he speedof enginecouldbe reduced o the minimum ill the
o engine hutdown.
o On the fuel control od are fittedwith wo limiting rms ) and (8).The limiting rm (4) is
directedat the start-up uel limiter 20),and. receipt he action.When the dieselengine
o starts,The rack travel o{ the fuel injectionpump should be at the positionof starting .The
a limitingarm (33) is directedat the startingaccelerator 32) whose actionmakes he fuel
a control od rotate n the uel nr:reasingirection, he combined ffectof these wo devices
o
a 4-8
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o ensures he dieselengine o start up rapidly, ot to reachveryhighspeed,keepinghe
o startingo be safeand reliable. fter he starting ndwhen he control andles seton
o working osition,he startinguel imiter nd he starting cceleratore leasehe air nside
r om he uelcontrol od, o hecontrolod s controllednlyby he
and eset, isengaging
o governor.he imiting rmwillensurehat heoilsupplymaximumuantitysat theposition
I of 100%oad.
o The protrusion f the starting cceleratoras beenadjusted roperly nd sealed n the
o factory efore elivery,heusermust ot egulatet arbitrarily.
I 4.6 Fuel Injector
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a Fig.4 - 5 Fuel njector
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o The uel njectors of lessmovingmass ype,with he pressure egulating pring 9) ocated
in the lower part near the nozzle.The push rod (10) s relativelyshort and ts massmoving
o with the needlevalve (14) s ve;v small,so as to improve uel njecting erformance nd
o reducewearof the njection on .
o Removablepipe connectionof oil feed (2) is horizontallymountedon the upper part of the
a fuel njectorbody.When he fuel njectors mounted ntoor dismountedrom he cylinder
o head, he gap type filterhas first o be removed.W hen mounted n the dieselengine,a
o 4-9
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t sealing leeve 1) andwasher 3) are provided n the outerpartof the filter o prevent he
o leaked high-pressur euel from mixingwith the lube oil in the collecting roove on the
t cylinder ead.
a The nozzle s of multi-orificenclosed ype, with nine orificesof dia. 0.45 mm and an
o injection ngleof 130'. The orifices re directly losedby the spring-loadedeedlevalve.
The high-pressureuel from he oil iniectionpumppasses hrough he pipe connectionof oil
o feed (2) and enters he fuel passage nside he injectorbody (7), then flows nto the oi l
a chamber f the needle alvebody 16).The uel pressure ctson the coneof needle alve
t (14),producing n axial orcecomponent. hen his orce s higherthan he spring oad, he
a needlevalve s lifiedso that he fuel s injected nto he combustion hamber hrough he
orifices n atomizedstate. The needle valve opening pressure fuel iniectingpressure) s
o 30MPa which can be obtained hroughadjusting he pressure egulating pring (9) by
I meansof the pressure egulatingod (5)at the injector ead,The regulatingod shouldbe
a lockedwithnut (4) afteradjustment.
a The needlevalve 14) and nozzlebody (16) are matedby lapping o make up a precision
matching arts n pair.When assembling nd disassembling,h eyare neverallowed o be
a exchanged. he fuel njectorbody (7) and needlevalvebody(16) are positioned o each
t otherby dowel pin (13)and fixedwith he nut case 12).When he injectors installednt o
I the cylinder ead, ts owershoulders sealedwith a 2 mm hick coppershim (15).A little
I fuel seeping rom the gap between he matchingparts passes hrough he fuel return
passage inkedwith he boreof the njector odyand lowsout rom he hole n the midJayer
I wallofthe cylinder ead.The uel eturnpassage t the ntermediateut n the njector od y
I is sealedby rubber O" ings 8) n the grovesaboveand under he cut.
o Only n the case hat he engine s operated n heavydieseloil of highviscosity,he cooling
a type njectorswill be used.The injector s cooledby the independent oolingsystem, he
t coolingmedium s he pressure f lhe coolingmedium s from 0.2Mpa o
o 0.3Mpaand the temperatures from 80Cto 90C.The independent oolingmoduleof the
injector eedorder ndependently.
I
4.7 Maintenanceand Overhaul of the Fuel System
o
4.7.1. VentingAir In the Fuel $ystem
I
a Any air presented n the fuel systemwill causedifficultiesn enginestarting, eduction f
poweroutput,even unfrcd.Air may eak nto he fuel system f the unctions n the system
o being nsufficientlyi ghtened,uel ilteror transfer umpbeing mproperly ealed, nsufiicient
a fuelstored n the uel ank,or majorparts n the systembeingseriously ornoff,especially
a when estartinghe enginewhichhad beenshutdowndue o no fuelsupplied.
o Prior o the starting f engine, xpelling f air from he fuelsystem hallbe carefullymade.
To do this, toose he air vent plug and needlevalve (1) atthe end of manifoldwhile pumping
a fueloil nto he engine.W henno air bubblebutonlycontinuousuel lowgoes out, etighten
o
o 4-10
a
o
o
a

o
o
o
o
e
o the plug and close he needle alve.
o lf the uel oil systemof the dieselengineand ts pipingare empty, o fill hemwith ueloil, t
o is recommendedo screwoff the air vent plug (14) at the injection ump n order o expel
I thoroughlyhe airwhichcouldbe retainedn the system.
a 4.7.2. Washing he Fuel Filter
o This engine s equippedwith semi-automaticilterwhich s composed f the two parallel
a filter drum. There s a wirewound ilter core in every ilterdrum.When the filter core s
o cleaned, oosen he tightened ut and take out it. The mesh size of the fi ne filter s 40 0
mesh/inch nd semi-fineilter s 202 meshes/inch.
o
When the decreasing ressure f the filter eaches he stipulaled alve the enginedoes
o not stop , the filter s notdismounted,he transition andle s swung or several imes, he
I filter s carrying ut o backflush nddischarge utomatically .
o One of the parallel iltersmaybe closed dismounted nd cleanwhileanothermay ulfill he
o requirement f filteringhe dieselengineduringengineoperating.When he handle s at th e
I positionof "stop n the left' or "stop n the right' , one of the filter s closed.When th e
backflushing f the f ilter can not reduce he pressure more han 0.1MPa), he filter s
a dismounted nd cleaned.W hen the engine s operaledon heavydieseloil and the filter
o screenof the iltercorehas gumwhich s difficulto clean, he iltermaydip for some ime n
o the waterwithmetalcleaning gent, henbrushwith he brush finally ry t withcompressed
a a r.
a There s a air relief alveon eve 'yilter op.When he iltersupplies il for the first imeor
o after he filter s dismounted nd cleaned the air reliefvalveshouldbe opened, he air n
the ilter s discharged. he valve s closeduntil he air bubble f the diesel s disappear.
o 4.7.3. Repairof the Fuel DeliveryPumps
a
The ueldelivery ump s dismountedn the ollowi ng equence:
a
o 1) Disconnecth e piping f he pump.
o 2) Unscrew he connecting olt 16) of the pumpand driving haftbracket,hen remove

the pump.
I
I 3) Unscrew he nut of connecting olt (34) for the pump seat, the pump body and
changeover alvebody.Separatehem.
o
4) Remove he bronze ushand gear nside he pumpbody.
o
5) Unscrew he screw plug of the changeover alve, emove he ball valvesand spill
o vatve.
a The gear shafiand bushshouldbe replaced f the clearance etween hem exceeds0.15
o mm.When the clearance xceeds he above-ci ted alue,wear will occuron the gear and
I
t
4-tl
o
o
o
a

a
t
o
o
o
I the pumpbody. f the otalclearance etweenhe endofpump bodyand thatofthe bronze
o bushexceeds .25mm, he end aceof pumpbodyshouldbe scraped o make t meet he
o requirement.
a The out-of-circle r rust ball valvemust be replacedwith new one. The damagedvalve seat
a shouldbe repaired.
a Remountings carried ut n the reverse rderof dismounting.ll matching urfacemustbe

clean.Between he joining aces of the pump seat, pump body and reversevalve body,
a gasketof tracingpapershouldbe placed,m aking he unction ightand preventingeakage.
o A fish paper gas jet should be placed between he pump seat and the bracket.After
t remounting,he pumpshaftshouldbe checked or free otation.
o 4.7.4 Maintenance nd repairof the Fue l InjectionPump
a The engineperformances directly ffected y the workingconditions f the fuel injection
I pump. Deformation,eizureeven damageof the pumpcomponentsmay happen,or fuel
o may leak through oint face between he barrel and deliveryvalve, f the pump being
improperly ssembled r with improperclearance, r the fuel being mproperly iltered.
I Reduction f fuel amountdelivered,ncrease f unevenness f fuel supplied o different
o cylinders nd ncorrectimingof fueldeliverywillbe brought boutby wearof the barrelan d
o plungeror delivery alveand ts seat,by damageof sealing ingsor by reduction
forceduring he uel njection umpworking.C onsequently,he engine s working oughly r
t unstable, he output decreasing,he fuel consumptionncreasing. he engine s more
a difiicult o be started p. The uel njection umpmust herefore e periodicallyhecked nd
I maintained.n case any abnormal henomena, .9., remarkable ecrease f the exhaust
o temperatureof certiain ylindel had been observed,checkingshould be carried ou t
a immediately. uel supplied o this cylinder an be cut off by meansof closing he section
valve n ib fuelsupplymanifold o as to check he uel njection ump,or the engine s shut
I down or detailednspection.
o (a) Dismantling the fuel injection pump (c.t. Fig. +3).
I (1) Clean he pumpexteriority.
a (2) Remove he pressure late 19),dismounthe cap (20) using ool 320.100.08,he n
o the spring 16)and delivery alve 12)and tsseat 15).Thedelivery alveshouldbe
o stored n pair.
o (3) Remove he ocating crew 22)and anti-corrosivecrew 21).
o (4) Turn the pump upsidedown, press the guide sleeve(3) by rneansof tool 320.
o 100.150 nd remove he lock ing (1); slowly eleasehe tool and remove he guide
t sleeve 3), owerspringholder 2), spring 4) and plunger 9), henremove he snap
ring 5), upperspring etainer 6) and gear 7)
o (5) Turn he pumpupside own, akeout he barrel 10).Place he plunger nto he barrel
a
I
4-12
o
o
o

a
o
a
o
o
o
a
@**"
and put hem n pair.
o (6) Unscrewhe locating crew 23)of the rack, emove he rack 8) .
o (b) lnspection and repair of the pump
,
All dismounted artsshouldbe washing n cleandieseloil and hendried. nspection hould
a be carriedout for those dried parts.Those parb not agreedwith related equirements
o shouldbe replaced, hile hosewith sornedefect ouldbe repaired nd reused.
o No scar s allowedon the gear or on the rack.The backlash houldnot exceed0.10 mm.
o The rack s notallowedo be bent.
a The plunger houldmove reely nside he barrelalthough he cl earances quite small. n
o caseslight esistance houldhavesometimes uring he movement, oth he plungeran d
o the barrelshouldbe thoroughly leaned, nd hen et them un-inwith clean ubeoil.Afier
that, f the plunger ouldstill not move reely, ery few chromium xidemay be addedas
a abrasivematerialor plunger apping.f this can not solve he problem, he plunger hould
o havebeenbent. n hiscaseboth he plunger nd hebarrel houldbe replaced. ormally,f
a the pfunger s drawn or 4O-45mm rom he barrelw hen heyare nclinedwith an angleof
45', no matter how the barrel rotates, he plungershouldslide down freely by its ow n
a weig t.
I
All edges especially he edge of the helix shoulcj e carefully hecked or defects.An y
I defect n the helixedgeshouldaffect he fueldelivery ontrol, nd will create cratches n
o the barrel urface.S ucha plungerw ith ts barrel hould henbe replaced.
t lf any scar foundon either he plunger r the barrel, appingwith abrasivematerial s not
o allowed. heyshouldbe replaced.
o No slightdefectsuch as burr,oii spot,scratchor crackshouldbe allowedon the sealing
a surfacesbetween he delivery alve and the barrel. n case very lightoil spot or scratch
existed, hey couldbe polished n a plate by usingvery ine abrasive owderwith a grain
I sizeof 300, henusing hromium xidewitha sizeof 3*5 pm or urtherpolishing. owever,
a special ttention houldbe paidnot o polish hemexcentricallyr excessively.f the contact
o of the delivery alve s not so good, apping an be donewithchromium xidewhichshould
a be completelyemoved fter apping.
I (c) Assembling the fuel injection pump

o (1) Place he banel (10) nto he pumpcasing 11), crew n the ocating crew 22)an d
anti-corrosivecrew 21).
I
o (2) Inverse he pump casing.place he gear (7) and rack (8). Their marksshouldbe
facedwitheachotheras shown n Fig.4-6.Screw n the ocating crew 23).
a (3) Place he upperspring etainer 6), snap ing 5),plunger 9) and owerspringholder
o
a
I
4-13
a
a

o
a
o
o
o
a (2). Markson the plunger ug andon the rackshouldbe facedwithas illustratedn Fig.4-6.
o
o
a
o
a
a
o
o
o
o
o
o
a Fig. 4-6 Facingwith the Marks of the Fuel InjectionPump
o (4) Place heguide leeve 3) and ock ing 1) by using ool320.100.150.
o (5) Turn he pumpupside own.Place he delivery alve 15)andvalveseat 12),spring
O (16),cap (20)andpressure late 19).Tighten ourbolts n several teps.
o All components houldbe thoroughlyleanedn cleandieselo il, no any mechanical article
o on these componentss allowed.T he pump shouldbe checked or free movernent nd
o resistancen thewholeoperatingange.
a (6) Place he pumponto he enginewhen he u el appetbeing n the owestposition y
a meansof turning he camshaft.f the ejectorpin hadbeendismantled r replaced,t should
a then be screwedn a littlebit o prevent he tappet o be too long. n the caseof the tappet
o being oo ong, he ugof the plungerw ill pressagainst he barrelw hen urning he camshaft,
damagemay hus be resulted. fter having nstalledhe fuel njection ump, he injection
I timing s adjusted s follows.
a The pumpshouldbe checkedf thegearand he rackcanrrrlvesmoothly.Manually ushing
I the connecting rm of the rack romshufdown o full-load osition s the operating andle
o being at stop position, nd then releasing t, the rack shouldgo back to the shut down
o positionunder he actionof the springwithoutseizingup, otherwise he connecting rm
shouldbe recalibrate.f thiscouldnot solve he problem, umpchecking houldbe carried
o out.
a Every1000operating ours,or the had beendismantledor repairing,he following
o adjustment hould henbe carried ut :
a
t
4-14
o
a
o
o

o
o
o
o
o
O
I When he operating andlebeingat stop position,he racksof all the fuel njection umps
o shouldproject -3 scalemarks.
o During dling, acksshouldprolecf 0-13 scalemarks.
t During ull load operation, acksshouldproject28-33 scale marks.Under his condition,
o exhaust emperature nd firing pressureof each cylindershould be checkedso as to
a determinehe correct ackpositionor he cylinder.
o Undernominalo perating onditions,he difference etween he exhaust emperature nd

o its rnean alueshouldnot exceed 5 %, and shouldnotexceed 4 % for iringpressure.
o 4.7.5. Ghecking he AdvancedAngle for Fuel niection
o The advanced ngle or fuel njection houldbe checkedaftercertainperiodof operation.

The fuel deliverywill startas the plunger op covers he fuel nlet port, he corresponding
O
crankanglebeforeTDC s knownas advanced ngle or uel njection.
o The method or checkinghisangle s as follows.
o (1) Connect he inspection lass gauge shown in Fig. 4-7 to the connectorof the
o clamping ap of the delivery alve.
a (2) Manually ush he rack o the scalemarks15 and put a woodenblockbetween he
o pumpcasingand drawing rm o prevent he rack rom eleasing.
o (3) Manually ump he uel until illing bouthalfheight f the glassgauge.
a (4) Observe he fuel evel n the glassgaugewhileslowly urning he flywheeluntil he
a fuel level movingup. This moment s termed he starting point of fuel in.jection.
a Record he correspondingrankangleand repeat he procedurewice.The olerance
a for the crankangleshouldnotexceed1 .
o 4.7.6. Adjusting of the Advani:edAngle for Fuel Injection
o The advanced ngle s welladjustedn the workshop or each new enginebeforedelivery.
a Thisangleshouldbe checked nd/oradjusted ccordingo the maintenance lan. f some
relative ositions eingaltered ue to, for example,oosening f the adjustable ap of the
o tappet, eplacing ne of the drivinggears of the camshaft, lungerand barrel,or pump
o casingetc., hisaffects dvanced ngle or fuel njection hichshould henbe checked nd
o adjustedf necessary.
a
o
o
o
o
o
a 4-15
a
o
o
o

a
a
o
o
o
o
o I
a
7
o
a I
o
o
o
a
o
a Fig. 4-7 Glass Gauge or Ghecking he AdvanceAngle of Fuel Injection
o Thereare wo methodso adjust hisadvanced ngle: a) alteringhe engthof the appet; b)
o altering he peripheralp ositionof the fuel cam on the camshaft.
a Opening f the fuel nletportwill be reducedwhenalteringhe engthof the appet.
o Whenadvanced ngle s muchdeviation, lteringhe peripheral osition f the uel camon
o the camshaft.
o It should be notedhere hat the openingof the fuel inlet port shouldbe maintained n range
o of 4.0-4.3mmno matterwhichmethod ou adopted o adjust he advanced ngle or fuel
o injection.
a Thedownward istancerom he scalemarkon the pumpcasing o thestepped dgeof the

guidedpart of the plunger, bserved ia the sight-glassn the lowerpart of the pump(Frg.
o 4-3"a" ), represents he inlet port opening.
o (1) Alteringhe length f the appet
a
Remove he coverof the sight-glassn the appethousing,oosen he locknutsM8. Screw
a the adjustable ap: he advanced nglebeingdecreased henscrewing ut,but ncreased
o when screwing n. Once he position f the cap beingall right, ighten he lock nut, an d
a check he advanced ngle wice .rccording h e abovemethod.
o (2) Altering he peripheral osition f the uelcam
o Remove he coverof the camshafi hamber, it the oil pipe of the manualpump onto the
o hole on end face on the fuel cam as shown n the Fig.4 -8. High-pressure il from he
manualpump (320.103A.00)s deliveredo the annualgrooveA of the cam which s thus
o swelledup and the oil oozesout of both sidesof the cam.The cam is swelledup as the
a pressure eaches180-200MPa, n oil film s thus ormedbetween he matching urfaces
o and he camcan be freelymoved.
a
4-16
o
a
o

a
o
o
ao
o
o
o Before onnectinghe oil pipeonto he holeof the cam, he lywheel houldbe turned irs tof
o all to the angle needed or adjusting he cam in question,and the inspectionpipe
o 320.100.160 houldbe fitted o the fuel njection ump.As soon as oil oozesout of both
sidesof the cam and the cam can be treelymoved, urn he cam 5'-10" manually o the
direction f lowering he plunger s the manualpump s continuously orking, hen slowly
o turnback hecamwhilecarefully eepan eye on the evelo f the nspection ipe.As soonas
o this level startsraisingup, stop turning he cam and oil pumping,and release he oil
o pressure, he cam s thus txedon the new position.R enpve oil pipe,check he advanced
angleand he position f the camshaft.
o
No pressure auge s requiredor the manualpumpas the pressure s in fact higher han
o the range of the gauge. Oil used or the manualpump s gear oil or locomotive il with
o higher iscosity.
a
o
o
I
o ;;l;:i:
o ,r.\
o
o H:
o
o
'^.t;
o
I
a
o Fig. 4-8Adjusting of the AdvancedAngle or Fuel njecfion
o 4.7.7 Maintenance nd Repairof the Fuel Injector
e Required onditionor normalw orking f the njectors to maintain fuel njection ressure
o of 30MPa, o ensureperfect tomization nd no dripping,o stop uel njectionlatly.A ll this
o shouldbe checkedbefore itting he in.iector nto he engine.
o During engine operation, he working conditions f the injectorcould be checkedby
o touching he high-pressureueloil pipe,observinghe colorof the exhaust as, measuring
o the exhaust emperature nd idngpressure tc. In caseabnormal onditions uch as dark
exhaustcolor,highexhaust emrerature r abnormal iring pressure tc. beingobserved,
a the injectorshould be replaced r\ time, and those abnormal njectorsshould be carefully
o
o 4-17
O
o
a
o

I
o
o
o
o
@"*."
I checked.
I (1) General aultsof the njector
o The injectorcould be checked or faults based upon the condi tions f the exhaus tgas.
o Consequently,bservationf the exhaust olorshouldbe carried ut during dlingwith one
a cylinder top uel deliveryn turn. n thisway, he exhaust olorwill be normalwith a very
) littlespeedvariation s the fault njector tops njection.f the engine peedbeingevidently
reducing ue to one injector tops uel njection,his njector hould hus be a normalon e
o without ault.
a The injector removed rom the engine should be tested using injector ester before
o disassemblingo as to udge he abnormal ondition f the njector nd repair t.
a Generally,u el njectoraultsare:
o (a) The needle valve s opened as the fuel pressure has not yet reached 30MPa;
a (b) The fuel is continuously flowing into the comhustion chamber without
o atomization;
o (c) Fuel injection could not sharply stop but with dripping;
o (d) Fuel sprays from differcnt injection holes differ from each other;
t
(e)
o No fuel injected or injected fuel being changed to branches as the hole being
blocked.
o (2) Disassemblinghe njectcr (Fig a-5)
o (a) Clamp the injector with the nozzle downward in a bench vise with soft jaws.
o Loosen the lock nut (4), screw in the adlustable threaded rod (5) anti-clockwise
I to release spring (9).
o (b) Turn the injector upside down with the nozzle upward, remove the nut case (12)
a and then the needle valve and the valve seat Remove downward the lock nut
I (4), the threaded rod (5), adjustablesprtng p) and push rod (10).
o All removed artsshouldbe washingup n gasoline, arbon eposit n needle alvecasing

and nut case shouldbe removed singa brush,deposit n the injection olesshouldbe
I removed y usinga needle, henall partsbe driedby compressedir.
o In case the needl evalve (14) and its body (16) are sticked ogether, hey should be
o immersed n dieseloil for a period, henclamp he tailof the needle alve n a benc hvise
o with soft aws, usinga wooden piece o protect he end plane of the needlevalvebody.The
o needle alvecan henbe tappedout.The needle alveand tsbodyshouldbe put n pair.
t (c) Repair of the injector
a The injector should be checked afier cleaning, njectorswhich did not neet the
o requirementshouldbe replaced,hosewithsmalldefects houldbe reconditioned.
o 4-18
o
I
I

t
I
o
a
o
o
t The matchingarea of the needlevalve (14) and its body (16) should appear o be a
t complete right ing. norder o ensure he ightness,apping ouldbe carried utwithsome
I chromium xide n a sizeof 3-5 pm ,
o The needle alve s placed nto ts bodyafierdipping n gasoline.t should reelyseatdown
a only by itsweightafterbeingdrawnout for aboutonc third o half rom he seat,otherwise
lappingshouldbe carriedout. f such apping tillcouldnot get rid of difficult eating, he
t needle alveand ts bodyshouldbe replaced.
o A blocked njection oleshouldbe clearedusinga needle. njectors ithoval njection oles
t or with crushedholeedge shouldbe replaced. eal surfaces f injectorbody (7), needle
o valve body (16), imitersleeve 11) and nut case (12) shouldbe carefully hecked,no
t scratch, il mark,crack s allowed.
o (d) Assemhling the injector

t a) Place heejectorpin ('10), djustable pring 9), hreaded od (5) with "O' ring 6) nto
the njector ody 7) oneby one.
I
o b) Turn he body 7) upside own o placedowelpin(13),needle alveand ts body,and
nutcase 12).
t
a c) Adjust he njection ressuren the njectorester.
o d) Place he ocknut.
a e) Check he njection ressure nceagain.

o (e) Test and calibration of the iniector.
o The injectormay be tested n the injector esterdelivered ith the engine, can also be
a testedby connectedo one of the fuel njection umpswith manuallyuel pumping In the
ipe checking
a lattercase,high pressure
in.iection ressure.
shouldbe installed the
I
a) Operate he manualpumpiirg andle o keep he fuel pressure MPa ower han he
a injection ressure,.e. 2BMPa,o check he needle alve or leakage n 10 seconds.
o Fuel injectionhole is allowed o be wetted but not leaked. f there should be oi l
a dripping, econditioninghouldbe carried ut .
o b) Adjust he openingpressure f the needle alve o be 29.4-30 MPa, hen carryou t
o atomizationest with 40-80 injections er minute.The fuel spray should be well
atomizedwith evenly distributed il dropleb in every section of the spray. Fuel
I injection houldstartand stop n timewith ringing ound.When he injection ole s
o blocked, emovehe dirtwith he steelprobe.T hediameter f the probe s thinner ha n
I the iniection ole.
t
e
t 4-19
a
a
a

o
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o
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o
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o
o
o
a
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a
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a
o
o Fig.4-9 Fuel InjectionPump Test Band
o
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o
a
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o
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o
o
a
o
o 4-20
t
e
o

o
a
a
o
o LUBRICATING
YSTEM
a
o CHAPTER 5 LUBRICATI NG YSTEM
o
t 15
o
a
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o
M
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a
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O
o Fig. 5-1LubricatingSystem
l.circulating ank 2. pre-lubricating ump 3.one-way alve 4.lube strainer 5.lube

o suction ump 6.lubepressure ump 7.lubepressureelief alve
a 8. valveholderanglecoupling 9. filterscreen or the first unof the engine 10.mainub e
pipe 11 emergency rakedevice 12.mainube pipe or camshaft 13.main ube pipe or
t rockingarm l4.overspeed imiter 1S.needle alve lG.temperatureegulator
'17.ball
o valve 18.lube il cooler 19.lube il ilter 20.lube ii pressure egulating alve
o The functionof the lubricating ystem, n Fig.5-1, s to lubricate rictional urfaceof th e
o engine,and to carryout the heat generated. he majormovingcomponents f the engine
o
o 5-l
o
o
o

o
I
a
o
o LUBRICATING
YSTEM
a
o are forced ubricated y pressurized il from he lubeoil pump,only very few surfaces y
o splashing oil. The lubricatingsystem for the turbochargerand the governor are
o independentlyitted nside hem espectively.
) Thecrankcases of dry-type. ubeoil collectedn the bedplates pumped y theoil pump o
I the circulatingank (1) via he oil hole n the rontendof the bedplate. his ank s generally
o provided y the user,of which he minimum apacitys recommendedo be 1.36L/kW.A
cockor valve or draining f settledmpurities r watershould e providedn the ankbottom.
o An oil dipstickor oil evelchecking nd a washing oleshould lsobe providedor he iank.
a
o The lube oil which s gathered o bedplate an flow rom he oil outlet n the flywheel nd
surfaceof the bedplateo thecycleoil ankunder he bedplate,n thiscase, he oil-pumping
a pipeshouldnot be mounted n the bedplate.
o
It shouldbe noted hat before he enginestarts,an prelubricating il pump(2) shouldbe
o started o pump ubeoil o eachbearing f engine n order o avoid he dry rictionbetween
a friction urfaces, hich s causedbecausehe enginehas rested or a long imeand s lack
a of oil.
a Lubeoil s sucked n by the ubeoil pump 6) rom he re-circulatingank 1).Lubeoil s then
a deliveredo the ilter 18) or iltration,o the cooler 19) or cooling,o the main ubeoil pipe
o (10) and dishibutedo main bearings. ubeoil frfri the throughhole n main ournaland
o crank-pin lows to the connecting od bearing,and along with the oil passage n th e
connecting odflows o the pistonpin, hen via a hole n the pin seat nto he pistoncrown or
a cooling.A fier cooling he piston, ube oil flowsback o the bed-plate ia a hole n another
o sideof the cooling hamber f the pistoncrown.The cylinderiner s lubricated y way of
o splashing.
a There s a righfangle oint (8) fitted n the entrance f the main ube oil pipe,with a filter
I screen or the first run of the engine.This filterscreenshouldbe removedafter 2 hours
o operation f the irst un,andneedn't o fit t again.Otherwise, n the bossof the right-angle
joint, there are five pipe connectors or connecting he lube oil manometerand the
o telethermoneter n the nstrument anelas wellas the emperatureelayand he pressure
a rely o the nstrument anel.
a A pressure eliefvalve (7) s fitted n the end face of joint (8),which educes he lubeoi l
o pressure o 0.1 - 0.3 MPa.Lubeoil is thendivided nto wo branches: ne nto he lubeoi l
o pipe (12) for lubricatinghe camshaff nd the other o lube oil pipe (13) for rocker-arms.
o Lubeoil in the forner pipe s dislributedo all cams, appedseatsand all pipes or driving
o gears. Lube oil in the latter pirrri s distributedo lubricatehe rocker-arm eats, ips of
rocker-arms, nd governordrivinggears.All the lube oil will flow back to the camshaft
o interlayer,o the bed-plate ia holes n nterlayer,nd inally s delivered y the ubeoil pump
o (5) o the re-circulatingank.
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5-2
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o

a
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o
o YSTE]V
LUBRICATING
o
o There s a needle alve 15) ocated t the ointof the ubeoil pipe o the rocker-armo limit
o the amountof oil for lubricatinghe ball ip of rocker-arm,o as to reduce he oil leakage
a along he valve guide.Openingof this needlevalveshouldnot be larger han 0.25 mm.
When adjustment,he valve s firstof all completely losed, hen t is screwedoul for 114
a turn.Too muchopening f the needle alve esults n too much ubeoil flows o the airlgas
o passage, eading o more depositon inlevexhaust alves-
o Pressuren the main ubeoil pipe s regulated y an independent ressure ontroller20) o
o ensure he oil pressuren the mainpipebeing n the rangeof 0.45-0.55MPa.
a
Lubeoil lows o the semi-automaticleaningype ilter 19)and he cooler, hen o the ub e
a oil main pipeof the engine.
a
a There s a pipeconnectedhe mainpipe n the flywheel nd to the over-speedimiter 14),
lubeoil rom his pipewillbe the powersource or theemergency topdevice(11.
a
o The thermoregulator1 6) s fittedat the inletof the lubeoil coolerand connects utletof a
a by-pass pipe. During he enginestartingup, the lube oil cooler passage s cut off by
thermoregulator (16), lube oil flows into engine directly without cooler, so that the
a temperature f the ubeoil n the system an be increasedapidly,hermoregulator1 6)will
a open he lubeoilcoolerpassage ccordingo the emperature arameter hich s set, hen
o mostlyor full ubeoil by-passinghe ubeoil coolerbefore nlet o engine.This s necessary
o especially n the severe cold area for the requirement f the l ube oil temperaturen
maintenancef heengine.
a
o It is recommendedhat ballvalve 17)shouldbe fittedon the inletand outletof the lubeoi l
a cooler espectivelyor maintenanceonvenient.
a 5.1 LubeOil Pump

o The lube oil pump shown n Fig.5-2 is a single-stage ear pump,which is used as th e
o pressure il pump,and supply he ubeoil or engine.
o The lube oil pump works as follows:Drivinggear (3) is driven by a spring gear of th e
a crankshaft,hendrives he driving ear shaft 7) whichdrives he drivengear shaft 9).Tw o
o gears of oil pump are supporteci y the thin-wallbush (4), one end is fitted on the pump
o housing 5) and he otherend s fittedon the bearing oss 6), heyare designed kewgear
a and he ncline ngle s 8" in order o ensure unning tationary nd reduce he noisewhen
the gearpumpsmeshing.
a
a
o
5-3
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o

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a
a LUBRICATING YSTEIVT
o
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o Fig.5-2LubeOil Pump
o The bearingof pump s lubricated y circuitwhich s formedby drillingon the pressure

o chamberbetweenpump housingand bearing eat, via up and downbearingand suction
o chamber rilling, he lubeoil circuit an moveheat n timeand ensureworking eliability f
lubeoil pump.The bearing eardriving ear 3) s fitted n front-end overplateof engine,o
I ensureenough ubeoil o ubricate y way of splashing.
o
A pressure egulating alve s composed f slidevalve 14),pressure egulating pring 15),
o dampingoil cylinder 16) and pressure egulatingube (18),which s fitted n the suction
o chamberunder he pump.The pressure egulating alveshouldbe openedwhen the oil
a pressure s over0.7MPa n the pressure hambel,hen he plessure hamber nd suction
o chamberare connected, he oil pressurewill be released, ontrarily,w henthe oil-pressures
under 0.7MPa, he valve close, o ensuresecurityof the lube oil pump. The pressure
o regulating alvehas set up and ockedwith lat nut (17) and cap nut (19),generally, se r
a shouldnotdismount nd adjust.
o Maintenance f the lube oil pump:
o
The lube oil pump shouldbe di;mantled or every5000 operating ours.The procedures
a are as follows.
5-4
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o
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o
LUBRICATING
YSTEM
o
o
o 1. Disconnect ll pipesandbiockallholeswithcleancovers o prevent oreignmatter ro m
o entering.
o 2. Loosing he bolts for connectinghe pump with the front cover of the engine,an d
a remove he pump.Puta prepared ardboard overon the hole n the rontcover.
a 3. Inserta steel bar in the hole of the hub of drivinggear (3) to prevent he shaft ro m
o rotating,hen oose he nut 1),remove he gear 3)and latkey 16x 55..
a
4. Loose heboltM10x35 and he pin G8120-810X40,emove earing oss 6).
O
o 5. Remove hedriving earshaff 7) and drivengear shaft 9) .
o 6. Loose he cap nut, measure nd recordbulgeof pressure egulatingube (18), he n
O remove thercomponents f pressure egulatingalve.
o 7. Cleanall the components ith dieseloil, nspect he wear or pumphousing, ear an d
a bush,maintenancend replace ccordingo actual ondition.
a
o The pumpcan be assembledn the reverse equence f the above-mentionedrocedures,
it shouldbe notedas follows'
o
o 1. All componentso be assembled houldbe cleanwithout ny burror partingJinelash.
o 2. Axialand radialclearances iven n Chapter1 shouldbe ensured. xialclearance an
o be ensuredby meansof suitable umberof shirnsor scraping own he end aces of
o the pumphousing.
o 3. The seaming f bush(4) s accordingo Fig.5-2f the bushshouldbe replaced.
a
4. When the pressure egulating alve s assembled,t shouldbe ensured he dimension
o of bulge quantity or pressure egulatingube when disassembling,h en lock it. lf
o replaceany component f pressure egulating alve, t should egulate he opening
o pressure o 0.7MPa.
o 5.2 Lube Oil PressureRegulatingValve
a
o The pressure egulating alve itted n parallelw ith the lubeoil pipework or regulatinghe
lube oil pressurehas been adjusted n the workshopbeforedelivery.H owever, ttention
o shouldbe paid o the ubeoil pressure f a newengineduring ommissioning-n case hi s
o pressure eingbeyond he recommendedalues, hevalveshouldbe re-adjusted.
o The pressure egulating alveworksas follows.
o
o As shown n Fig. 5-3, he inlet,shownby chamberA, is connectedwith the pressureoil pipe
o 5-r
o
o
a

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a
oa
o LUBRICAI'INGYSTEM
o
o afier the lube oil pump; he outlet,shown by chamberB, is connectedwith suction oil pipe
a before he ubeoil pump,chamber and B are closedby valve 7).The ubeoil pressures
t adjustedby adjusting crew (3.) and spring(6), (the adjusted alue s 0.45-0.55MPa).
When he ubeoil pressures over he adjusted alue, he pressures actedon the valve 7)
by chamberA i s higher han he pretighteningorceof spring 6), hus he valve 7) opens
O with he result hat nlet s connecledo the outlet, nd he pressuren the inletdecreases.
o When the pressure n the inlet decreases o adjustedvalue, the force at the valve (7) and
o spring 6) are balanced achothel the valve 7) stopsai the position hown n the Fig.5-3.
When he pressures lower han adjusted alue, he forceat the valve 7) s less han he
a pretighteningorceof spring 6), he valve 7) s closed.
o
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o Pressuneit
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a []ilneturn
a
o Fig. 5-3 .ube Oil PressureRegulatingValve
a l.valve housing 2.pressure egulating alve seat 3. adjusting crew 4.O-typesealed
o ring S.spring eat 6.spring T.valve
o 5.3 Lube Oil Filter
a
o Lubeoil ilter s used or removingmechanicalm purities nd elly sedimentsn re-circulating
oil.A semi-automaticleaningiller ype s employed, hich s composed f six filterdrums
o divided nt o two filters n parallel.Each ilterdrum has a filteringelement s bundledby
a wire-steel,t canbe removedo cleanby oosing he ockednut.The netmeshof the ubeoi l
a filter s 264 meshoeL nch.
o
5-6
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o
o

o
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o
o
o LUBRICATING
YSTEM
o
o When the pressure f filterdecreasingo the prescribed alue, t can backwash nd drain
o automaticallys longas moving ransfer andle or manual everal imes,withoutstopping
O the engineanddismountinghe ilter.
a Two ilters n parallel, ither llters an be cut off or cleaning uringengineoperation, hile
left
o the other can meet the requirement f the filtration. urn the handle o the position
o stopping" r "rightstopping"o closeone filter.The pressure ecreasing f filtercan't be
reducedwhenmoving he handlewithmanual o backwash utomatically,i smounthe ilter
a to clean.During he engineoperate n the heavy uel oil, here s ellysediments ementon
o the ilterscreenwhich n the iltering lements hard o clean,here,put he iltering lement
o to the waterwhich s addedmetallic leaning gent o look or a period inreand scrubwith
o brush, inallydry t using ompressed ir.
o A vent plug 3) s providedn the op coverof each ilter. f the ilterbeing he irst ime n use,
o or reuseaftercleaning,his plugshouldbe loosenedo release ir n the ilteruntilno air n
the out-tlowingoit.
I
a 5.4ManualOiling
o Someof the bearings re notsuitableor orced ubrication,o rexample,he bearings f the
o fuel control od for the fuel pump, hose n the controlboxetc. Handoiling s thus required
O for thesebearings. omegreaseor few dropsof lubeoil are requiredor an interval f one
o week.
o Copper upsare providedor aCding reaseusinga grease un, or example the bearings
a of the fuel control rod for the tuel pump and supports n the front and back ends while for
handoiling, n oil hole s provided,or example,he bearingsn the control ox .
a
o All cupsor oil holescan be foundby the operator. he control ox covershouldbe opened
o to oil the slidingsurfaces.F or someother lexible oints,such as the control ods or th e
controlbox,speedgovemor, peedcontroller, mergency ontrolling, iling s required or
o every one or two weeks.
o The rackofthe injector nd ts connecting artshouldadd he ubeoil everyday.
o
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o COOLING YSTEM
o
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CHAPTER 6 COOLING SYSTEM
o
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o thiln
o EuUet
o -
o V
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o fi*u
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o lhoh nufl?t
o
a
o Fig.6-1 Cooling System
o
e l.seawater trainer 2.seawaterump 3.freshwaterpump 4.main nletpipe or fresh
o water S.fresh atercooler o.temperaturee gulator7.lubeoil cooler S.temperature
relay 9.air cooler 1o.three-wayalve 11.mainoutlet pipe for fresh water
a l2.supercharger3.expansionater ank 14.angle{ype hutoff alve
o
a 6-l
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o
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I
o COOLING YSTEM
o
a The cooling ystemadopted s of an closed ystem.T he cooling ircuit iagram s in Fig.
a 6-1 The cylinder, ylinderhead and the turbocharger re cooledby the fresh water and the
I lubeoil coolel freshwatercoolerandsuperchargingircoolerarecooledby the sea water.
Thereare two centrifugal aterpumpson the rontcoversof the engine.One s sea water
o pump(2), he other s the reshwaterpump 3).Seawaterenters he seawater pump 2) via
a the sea valve n the cabin, o inletwater valve, o sea water ilter (1). The sea water s
a pumpedby the pump 1) o the aircooler 9), hen o the ubeoil cooler 7) and o the resh
o watercooler 5), inially o the sea via discharging ipe.The reshwatersystem s a close
type circulating ystem n which the fresh water pump make the fresh water circulate
a between he coolingchamber the engineand freshwatercooler S).The teamor air in
o freshwater coming rom he wateroutletmanifold re dischargedo the expansionwater
o tank (13) through he pipe connected etween he expansionwater tank and the water
o outlet manifold.The expansionwater tank is equippedwith water adding pipe fo r
compensatinghe reshwaterof the cooling ystem, n overflow ipe anda pipe connected
o with the inletof the freshwater pump.The tank'sposition houldbe 4 m higher han he
a center ineof the enginecrankshaft.he reshwatercoming rom he wateroutletmanifold
o enters he temperatureegulator 6) whichautomaticallyegulateshe water low into he
freshwatercooler 5) o maintainhe water nto he enginewithin60-70C, and hen passes
a through reshwatercooler 5),after hat, he reshwater s pumped y freshwaterpump 3)
o into the water nletmanifold 4). There, he freshwater s divided nto two branches: ne
t branch oolscylinderinersandwindsup to cylinder eads; he otherbranchdirectly nters
a the turbochargerrom the end of the water inlet manifold o cool the turbine and the
compressor asings.Then, he two branches inally oin each other in the water outlet
I manifold.After that, the fresh water is again pumped by the fresh water pump into the
I engine o repeat he samecirculation.
o There s a inletof the spare reshwater pump n the inletmanifold when he spare resh
t water pump s started,he angleshutoff alve 14) s closed.
o
o In order o monitor he coolingwateroutlet emperature f cylinder eads, he thermometer
is installed n thewaterdischarging ipeof eachcylinder ead.
a
I As shown n the coolingwatercircuit iagram,hereare several hutoff alvesmounted n
pipe ines or the purpose o regulatehe water low passing hrough oolers o control he
a temperature f t he lubeoil, reshwaterand superchargingir.When he engine s started
o and operated n the coldseason, t is necessaryo reduce he coolingwater low to maintain
o lube oil at an appropriate emperature. he water inlet pressure s measuredby the
e manometer nd the temperaturr,:y thermometers. urthermore, temperatureelaywith
alarmmay be installed o monitor he conditionof the coolingwater system.
o
I To prevent he water chamberof the engine rom cracksdue to cold weather, emaining
a water n the dieselengineand coolers houldbe discharged hen he enginestops. n an
s 6-2
I
a
a

o
t
C
o
o COOLING YSTEM
a
I emergency,he engine an be cooledwithseawater upplied y a stand-by ump.
o
Apart rom he water nletand outletpipesmounted n lhe engine.All other pipes, alves
I
and he expansion ater ankare supplied y the user'.
o
a When he engineoperates n the HFO, t is equippedwith he cleaning eviceof the urbo
in order o erase he carbon n the leafsof turbo,so the turbocharger an work in good
o condition. he water n the cleaning evice s the nnercircuitw aterof the engine.
o
I 6,1 GoolingWater Pump
o
o t,:'.j-_l:t
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o Fig. 6-2 CentrifugalWaterPump
o The coolingwaterpumps s nstalled n the end cover
a by the crankshaft pringgear.The pump body (8) is securedon the bracket 5), and th e
a
a 6-3
a
a
o

o
I
o
o
I COOLING YSTEM
o
o water nletpipe s connected ith he rontend coverplate 9) of the pump.Screwplug 16 )
a fittedat the lowerpartof the pumpbody 8) s used or removinghe remaining ater.Th e
o impeller 10) s mounted n the taperend of the pump shaffby the key (13) and pressed
tightly y henut 11). henut 11) s screwed nd ocked y he ocking iece 12).
I
a In order o prevent he pressureo ater n the pump body rom eaKing ack o the inletof
I the pump,water-seal ing (14) s pressedbetween he inlet im of the impeller nd cover
plate 9).The clearance etweenhe water-sealingand he nlet imof the impeller hould
a be maintainedn 0.12-0.22mm. he mechanical eal deviceshouldbe installed etween
I the pumpshafr 15)and he pumpbody 8) n order o sealwater.
o There is a sectionof cavum between he pump body (8) and bearingbox of bracket,The
o screwplug(20) itiedat the owerpartof the cavum s used or removinghe water eaking
o from he pumpbodyand he oil rom he bearing ox.
o The pumpshaft 15) s supportec n a type1309ballbearing 6) at oneend of the mpeller,
a two type408 ball bearings 4) at gear end .All he ball bearings re housed n the bracket
o (5)lubricated ith he oil splashedrom he crankcase f the engine.The ype HG4-692-67
a oil seal ring s fittedon the bearing eat and shaft near o the end of the pump body o
prevent he lube oil from eaking rom he bearing, nd waterentering he crankshaft ox.
o The ballbearingss directlyubricated y the oil pipe.
o
o 6.1,1 Repairof the WaterPump
o a. Remove he water nletand outletpipe of pump.

O
b. Dismounthe pump rom he rontend coverofthe engine.
a
o c. Remove he rontend coverolate 9) .
o d. Prizeup he ocking iece i 2), unscrewhe ocking ut 11)of the mpeller 10)and pull
a out the impeller y meansof the drawer ToolNo.320.100.40), nd then take out the
o key 13).
o e. Remove he mechanical ealdevice 17).
o pumpbody(8) from he bracket 5) by loosening he bolts, hen remove
o f. Separate
the stop plate 7) and he oil seal ing 2'l).
o
o g. Screwoff the fixingnut (1) of the drivinggear(2) and pull out the gear by meansof a
tool rom he pumpshafl
I
a h. Remove he lockingronwirJ the boltwithhole baffle late 3),and shaftwith he ype
1309ballbearings 6) and he sleeve 22)etc.dismounthe shaft, henremove he ype
a
o 6-4
a
a
o

o
o
a
o
o COOLING YSTEM
o
a 408 ball bearings 4) from he bracket.
o
Cleanoartsandcheckand measurehem.
a i.
a Renew the mechanical eal device and the oil seal ring with new one if cracks an d
a scratches re found on themwhichaffect he sealing.Renew he ball bearingswhichar e
fauttywith new one.
a
a Renew he mpellerf the clearance etween he mpeller nd pumpbody, 6 1, as wellas 6
I 2. between mpeller nd rontend coverplateexceed0.8mm.
a Inspect he impellerf thereare crackson it and f the bladesare foundwith cracks, enew
a the impellerwith a new one.
o 6.1.2 Mountingof the WaterPump
a
a. Mount he collar 19)and he ballbearing 6) on the pump hafi 15)and hen nto he
a bracket S).Mounth e sleeve 22) and woballbearings 4) on the pumpshaftwhichha s
o been nsertedn the bracket 5).Mount he bearing over 3) and push he drivinggear
I (2) nto he pumpshaftand ighten he gearby screwinghe nut nto he pumpshaft.Fi x
o the stop plate 7) and oil sealing ingand mount he coverplate 18).Check he pump
shaft or urning reely n the ballbearings. he shaftshould urn reely, nd hen ighten
a the asteners t the bothends.
o
o b. Put a shim on the bracket 5) and then connectand tightenpump body (8) to the
bracket.
a
a c. Mount he mechanicalealdevice.
o d. Mount he key on the pumpshafiand hen mount he impeller.ighten the impeller ut
O carefully nd bend he ocking iece.T he old ocking iece houldbe changedwithne w
I one.
o e. Puta shimon the rontend coverplate 9) and mount he coverplateon the pumpbody'
o check he pumpshaft or ree rotation.
a 6.2 Lube Oil cooler and FreshWaterCooler
o
t The diesel engine is usually equipped with tube{ype cooler. The 832OZCd-6an d
8320ZCd-8maybe equippedwith platetypeheat-changequipment ccordingo the user.
a The ollowings basedon the seriesBLG ube-type eafchange quipment.he plate{ype
o
heat-changequipmentm ayrefer o the related nformation rovided y the mating actory.
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I
o 6-5
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a
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o COOLING YSTEM
o
o 6.2.1 The Basic Constructionof Cooler
a
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O
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o Fig.6-3 BLG cooler
o The cooler s of fixed ypewithexpansioningas shown n Fig.6-3, t consists f threemajor
o components,hat s the combined ody 6) with cooling ipes 9), nleUoutletnd cover 1)
o andwaterpassage over 11 .
o By way of pipeexpanding, ooling ipesand eff plate, ightplate,body 6) are sealedan d
a made up an undetachable omponent.Baffle plates (4) are fi xed by means of rods
o (7),spacer leeves 3) and (5).
o Coolingpipe bundlesare separated nto two groups by a bulkhead n the mid of th e
o inleVoutlet over.Anti-corrosiveinc rod (15) or zinc plate 12) is provided n inleUoutlet
a cover and water passage cover, to prevent those parts contactedwith sea water from
o corrosion.
a When the cooler s working,coolingmedium for example, ea water)enters he upper

a group of the pipe bundles,and flows o the lowergroup of bundlesafter passing hrough he
water passage over.Finally t flowsout rom he outlet.The cooled nedium e.9. hot luid
o such as lubeoil or hot reshwater)guidedby baffleplates s flowing n the gaps between
o coolingpipes. t flows out aftercooled rom he outlet or hot fluid.
I
6.2.2 The lnstallationand Use of the Cooler
o
o a. Oval bolt-holesn the right ^and ideof the cooler addle re or anchorbolts.Eachbolt
o
a 6-6
o
a
o

o
a
o
aa
o
o
o
COOLING YSTEM
@
has two nuts.The firstone shouldbe screweduD. hen screwedout for suitable urns
o during oolererection. hesecondone s thenscrewed p so as to ensure he cooler o
a be fixedon the groundbutextendible s temperaturearying.
o b. All valesand pipesshown n Fig.6-3shouldbe connected. pace houldbe available
a for cleaning nd replace ooling ipes.
o c. Sequence or valve opening s as follows: ooling waterdischarge alve *cooling
a water inlet valve * hot fluid dischargevalve * hot fluid inlet valve.(Reverse
a sequences for shut-offhe valve.)
a d. The air ventvalve c) should e openedbeforeoperating. hisvalvecanbe closedonly
o afterno moreair butcoolingmedium n the outflow.
a e. Liquidmedium n the cooler houldbe completely rained ff afterengineshut-downn
o coldweather onditiono preventhe cooler romdamage ue o freezing.n the caseof
o enginestoppage or a long period, he coolershouldbe driedby compressed ir after
o drainedoff the liquidmedium, ll exposed urfaces houldbe greases,and all ports
o shouldbe covered.
o 6.2.3 Mainlenance f the Cooler

o 1. The cooling spacesshould be checked or residualgas, the cooling pipes fo r
a blockageby sundries n case the coolingperformance eing decreasedand th e
a resislancencreased.f every hing s normal, ooler leaning houldbe considered.
a a. Cleaninghe cooled pace outside ipes)
a
a Drainoff iquid,lushout pipe nletsandoutletswith pressurized ater.Closehole(f)
and openhole c) .Fill n sodawater rom hole d) until he owerpipebundles ave
o been mmersedn. Supplysteamwith a pressure ess han 0.3 Mpa to make he
a sodawaterboilingor several ours o dissolvehe deposit. fter hat,drainoffsoda
o water, hen flushout with aqueous olution f 2-3% sodiumcarbonate or several
a times,and finallywith plentyof hot water.(N.B. perators houldstandaway ro m
the pipeoutleb orsafetywhensupplying team.)
a
a b. Cleaning f the coolingwaterchamber inside ubes).
o Removehe nleUoutletndwaterpassage overs.B rush he pipeoneby onewitha
o pipe brush, hen flush out using pressurized ater.Attention houldbe paid not to
o damagehe pipes.
a 2. Gasketshouldbe placed f no effectof screwingn the nut upon eakageat joint
a
o
6-7
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o

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a
a COOLING YSTEM
o
o plants.
o
3. lf leakage as been oundat the oint of pipeand plate, epair an be carried ut by
o meansof tin soldering r expanding f the pipeend.Place he cooler ertically, lock
a the owerpipeendswitha woodenplugs.Leakage an be detectedf the water evel
o being owering. eakage ipeshouldbe replaced r repaired y wayof tin soldering.
a 4. Periodicallyheck he anti-corrosiveinc rod (or plate).lt houldbe replacedf more
o than 50% of it had been conoded.This can be done only by removing he small
o cover(1 ) or zinc rod(15).
O 5. Water test should be carried out after reassemblinghe cooler.No leakage s
I allowed.Test pressure s:
o a. Cooling pace pipe nterior) -0.4MPa
o
o b. Cooled pace outsirle f the pipe) 0.9MPa
o lf there exislsany discrepancy etween he above ext and cooleroperatingmanual,
t the manual or BLGseries ooler houldbe referredo.
o 6.3 SuperchargingAir Cooler
o
o The supercharging ir cooler, hown n Fig.6-4, s locatedat a placebetween he air inlet
manifold nd outletof the compressor f the turbocharger, he cooler s fixedon the end
o surfaceof inlet chamber ntegratedwith turbocharger upport. t is used to reduce he
o chargedair temperatureo as to increasehe densityof the air admittedn the cylinderor
O moreengineoutputand lowerexhaust emperature, nd to improve hermalstateof th e
o engrne.
o Thesuperchargingir cooler onsists f mainly he cooling ase 5),cooling ore(6),water

a inleloutletcover 1) andwater-passingover 13),etc.
o The coolingcore consisbof the big end plate 3), cooling ipes 6), cooling ins (8),small
o end plate 12)andsideplate 7),etc.
a Thereare fins on outersurfaceof the pipe.Finsare fixed o the pipe surfaceby way of ti n
a soldering o ensure a bettercontact.The joint betweena pipe and the endplate s a
o cylindrical rea ,whichcan be sealed ia expandinghe pipe end. Sea water lows nside,
o the cooling ipesas the coolerbeingused,charged ir lows n thespaceoutside he pipes.
Side plate(7) are used o fill up the space between he coreand the case, so as to force a[[
t the airto flow hrough apsbetweenins o improve eatexchange. eat s transferredro m
o charged ir o coolingwatervia irs andcooling ipes.
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o 6-8
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o COOLING YSTEM
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o Fig. 6- 4 Superc hargingAir Cooler
a
o The bigend plateof the core s fixed o he case,which he smallend platesmaller han he
coolerchamber s sealedby way of rubber ing 10) ightlypressing y pressure late 11 )
o upon he surface f the srnall nd plate.Thiscover s freely xtendiblen the rubber ingas
o the pipesexpanding henheated"O nesideof the big end plate s fittedwith nletandoutlet
o capson whicharrows ndicating ater lowdirection eingcast.A ttention houldbe paidno t
o to make mistakewhen assembling hese caps. Water passagecove(13) is fitted on one
side of the small end Dlate.Sea water flows around inside his cover to the outlet.
a Anti-corrosive lates (14) and (16) are fitted n the sea water chamber o weaken he
a corrosion ffecton the corecoverand end cover.
o A vent plug(2) s providedn providedn the upperpartof thewateroutlet,whichshouldbe
o
o 6-9
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o COOLING YSTEM
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t openedwhen illingwater o thecooler.

There s a draincock ocated t the owerpartof the case or dischargingondensaten the
I air chamber.
I
I 6.3.1 Maintenance f the SuporchargingAir Gooler
I Seawater s directly sed or he aircooler. he cooler anbe used or a long periodwithout
o reducing ts heat exchange fficiencyf the water beingcleanenough However,f there
a beingoilysoiland/orothermuddymatters n the sea water, eatexchange fficiency ill be
reducedquickly.P ipewallsor sealedsurfacesmay havesome problems n certain ases,
3 which affects he normaloperation f the cooler.Workingconditions f the cooler musr
e frequently e udged romvariation f the pressure nd emperatureifferences f charged
o air beforeand after he cooler, romexhaust emperature nd color.
o 1. Periodically pen he draincockof the air chambero discharge ondensate, specially
I in wet or rainingseason.Flow rate of coolingwater may be graduallyadjusted o
C increasehe air temperatureor reducing veneliminating ondensatef therebeing oo
o muchcondensaten the chanrber. owever,he loadshouldbe controlled ndersucna
case o ensure he exhaust emperature ithin he normal ange.
a
a 2. lf there being a lot of white smoke n the exhausl, he smokestill existseven the
o rneasure iven n point 1) had been aken or some ime. n thiscase,attention hould
be paid o check f the cooling ipedbeingbroken, r any eakage t the oint surface f
t the pipe and the end plate.Repairby way of pipe end expanding an be carriedout if
a only eakageat the oint surface.For the caseof pipewall brokenwhichcould not be
o repaired y sofi soldering,t is suggestedo usewoodenor rubberplugs o blockboth
pipeends.The cooler an henbe usedagain.
a
o 2 Evident ncreaseof the pressuredifference nd decreaseof temoerature ifference
o betweenwater nletand outietundersame engineworkingconditionsndicates here
beingdeposit nside hewaterchamber.
o
t 4 . Evident ncrease f the pressure ifference nd decrease f temperature ifference f
a chargedair lowing hrough he coolerundersameengineworking onditionsndicates
there being deposit nside the air chamber of the cooler. The core should be
o dismountedor cleaning f above (2) and (3) had been the case. The pipe can be
o cleanedby brushand flushedby water, hen dried by compressedair,For pipeexterior
a and gapsbetweenins, oosedeposit an be blownawayby compressed ir,whileoily
layercanbe removed y immersinghe core nto hotwater or cleaning nd hendried
o up by compressed ir.
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a 6-r0
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o STARTINGYSTEM
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t CHAPTER STARTING YSTEM
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a Fig.7-1Starting ystem
a Purpose f the starting ystems to ensure hat he coldengine an easilybe started
I providedhat heambientemperature s not ower han+8C Thestartingystem onsists
o of the air bottle 8), air lilter 9), mainstarting alve 10),air distributor11),starting
e accelerator1 ),startinguel imiter3),startingalve 4)startingontrol alve 7)andcontrol
airsource ystem 5)with0.6MPa ressure. hecontrol ir source ystem 5) consists fa
t changeoveralve, ir iller, ressureeducingalve, afety alve, huttle alve, ne-way
o valve, noilsprayer,nd heairbottlewith0.6MPa ressure tc .
I
Before tartingheengine,he Jischargealve f theairbottle 8) should eopened. he
I starting ir flows henvia heair' llter 9) nto hechamber of themainstiartingalve 10),
o waitingor enteringhe air mainpipe.O nebranch f theair lows ia hecontrol irsource
a system5) with ts pressure eing educedo 0.6MPa nd mechanismf the barring nd
start inkage,henentershe nlets f the starting ontrol alve 7) andvalue ixer.T he
a 7-l
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a STARTING YSTEM
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t three-position-four ay valve (6) acts as ihe changeover alve or the engine-side r remote
a operation ontrols. herefore,he leverof the valveshouldbe sefion the "ENDINE-SIDE'
f position efore tartinghe engine.
o When the changeover alve for the baning and starting inkagemechanism s at the
a starting position and after the handle of the operatingcontrol box is turned to the
"WORKING I " position,when the handle of the startingcontrolvalve is moved to
I 'STARTING'position,
he starting ontrolvalve 7) is opened.The compressed ir enters
t the top chamber K of the main startingvalve (10) which is thus opened, and the
I compressed ir waiting n the chamber of the mainstarting nters hamberC immediately,
o and then lows nto he air nletpipe,air distributor11)and starting uel imiter 3).The air
a distributor istributeshe airaccordingo the ireorder o open he starting alve 4) of each
cylinderby burning.Compressed ir from he air inlet pipe enters he cylindero push he
o pistondownand herefore otate he engine. t the same ime,when he mainstarting alve
o is openedand the enginestarts, he startingaccelerator 1) is actuatedby the compressed
a air coming rom one air line, pulling he fuel control od to increase he fuel injected nto
cylinderswhile the starting uel limiter (3) limits the fuel injected nto cylindersat a
a appropriate olume o prevent he engine romstartingudely.
a
t As the engine unning t a certain peed,self-ignition f the injecteduel s realizedwhich
can be udgedby listeningo the exhaust ases.The starting andleof the starting ontrol
o valve (7) shouldbe movedas soon as possible o the originalpositionafter successof
a starting. he starting ontrol alve s then closed,air distributor nd starting ir pipingar e
t relieved,he starting alve s closedand he starting rocesss completed.
o When he changeover alve or he barring ndstartinginkagemechanisms at the position
o of the barring, he starting ir s cutoffand he dieselengine an notstart.
o 7.1Air Distributor
a
o Air distributorhown n Fig.7-2controlshe starting alve n the cylinder ead o be opened
by starting ir in the sequence * the firingordel allowing he compressed ir to enter he
o cylinder o start he engine.
a
a Thedistributors located t the reeend ofthe engine. n central artofthe distributor,h ere
is a startingcam (12) itted n one end of the camshafi. he cam is so designed hat the
o enginecould be startedno matterwhich position he crankshaft eing.
t
o Thereare two ring grooves A) and (B) n the housing f the distributor7), and eightslide
valves (6) and (11).A pipe at the outletof each slidevalve (C) connects he distributor
o accordingo the firingorder o the staring alveof the cylinder. here s alsoan air nlet or
a chamber A). Compressed ir entered hamberAfrom he mainstarting alvepushes pool
I (11) oward he cam. As hole (C) being openedby shoulder f the spool,compressed ir
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7-2
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a STARTING YSTEM
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o flows throughhole (C) to corresponding ylindervia a pipe to open the startingvalve, and
o then rotates he canshafi.Everyslidevalve s thenopenedat 50AfrerT.D.Cby turnwith a
a periodof ggoCA.
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o Fig. 7 2 Air Distributor
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a When he starting rocess ompieted nd chamber A) relievedromcompressed ir,slide
valve(11) s returned y spring 4) and disengagesrom he cam. Hole(C) is cut off from
o chamber A) but connectedo (B).The section f compressed ir pipe romair distributoro
I starting alve s relieved s air being eleasedo atmosphere ia chamber B) .
a Thereare "O"rings n innerand outersidesof the holder 1) or sealing.
I
a 7.2 Main Slarting Valve
o The mainstarting alveshown n Fig.7-3 s sucha major omponent hich s swift o supply
a compressed ir to the starting alveof everycylinder or engine tarting, nd o relieve he
o starting ipe-workromcompressed ir .
o Compressed ir with a pressure f 3MPa rom he air bottle lows ntochamber A) hrough
I hole P), he valve 19) n thiscase s closed.P iston 15) n the upperpartmovesdownas it
o receiving he starting ignalvia hole K from he slarting ontrol alve n the localpanelor
a 1-3
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o STARTINGYSTEM
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o from a remotecontrolsystem, o open valve (19). Compressed ir enterschamber C) ,
I flows to the inlet pipe for staftingvalves in cylinderheads. Compressed ir is then
o distributedntobranchesor entering tarting alveof eachcylinder. asedupon he signal
from he air distributor ,ompressed ir flows nto he cylinder n the sequence s the firing
a order o pushdown he piston nd startengine. he rubber heetof valve 19) s pressed y
I the bottomof piston 15) o cut off he connection f chamber C) and hole (O),preventing
a the air n chamber C) rom eakagehrough ole C).As thestarting rocess ompleted nd
o the enginebeing n normal perating, ole K) s relievedromcompressed i1 piston 15) s
returned y springs 16)and (1i'),valve 19) s closed.Compressed ir in the inlet pipe or
a starting ir s relievedo atmospherehroughhole C) via he central ole n piston 15).An y
a heat ransferredrom he starting alvecanbe rejected ia hole O) .
o
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o Fig. 7-3The Main StartingValve
o
a There wo holes n chamber A),orreof them s for connectingo the manometeror starting
air n thecontrolp anel o indicatehe pressure f starting ir, he otherone or connectingo
o the pressure educing alveand air ilter, tc. or conholling ir source.
o A hole s provided n chamber C) or connectingo inletof the air distributor. ir distributor
o will receive ompressediras air entering hamber C).Opening r closing ignals re hus
O emitted.
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a 7-4
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o STARTINGYSTEM @
o r \w,. cE€
o 7.3 StartingControlValve
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o Fig.7-4 Startingcontrol valve
The starting ontrol alveshown n Fig.7-4 is installedn localcontrolp anel.Thisvalve s

a openedby starting amas the handlebeingmoved o the starting osition. ompressed ir
o directly lows o top of the mainstarting alve hrough his valve o open he mainstarting
o valve.
a The valvebody s dividednto wo chambers:he oweroneconnectedo hole P) s the nlet

I chamber,he upperone is conrected o hole (A).These wo chambers re separated y
valve 9),of whichsealing s the oil-resistantu bber ulcanized n the valve ace.A release
o spring (11) is fitted n the lower part of the valve.Compressed ir enters he valve through
o hole (P) as valve 9) closed,hole A) connectedo atmosphere. alve od (5) movesdown
o controlled y starting am (3) o openvalve 9),compressed ir lowsout via hole A). n his
o case, bottomof the valve rod contactswith the rubbersealingsu face o tight hole (O).
When the startingprocesscompleted, he handle s restoredand the valve released,valve
o rod(5) s returnedo the original osition y spring 13).Valve 9) s closed.Compressed ir
I in the chamber onnectedo hole A) s relievedhroughhe central ole O) n valve 9), he
o pipe-work onnectedo hole A) s also elieved.
o There are notches or two positions f handle 1) with an indicator o show the working
a statusof the handle.
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a STARTINGYSTEM
a
o 7.4 Starting Valve
o
o A starting alveshown n Fig.7-5 s fittedslantinglyn eachcylinder ead.Compressed ir
fromchamber C) of the mainstarting alveenterschamber A) when starting,w hilevalve
o (2) s closedby upperspring 6). Piston 8) movesas compressed ir coming rom he air
I distributorhroughhole K), o openvalve 2), airwaiting n chamber A) enters he cylinder
o immediatelyo pushdown he piston or engine tarting. troke f the starting alve 2)is
a Z€mm. Stroke houldbe controlledn thisvalue n case he starting alvebeingdismantled
and reassembled. hen i tted hevalveonto he cylinder ead,attention houldbe paid o
O
tight wo boltsevenly, nd to cheekat hole (K) n the upperpirt if piston 8) can be freely
o moved o avoiddeformation f thevalvecoverwhichmayseize he piston,m aking hevalve
o ineffective.
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o Fig. 7-5StartingValve
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o 7-6
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a Y STEM
STARTING
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o Fig. 7-6StartingAccelerator
I
a The startingaccelerators mountedon the platformof the camshaftw ith the ball head screw
beingupwards, ligningwith he imiting rm of the fuelcontrol od.At the beginning f the
I
starting of the engine, he oil pressure of the hydraulicgovernor has not yet been
o established. t this ime, he starting ccelerator ill push he uel control od o supply ue l
o to the engine o as to start he engine apidly.
o The accelerators a pneumatic ervo,with a piston 5) mountedn the cylinder 4). On the
o piston,a ball headscrew '1) s mounted.W hen starting f the engine, he compressed ir
a from he air inletpipeentersholeA, liftsup the piston ogetherw ith he screwand pushes
o the limitingarm of the fuel control od. At t he t ime, the rod rotates n the directionof
increasing uel. In this case, the fuel injectionpump will supply certainamount of fuel into
a cylinders nd he diesele ngine n the starting oursewillsoonbe ignited nd started.W hen
I the starting rocess s completed, ir n the pipelines relieved. iston 5) of the accelerator
I resetsunder he actionof spring 6)and s out of the uelcontrol od .
o 7.6 Fuel Limiter
o
The fuel limitershown n Fig.7-7 are mountedon the f the camshafl,placed
o against he limiting rmon the uel control od. t actsas the function:.duringhe starting f
o the engine,t can imit he uel njectedntocylinderso avoidan extremely ighspeedof the
o engineafterstarting.
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a STARTINGYSTEM
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a Fig.7-7 Fuel Limiter
o How does the Fuel Limiterwork?

o ScrewholeA is connectedo the mainair-starting ipe.W hen startinghe dieselengine, ir
o comes hrough he screwholeand pushespiston od (6) o the rightside at the sarne ime,
a limitsleevebanel (7) s pushed u the leftsideuntil he end aceof piston 4) s stopped y
a the efiend aceof limitsleevebarrel 7).At this ime,ballscrew 12)at the rightend of th e
piston od is placedat the adjusted osition o prevent he fuel control od fromrotatingn
o the fuel increasing irection, hus the fuel injected nto cylinderswill be limitedat th e
o adjusted alue.Whenstartings completed,he compressed ir s relievedhrough he main
O starting alveand piston od 6) resets ndertheaction f the spring 5).At the ime, he ue l
a control odcanreceive he actuation f the rocker rmof the governoro control uel.
o On top of the rightside,a fuel imiting crew 11) is fittedof which he position s adjusted t
o the maximumoadof theengine. fteradjusting,he screw s sealedwith ead,so the screw
o limib the maximum uel amountsupplied nto cylinders o avoid overloadof the diesel
engine,
o
I 7.7 Air Filter
o The filtering lementof the air flltershown n Fig.7-8 is composed f threesections. he
o uppersection 14) s madeup by three ayersof copperwire ubricsof 80mesh/inch2n a
a seamless teel ube.A platewith a central hreaded ole s weldedon top of this section,
while a support ing s welded n the bottom.A screen plate s welded n bottomof the middle
a
o 7-8
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STARTINGYSTEM
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section 7) whereno mesh n the cylindricalurface. reinforceding s welded n the upper
o part,whilea water ing 12) s fitted.Designof the bottom ection 8) s similaro thatof the
o upperone. Threesections re bolted ogether y usinga longbolt (13), and supported ia
the support ingwhen itted n the filterand pressed y a spring oadon the top.Air enters
o from the uppersectionand flowsaxially hrough he middlesection, eavingwaterdropsand
O dust behind his section.The air reaches he bottomspaceand flows out via the outlet.
a Wateraccumulatedn the bottom ection nd n bottom paceof the iltercan be drained y
o periodicallycrewing ut bolt 11).Filtering lement houldbe takenout by removing over
(2) aftera period f operation ndcleaned n cleandieselo il and hendriedby compressed
a air.
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a Fig.7-8Air Filter
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o 7-9
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o STARTINGYSTEM
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o 7.8 Air Bottle
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o --17
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o d.s.
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o Fig.7-9Air Bottle
o ir orengine tartings pre-compressed ya compressorn dstoredn heai r
o bottle hownn Fig.7-9.Maximumervice ressureor heairbottles 2.94MPa. apacity
a of an air bottle s 300L.Amou'nt f air in the air boftlewith a pressure f 2.94MPa s
a sufficientor6 times f engine larting.hebottle ody 8) swelded sing oil er lates,he
head 7) s boltedo thebody yrneans f fourboltswitha bronze him orsealing.
.
a Deliveryalve 3), nlet alve 16), afety alve 24), rawoffvalve 2) anda valve or he
I manometer6) are ifted n the head.Pipe a) s for connectingo themanorneter.alve 6)
o 7-10
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o STARTING YSTEM
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o mustbe openedas charging ir o the bottle.A ir pressure houldbe frequentlyo avoid he
t dangerof too highair pressuren the bottle ue o the neffective anometer.
O Location or the air bottleshouldbe convenientor checking he bottle.Bottle n vertical
o position s recommended.f the bottle s placed ongitudinallylong he ship, t is necessary
a to make he bottomof the bottle owards he stern.The inclined ngle owards he stern
o should not be less than 100.At this time, water-dischargeube (1) shoutd be bent to the
lowestposition f the air bottle or he sakeof discharging atereasily.
I
O 7.8.1 Inlet and Outlet Valves
t There are trapezoidalhreads n outletvalve stem (3) for screwing nto valve cap (14).
I Valve 15) s pressed o the seat (11)by valvestem (10) Stemand valve (15) are flexibly
a connected, alveseat centering an thus be automatical lynsuredwhichresults n tightly
o closedofthe valve.Thevalvecanbe openedor closedby turning and-wheel12),tomake
it easy, he hand-wheel an be turned o and fro to strikesoftly he stopper 13). Conical
o headof the valvestem ightlypressesupon he valvecap for sealingwhen he maximum
o valve opening eached, his is convenient or packing eplacernent hen valve opened.
o Designof the nletvalve 16) s the sameas the above-mentionedelivery alve.
t 7.8.2 Safety Valve
o Rubber alvesheet 23) s fitted n the bLtcketalve 22) and s pressed pon he valveseat
o (24) by spring 19) via springholder 21). The valve s automatically pened o release
a someair as the orce rom he air pressure einghigher han he pre{ighteningoad of the
) spring n the case of air pressure eing higher han 3.14MPa. he valvewill be re-close
o when he air pressure eing ower han2.8MPa.
; The adjusted crew (18) s to adjust he jumpingpressure f the safetyvalve,which as

o beenadjusted nd ead-sealed y cap (17)at the delivery,t mustnoi open n order hat he
o tension f the spring s changed nd he safety alve ailssafe.
o The valvesheet shouldbe repiaced f the sealingbeing neffective s the sheet material
o deteriorated y corrosion.Materialor the sheetshouldbe hardyoil-resistantu bberwitha
o Shorehardness f 75-85.
o 7.8.3 Draw off Valve

t Condensate f vapor rom compressed ir will accumulate in the air boftle.The draw of i
t valveshouldbe openedeveryweek n general o drain he condensate long pipe (1). n
o this case, heremust be some air spurtedout with the condensate.
o Designof the drawoff valve s the sameas the valve or manometer. he valvestem 6) s
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o 7-tr
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O STARTING YSTEM
o
o threaded. here s sorne eadedalloy n grooves n eilhersideof the valveplate or sealing.
o The valvestemshouldbe moved o ts op position s thevalvebeingopened, o ensure he
I sealingsurface leadedalloy) ightlycontactedwith the cap (5), preventing he air from
leakage ia threaded an of the stem.
o
I If the air tightness f the safetyvalvebeing no more n efiectdue to deformation f th e
t sealing urfaces,he eaded lloycanbe re-casted.
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a 7-12
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o CONTROLYSTEM
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o GHAPTER8 CONTROLSYSTEM
a 8.1 Principleof ControlAction at localengine
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o 6):Connecte not€oir sorrcp ron o./tslde
o
o Fig.8-1Principleof the control system
I 1.air bottle 2.main air filter 3.main startingvalve 4.manometer 5. air dishibutor
o 6.startingvalve T.startingoil quantity imiter S.speedcontroller 9. shuttle valve
l0.control box 11. value fixer l2.control handle l3.starting control valve
t l4.conversionvalve 1S.oil sprayer 1G.water-separatingas filter 17.cut-offvalve
a l S.manometer l9.security valve 20.air bottle assembly 21 check-valve 22.relief
o pressurevalve 23.low-pressureir bottle assembly 24.emergency top device 25.
o barring nd starting nterlocking echanism 26.starting ccelerator.
o
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o CONTROLYSTEM
o
o Fig.8-1 shows he principle f controla ction.Reference houldbe made o Chapter7 fo r
o the unction nd constructionf major tarting lements.
o As shown n Fig.8-1 the partswith he number 15)-(23)are he control ir sourcesystem
a with he air pressure f 0.6MPa.
o
o 8.1.1 Starting
o At the first,open the outletvalveof the air bottle(1), nd move he controlhandle 12) o
o "WORKING I "position, hen move he lever 13) o the "STRATING position, hus he
enginestarts. n this case, he changeover alve of the barringand starting nterlocking
a mechanism houldbe 'STRATING" oosition.R eference houldbe made o Chaoter7 fo r
a theworkingprinciple.
o 8.1.2 Operation
o
o The ever 13)shouldbe returnedo itsoriginal osition s soonas the startings successful.
o In this case, he speedof the enginedependson the position f the handle 12), .e. he
larger he angleof handle owards he direction f working,he higher he engine peed s.
I However,he correct peedshouldbe readon the achometern the nstrurnent anel.
o
a The ifi ofthe value ixingcamdepends n the position fthe handle 12),The pressurized
signal s delivered y the value ixer 11) accordingo the iftof the value ixing am,which
o flows via the shuttlevalve (9) into the one-way hrottlevalve and the speed regulating
o cylinder f the speedcontroller8) o make he pushing ar of the speedcontrollerm ove o
o control he arm of the governor o as to change he springpre{ightening orce of the fl y
weights ,so the governorcontrols he supply system ,and thus the engine speed is
a controlled t an appropriatealue.
o
o In case hat he value ixeror the speedcontrollers outof order o fail o control he engine
speed, he enginespeedcan be controlled y the emergency andlebeside he governor
o (see Frg. 9-3 n Chapter9).
o
o 8.1.3 Shut-down
o Move the controlhandle 12) to the "SHUT-DOWN" osition, he fuel injectionpump s

o forced o stop fuel deliveryby meansof the fuelcontrol od and the arm movedby the value
fixingcambehind he control oxvia he ie rodand he claw ocker-arm.he engine s thus
I shutdown.
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o 8 -2
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a CONTROLYSTEM
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O 8.2 Control Box
a
o The handle 6) of the control ox shown n Fig.8-2, s for controllinguel amount or engine
shut-down,normaloperation speedcontrol).Differentpositionsof the handleare shown n
o the ndicator oard.
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o Fig, 8-2 Control Box
a In the handlebase 2), hereare a locating in (1),and hreesprings 5).The pin nsertso
o the pin holes n difierent ositions. onsequently,andle 2) can only be movedas it ha s
a been ifieda littlebit or he pin eaving ts hole.The spring s used or he pressing he plate
o (4) to prevent he handle rom losingdue shock arisingduring engine operation.A fter
engine peedbeingset, he handle an be lockedby tightening andlenut (3).
o
t The value ixingcam (8) is fitted n the rearend of the handle haft 7).When the handle
a beingset in "WORKING " position, he tie rod (10) connected ith the value i xingcam
release he control ffecton the uelcontrol od via he claw ocker rm (9) and at the sarne
o time he value ixingcam presses own he valvesleeveof the value ixeras a resultof a
o limited uelamount njectedntocylinderhus he engine tartswith he appropriate peed.
o After he engine tarting eingsuccessful ndwhile he handle eingmoved lock-wise,he
a rockerarm (9) has no controleffecton the fuel control od but the value ixerwill change ts
o lifeaccordingo the positionn which he handle s set and he value ixer 14)will ollow he
o liftdelivering ompressed ir with different ressureso the speedcontrollero conhol he
governor,hus he engine peed s controlled.
o
o
a 8-3
o
o
o

a
o
o
a
o CONTROLYSTEM
t
a When he handle 6) s set n the "SHOUT-DOWN"osition,he uel control od s forced o
o the position f fueldelivery topby the ie rodand he claw ocker rmwhichare connected
o with he value ixingcamand he engine s thusstopped.
o Thereare a two-position-three-way alve ('11)w hich s usedas the starting ontrolvalve.
e Whenstarting r trying tarton starting irwithout uel njection, ullout he spacing in(12)
o and movedown he handleof starting onlrol alve o the "STARTING"osition o open he
o starting ontrol alve, heengine s then otated. s the handle 6) ofthe control ox s in he
'SHUT-DOWN" position, starting he engine on starting air without fuel injectioncan be
o carried ut, f the enginehas beenshut down or an appreciableengthof time, t shouldbe
a startedon starting ir without uel njection nd all tesl valves n cylinder eadsshouldbe
I opened o check f anywateror fueloil n the cylinders.
a There s an another wo-positionthree-way alve(14) or resetof the engineemergency
a braking evice.
o lf the user buy the remotecontrol n our company,w e shouldsupplya changeover alve for
a engine-side ontrol and remotecontrol. t should be noted the handle positionof the
I changeoveralveduring he enginebeingcontrolled.
o 8.2.1 ChangeoverbetweenRemoteand Engine-sideControlsduring Operating he
I Engine
o a. Changeoverromengine-sideontrol o remote ontrol
I
a Firstly,move the speed controlhandleon the remotecontrolconsole o the positionon
o which the enginespeed correspondso the one under he engine-side ontroland then
move he handleof the changeover alve rom "ENGINE-SIDE"osition o the "REMOTE
a CONTROL'posilion. gain,move he handle 6) to its maximum osition fter he engine
O speed becomingnarmal one and put the locatingpin (1) into its pin hole. NoW the
I changeovers completed.
o b. Changeoverrom emote orrtrolo engine-sideontrol.

o Firstly, ull out he locating in (1) rom ts pin holeand move he handle 6) to the position
o on which the enginespeedcorrespondso the one under emotecontrol, hen lock he
o handle 6) by turning he nut (4).Againmove he handleof the changeover alve rom he
t "REMOTECONTROL'position o the "ENGINESIDE" osition.Now, he changeovers
a comoleted.
o 8.3 ValueFixer
o Value ixer s a pneumatic-6snlpi:,lled
lement or the engine peed. t has wo ypes,one s
o
o
8-4
t
o
o

t
a
e
t
CONTROLSYSTEM
o
o
o thevalue ixerused orengine-sideontrol, nd heother s forremote ontrol. heirbasic
I structure and principleare identical.The value-fixer or engine-sidecontrol is of
o tube-connectionype,of which he nput ir source ressures 0.6MPa, eeA in Fig.B-3.
The one for remoiecontrol s of plate-connectiony pe, of which the input air source
o pressures 0.6MPa,eeB n Fig 8-3.
o
o
a
o
o
a
a
a
a
o
t
o
o
o Fig. 8-3 ValueFixer
a
Lettersmarkednear he nletand outletof valvebody 1) having he ollowingmeanings:
a *air inlethole,A*air outlethole.Theworking rinciple s follows:
o
o he
2)
s
go
air source lows ntocavity isa holeP lf at that imevalve
has been forced o downwards or a certaindistanceby the value-fxing cam,
a steeve
under he actionof spring 16), he valve od (3) goes alongwith he valvesleeve o valve
I plate 7) on the owerpartand reaches alveseat (12) on balance iston 6).The passage
o fromcavitiesb to c is thusclosed.A t this moment, i nce he pre-tighteningorceof balance
o spring (8) is larger han that of valve rod spring 16) on the upper part, he valverod is
stopped.While the valve bush continues o go downwards, alve seat (14) mountedon
o valve sleeve (2) will go away from the valve plate on valve rod (3), the passages rom
o cavities to b willbe opened;huscompressed ir s hrottled nd henwill go into he cavity
t b. As a result, he pressuren the cavityb will riseup and he compressed ir goes out rom
the holeA. Since he orce hatbalance iston eceivesromabove s higher han tsoriginal
a pre{ightening orceof the balani:e pring, he pistongoesdownwards.When the pressure
o in the cavityb reacheshe adiusted alue, hevalve 14) s shutand he acting orcesabove
o and under he balance iston s balanced achother.After hat, he pressuren cavityb is
o kept steady.When valve sleeve (2) is controlledby the value-fixing am and movesagain
a 8-5
o
o
o

a
o
I
o
o CONTROLSYSTEM
o
o downwardso a new position, he value ixerwill repeat he above-mentioned otion.Bu t
o the outputpressurewill be changed o a newstablevaluewhich s a function f the axial
o displacementf the valvesleeve.
I After valve sleeve 2) resetsand movesupwards,he pressing orceof valve (12) will be
o relived nstantaneously.h e compressedir n the cavityb is led o atmospherehroughhe
o cavityc and he pressures reduced. he orceof balance pring s higher han he air orce
actingon the balance iston, o the piston oes upwards ntil he pressuren the cavityb is
a reduced o the adjusted alueandvalve 12) s shut.Whilevalve 14)on the upperpartwill
t be in closed state. As a result, he output pressurewill be reduced o a slable value
o correspondingo the ift of the value-fixedam.
a The outputof the value ixer s 0.1-0.6MPa r 0.6-1MPa. he outputair is led nto he
o speedcontrollero control he governor nd stepless ariable peedcan be obtained.
a 8,4 SpeedController
o
o Speed s a action elernent or remote controlsystem, t can control the engine
a speedaccordingo the signalw hich s sentby valuevalve n the remote ontrol ystem.
'l Speedcontrollers consisted y speed controlseverwith diaphragm ype and one-way

I throtlle alve. he pressure houldnot be exceed0.49MPa.
o
I
I
O
a
o
a
o
a
o
o
t
a
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o
o
a 8-6
o
o
o

a
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o
a
o CONTROL YSTEM
o
o Fig. 8-4SpeedController
I
o In he speedcontrol everwithdiaphragmype, ubber iaphragm11)and pushing od 14),
the up and downsupporting latesof diaphragm 10), 9) s connected y nut (13), on the
o top of the diaphragm s fittedbalancing pring 12),while on the top of the pushing od
o connect hrough inge oint 16)via swing od (3) and rotaryhinge 1). When he pressure
a of the compressed ir fr om the value fixer increases,he compressed ir flow into the
chamberB via the holeA and then he throttle alve (4). The pushing od (14) s pushed
I upwardby the compressed ir ill he pressure f the compressed ir n the chamber B) s
o balancedwith the pressed orce of the balancespring (12) and the pushing od at the same
o time stops a position; ui when the pressure f the compressed ir from the value flxer
a decreases,he pushing od s pushed ownby the pressed orceof the balance pring 12 )
and the compressed i r the ChamberB flows back o the ixervaluevia one-way alve 5)
t and the hole A till the oressure n the chamberB is balancedwith the pressed otce of the
a balance pring 12) and the pushing od stopsat a new position.D uring he movernent p
t and downof the pushing od, t make he swinging odconnected ith he speed egulating
o shaft of the governorvia a set of control inkagesswing o move he fuel control od so that
the enginespeed s controlled t a correspondingpeed.
I
o The open of the throttle alvehas been adjusted n the Factory or delivery.f the engine
speed s foundunsteady uringoperation f theengine, he openof the hrottle alveshould
o be readjusted y the user or a steadyengine peed.
a
a 8.5 Shuttle Valve
o
a
o
o
a
a
a
o
o
o
t
o Fig. 8-5 ShuttleValve
o The shuttlevalveshown n Fig-8-5, s a two-way heckvalve,which s connected o an
o
t
8-7
a
o

o
o
o
a
a CONTROL YSTEM
I
a actuatorand two commandelements n the remotecontrolcircuit.When the valve is
o connected o the channelbetweenone of the commandelementsand the final control
o element, t plays a functionof closing he channelbetween he actuatorand the other
a command lement.
o Valebody 4) s madewith hreeair holeA, B and C, and s eguipped ithvalve 2) of which

a are equippedwith rubber valve clack on its both ends. A and B are air inlets, but
compressed ir will not come nto hemat the same ime.When air entersA, B is shutan d
a viceversa,C is an air outlet.
a
o The shuttlevalveworks ike his.When hole B is let to atmosphere nd compressed ir
entersA, valve 2) s pushed o the rightsideby the air o blockair hole B. At this ime,A is
a connectedo C andair flowsout hroughC, and s let o the actuator.When holeA is let to
o atmosphere nd air comes nto holeB, valve 2) s pushed o the eftsideand air holeA is
o blocked. t thismonEnt,B is connectedo C; air lowsout hrough oleC, is let o the same
a actuator.
o
o
o
o
a
a
o
a
a
o
o
a
t
o
o
o
a
I
a
o
a 8-8
a
O

o
o
o
o
a GOVERNOR, OVERSPEED
IMITERANDMERGENCYRAK'@
o ,- 'v' llE c,
o
o CHAPTER9
o GOVERNOR OVERSPEEDIMITERANDMERGENCYRAKE
a The oadof an engine s frequently aryingduring ts operation,or example, hangeof the
o numberof electrical onsumersor an engine or powergeneration r the loadvariation f
a the propeller n the case of a stormor part of the propeller eingout of the water or a
o marineengine. n otherwords, he loadof an enginemaysuddenly ncrease r decrease.
o The engine s endangered o runaway f the load is decr easingwhile the injected ue l
remains nchanged. n the contrary,he enginespeed s to be apparently ecreased ven
I be stopped f the oadbeing ncreased hile he njecteduel remains nchanged.
I
o In the governing ystem, he lever-type ydraulic overnor f modelYT111VGs used or
the marinemainengine, he rneter-typeydraulic overnor f modelYT111V or the motive
o machine f generatorsor marine nd stationary pplications-
o The governor s easilycontrolledhrough he pneumatic lement speed ontrolle$rom he
o localor the drivepanel.Furthermore,h ere s a set of manual mer gency ontrol eviceon
I the governor, hichmaycontrol he speed-governorn case he pneumatic lement s outof
o order.
a In addition, he overspeedimiter s also provided o protect he engine rom runaway n
o case he governor eingout of work.The imiterwillbe in effectas the enginespeedbeing
a higher han '112o/o-115o/o
of the ratedspeed. n this case, he oil-doormakes he speed
o decrease o under he rated peed.
o 9.1 Driving Gear or the Governor

o The governor nd over-speedimiterare symmetricallyo cated n each side of the engine
a rearcover.Eachof them s drivenby thecamshaft earwheel itha similar riving earan d
o witha samespeed,but he drivingmechanisms independentr omeachother.
o The drivinggear s conposed of a horizontal haft and a verticalshaft.
a
t A helicalgear (14)anda segmentgea(15)are ittedon the horizontal haft(9),w hich s
supportedon a holder itted with a rollingbearingof type 206 (16) and two opposite
a single-row ngular ontac tball bearings f type 36205(11). elicalg ea(14) is matched o
o the camshaft ear.
a The hollow ertical riving hatt(2O)s integrated ith he segment ear.There s a triangle
o spline near he top end face, ntowhich the governoror overspeed imitershafi s inserted.
a The segmentgear s matched o that on the horizontal hafi,The vertical haft otates s
o the camshaffs rotating.O n vertical haff(20)hereare wo angular ontactb allbearings f
I
9-1
a
a
o

a
a
o
O
I IMITERANDMERGENCY
GOVERNOROVERSPEED R AKE
@
a
o type 36107 itted,which are fitted nto the verticalhole n the governorstiand. he side
o clearance f gear can be alteredby way of varying he thickness f shims(22)and (4).
a Thickeror thinner hims houldnotbe usedwhen replacingheseshims.
a
o
a
a
I
o l-"-.-
a
o
o -...di
o
a
o t-- '
-'.: -'
o a_- -:--'
3--'-' --'
o -.-.---.-
a
o L--"'
L--.'
,_._-----'
a
o Fig. 9-1 DrivingGear of the Governor
a Thereare locating ins between tand(3) or the horizontal haftand he rear coverof th e
a engine,as wellas stand 3) and the stand 1) for the governor.Marking s required efore
o avoid mistakes they are quite
a dismantlinghese driving
similar.
o Gearsand bearings re ubricated ith ubricating il rom he connector2) .
o
a 9,2 VariableSpeedHydraulicGovernor
a 9.2.1 Brief ntroductionof the Structure
,
The ly-weight24) s thespeedsensing nd s fitted tsstand 30)which s drivenby gearof
o the driving haft 31).The driving haft s a component ith resilient evice(37), here s a
o oil-pumpdriven gear in the lower part ot the shaft, which is matched o the gear of the
a rotiatingleeve 8) to form a gear pump.The sleeve 8) s drivenby maindriving hafi 1).
Both he lyweight nd ts standare rotating uringengineoperation.
9- 2
a
a
a

o
o
o
O
o covERNoR ovERspEEDIMITERAND
M ERGENCY
RAKr
@
o lv*c.
a
o Jr
o
o
o
o
o
o
o
o
a
o
o
o
o
o
o
o
o
o
o
o Fig.9-2 he HydraulicGovernor
o
The oil inlet holeD of the rot On top of the fly-weight there s the governorspring (23) with
o its settingdevice,Engine peedcan be alteredby rotatinghe speedregulating haft 19 )
o whichcan ooseor tight he governor pindle.O n the shafi 19) s mounted he limiting rm
o (18) and on the governor ody s the limiting crew (17) o limit he rotatingangle of the
o speed egulating haft.On the shaftoutside he governor ody s mounted he emergency
controlmechanismor the governor see Frg.9-3).The elnergency ontrolmechanisms
o connectedwith the speed controller ia lever,which can control he governor n th e
o pneumaticmode or the manualmode.The lower part of the tappetof the fly-weights
a connected ith he loating od 10),the pperpartof he tappet s connected ith he ie-rod
o (21 of engine-shutdown.
The floating od (10) s equippeci ith 3 hingesA, B, C. The hingeA is connected ith slide
o valveplunger 9),B with ly-weiEhto llow-upod (11)and C withsmallcompensating iston
o
o 9-3
o
o
O
o

o
o
oa
o GOVERNOR OVERSPEEDIMITERANDMERGENCYRAKE
o
o (2\.
o The rotating lidevalvebush 8) s connected ith he chamberH on the upperpart of the
I powerpiston 33),oil pump 34) and he pressure ccumulationylinder. wo gearsof the
o oil pump are mountedon the above-mentionedwo drivingshafts, espectively. he oil
pump s equippedwith the reversing alve(35),which can supplypressurized il during
o both aheador astern urningof the engine.Thereare piston 36) and spring 32) n the
I pressure ccumulationylinder,n whichan overflow ate s provided o maintain stable
o oil pressure.H ole E) n the bush 8) s connectedo thechamber underpowerpiston 33),
o while he hole F in bush (8) is connectedo the oil sump.Powerpiston 33) s connected
with the arm (25) on governor utputshaft 26) by rod (28).When the powerpiston s in
o action, he shaft(26) s rotating longwith it. A compensatingockerarm (14) s fittedon
o shaft(14). onnecting-rodf the big compensation iston(7) nd compensationockerar m
o (14)are connected y stroke ontroleverofthe bigcompensationiston(15). trokes f big
compensation istons can be changedby means of rotatingcompensating egulation
o pointer 13) o change he position f the supporting oint O'.
o
o The governor utput haft 26)outsidehe governor ody s equipped ith he driving ocker
arm(27),whichs connected ith he uelcontrol od of the engine ia he bufferbarrel. he
o small hole in the chamber under arge and small compensating istons 4) and (2) is
o connectedo the oil sumpvia a compensatingeedle alve.
o
a
a
o
I
o
o
O
o
o
o
o
o
a
o
o Fig. 9-3 EmergencyControl Mechanismof the Governor
o
o 9 -4
o
o
o
o

t
t
o
o I MITERAND
GOVERNOROVERSPEED MERGENCY
R AKE
@
o _ v. *,r,
a 9.2,2. Working Principleof the Governor

o
o (1)Stableoad.
t The ly-weights24)andslidevaiveplunger 9) are n theirnormalp osition s shown n Fig.

o 9-2,.At this ime, he hole E of the rotation lidevalvebush s coveredby the ring andof
slidevalveplunger 9) . The powerpiston 33) s n sucha position et or theengine peed
I and oad evel.
a
o (2) Loaddecreased
I Engine peed s increased s the oaddecreasing. entrifugalo rceof the flyweight 24) s
o in thiscasehigher han he preloadedorceof the governor pring 23)and he ollower 11)
o movesupwards s the lyweightm oving utwards. ThehingepointA of the loating od 10 )
rotatesaround he point C and the plunger(9) novesup. Hole (E) s thus connected o (F) to
a connect hamber under he powerpiston o the oil sump.The powerpiston 33) s forced
a to move down by pressure il .Thismakes ransfer haft 26) o move n the direction f
o reducing uel he bigcompensationiston 4) s thereforemovedup but he small
one down.The floating od (10) rotatesanticlockwiseroundB as its instantcenter.Th e
I plunger 9) moves down. Movement f power piston(33), big and small compensation
O piston 4) and (2) as wellas plunger 9) s continuing ntil he hole E) havingbeencovered
a againby shoulder f the plunger.B oth he plungerand flywheel re thus returned o their
a originalpositions.E nginespeed s reducing n the course o the normal ever,and th e
followerdrops, he smallcompensation iston 2) is returnedo its originalp osilionunder
o the spring orcewith a speedsimilar o that of the follower 11) Consequently,h e engine
o operates t the original peed
t (3) Load ncreased
a
o The enginespeed s redu@das the load ncreasing.n this case, he centrifugalorceof
a fly-weights24) s ower han he preloadedorceof speedgovernor pring 23), he ollower
(11) moves downwards s the flyweightmoving nwards.The floating od (10) rotates
o downwards round C) and hehingepointA movesdown.Hole D) s thusconnectedo (E),
o top and bottom surfacesof the power piston(33)are subject o a sarne oil pressure.The
o piston s thusmovesup as the area of the bottom urfacebeing arger han hat of the to p
o surface. he drives heshafi 26)moving oward he direction f increasingueldelivery nd
forces the big cornpensation iston (4) movingdown while the small one moving up. The
o floating od 10) otiateslockwise roundB as instantianeouse nter nd slidevalveplunger
o (9) goes upwards.M ovement f power 33),big nd smallcompensation iston 4) and (2 )
o as well as plunger 9) s continuing ntil he hole (E) havingbeen coveredagain by shoulder
of the plunger 9). Both he pluniier 9) and lyweight(24) re hus returnedo theiroriginal
a position.P owerpiston 33) emains t a speedcorrespondingo the set outputand speed.
I
I
9--5
t
a
I

o
a
o
oo
o GOVERNOROVERSPEi:D R AKE
IMITERANDMERGENCY
@
o
o In thiscourse he engine peed s graduallyncreasingo the normal evel, he ollower 11 )
e movesup, the small compensation iston 2) is returnedo its originalp ositionunder he
a spring orce with a speed similar o that of the follower 11).Consequently,he engine
o operates tableat the original peed.
o Repositionspeedof the smallcompensations related o the openingof needlevalve (6) n

o the courseof above-mentionedoad changingprocesses.H owever, isplacement f the
srnall ompensation iston 2) s affected y thatof the big compensation iston 4) , travel
a of which is in turn related o the positionof the compensation ointer(13). Governor
o characteristicss evidently ffected y thesecomponents hichshouldbe well adjusted.
o (4) Engine hutdown
o
o Engineshut down from the remotecontrolting tate s executedvia the governor.W hen the
o electromagnetn side he governor or emergency toppage s activated r the emergency
controlhandle f the governors moved,he speed egulatinghaft 19) on the governor ill
a be rotated towards the engine shout-down position. Engine shut-down ie-rod (2'l)
o connecting fly-weight 11)will forced o go upwards o lift up slidevalve
o plunger (9) ,thus holes E and F are connectedwith the chamber I under the power
piston so he chamber I is relieved nd he power pistonmoves own,whichdrives he
o transfer haft 10) o the shufdownposition,he engine s thusshutdown.
a
a 9.2.3 GovernorService
o 9,2.3.1Oil for the Governor
I
Clean and well filtered urbo oil 22# should be added o the governorup to the level
o indicatedon the oil dipstickbefore he enginebeing put into operation.T his level shouldbe
a maintained ll along hecourse f engineoperation. o deposit emover houldbe added n
a the oil unlessde-foaming gent being used ogether. here must be not much oam or
t depositas the oil beingstirring nd no colloidal epositw henheated.Oil shouldbe drained
when hot f the oil beingdirtyor beingdegraded. he governor houldbe washedup using
o clean ightdieselo il,and hen illswith reshoil.
I
a 9.2.3.2CompensationAdjustment
o The governorwas generallyweriadjusted eforeenginedelivery. owever,here mustbe

I some change, eading o incorrect djustment f the governorcompensationo cause
differentdegree of unstability uch as over-speed r stall, too long period of speed
a re-stability,peed luctuation tc. The go,./ernorompensationhouldbe re-adjustedf i t
o doesn'tworksatisfactory.
I
Compensation djustment houldbe carriedout after engine being warmed up but no t
o 9-6
a
o
I
a

t
t
oo
o IMITERANDMERGENCYRAKE
GOVERNOROVERSPEED
o
o loaded. nd he oil inside he governor aving eached normalemperature.heremust
o be an operatortanding y he ocal ontrol ox,preparingo stop he enginemanuallyo
a preventheenginerom unaway
a (1) Put hecompensationdjustingointer13) o itsmaximumosition;
a
o (2) Screw hecompensationeedle alve 6) or 3-4 turns;
a (3) Allow heengineo berunning ithspeedluctuation
orabout alfa minuteo release
t anyair ncontrol il passagesf hegovernor;
a d justingointer13) o tsminimumosition;
(4) Screwhecornpensation
a
a (5) Close he compensationeedle alve 6) slowly, ntilminimumpeed luctuationas
been eached;
o
I (6) Checkopening f the compensationeedle alve 6) by completelylosingt. The
opening hould e n range rcm114o 112um :
a
O f theengines
(7) Intentionallyi sturbheengine peedo checkhe esult f adjustment.
o ix
stable peratingnd he adjustments up to the requirement, the compensation
needle alve 6)and headjustment s inished;
a
a (8) lf the engine peed s stillunstable,r the engine an notworkstable n thewhole
a speed ange,position f the compensationointer 13) should hen be gradually
changed, nd he above teps 5),(6) and (7) should e repeated. pening f the
t needle alve ray e ncreasedo 112-314um .
a
t It shouldbe pointed ut here hatapparent peed luctuation ightbe resulted s the
compensationointer 13)being n a position eyondts imit toomuchcompensation),
I while he speed egulatingrocessm aybe quiteslow f compensationeing erysmall.
a Consequently,t is rationalh e compensationustbe as small s possible ut opening f
o theneedle alv e s recomrnended o be not ess han114urn.
a 9.2,3.3 GovernorRepair
a
Very seldom he governor be in troubleduring engine operating.However,
a dismantlementnd epairingf hegovernor ith roubles otbrought bout yoilused, y
a h ould e done.
dirtyoil o am hesliding arts, r by rrationaldjustmentf compensation
o It is recommendedhat this ob shouldbe done by agentswith sufficientepairing
o experienceith governor.
o
o
a
a 9-7
a
o

t
a
o
a
o I MITERAND
GOVERNOROVERSPEED MERGENCY
R AKE
@r v *6,
I
o 9.3 Overspeed imiter
a
)
a
o
a
o
,
o
I
a
o
I
o
a
a
a
a
a Fig. 9-4Over-speed imiter
I
o The over-speedimiter s fitted n a standof an ndependentriving n the engine earcover.
The imiter s drivenby the camshaft ia a drivingmechanism. he speed-sensitivelement
e is the ly weights 5),control lements re heslidevalves 17). (18),workingmediums the
o pressureubeoil coming rom he main ubeoil pipe.
a lnletA is connectedo the main ubeoil pipe,which he outletB to the hydraulic ervoof th e
a brake. Centrifugalorce of the fly weight (5) will go beyond he preloaded orce of the
o overspeed pring (15) as the enginespeedbeingexceeded preset imitvalue. In this
a case,the lide (17) is movedup, A and B are connected ut B and C are shut off by its
shoulder. ressurizedubeoil lows o the servo,oil n whichmoves he control wing ink o
o actuate he emergency rake.Fueloil rod s forced o move n the direction o cut off fuel
o delivery,thengine s thusstopped.
a The maximum reset peed irnit an be altered y meansof regulatinghe preloadedorce
a of spring via bolt The maximum set workshop efore
a enginedelivery the usershouldnot adjust t again.
o
o 9- 8
a
a
o

a
a
o
o
a GOVERNOR OVERSPEEDIMITERANDMERGENCYRAKE
I
o
a Model Maximum peed
o 8320ZCd-4 560-575r/min
a
o 832oZCd-6 588-604r/min
o 832oZCd-8 588-604rimin
a
o 9.4 EmergencyBrake
O The emergency rake s one of the engineprotection evices, he enginewill be stopped

I by way of quicklymoving he fuel oil rod to the no fuel oil deliverypositionas soon as
receivinghe signalof no ubeoil pressure r enginebeingoverspeed Thiswill protect he
t engine romdamageas the governor eingoutof workor no lubeoil pressuren the ubeoi l
o system.The emergencybrake s composedof four parts, namelyspring accumulator,
a electromagnet,andleand hydraulic ervo.(see ig9-5)
o
a p {"
,lt llc4ttfl,ln::
a j
o :
a
a
I
a
o
I
I
o
o
o
o
a Fig.9-5 EmergencyBrake
a
a Accumulations realized s the springs 5) and (14)arecompressedightwards y piston 6)
in the spring accumulator. pacingnut (7) of piston s pressedby rockerarm (11).Th e
o action s as the following.
o
o 9-9
a
o
o

I
o
a
o
a GOVERNOR OVERSPEEDIMITERANDMERGENCYRAKE
t
o (1) Power or electromagnets automatically urned on by the pressure elay as the lube oil
o pressure n the systembeing ower han 0.12MPa.R ockerarm ('11) s shiked out by
o push rod (12) under he effectof magnetic power and thus rotated eftwardsa certain
o angle, he roller s then efi out he imitnut (7). Piston 6) s quicklymoved eftwards y
spring orce o skike the rockerarm (8), which pushes he fuel oil rod to the no fuel
t delivery osition. he engine s therefore topped.
o (2) Pressure il in the overspeedimiter lows o the hydraulic ervovia connector 10) as
o the engine peedbeinghigher han he presetmaximum alue.Theoil movespiston 9)
t rightwardso rotate ockerarm 11)a certain ngle, he roller s then eftout he imitnu t
o (7).The engine s thenstopped s mentionedn (1).
t (3) Emergency top can be achievedunderemergency asesvia liftinghandle 1) an d
I stirring ockerarm (11) Samesequence ill henbe the caseas thosementioned (1).
o (4) Piston 6) n the accumulatorhouldbe pushedback o the extreme ightposition f th e
e engine s to be re-started.n doingso, he restore andle or the wo-positionhree-way
o valve in the controlbox should be rnoved c.f. Fig, 8.3). This allows he compressedair
a flows nto the accumulator hamber rom connector 2) via needlevalve (3) to move
rightwardshe piston.R ocker rm 11) s restored y spring 15) o press he imitnut 7)
o again.The handleshould hen be restored o cut off the air source,compressed ir is
o escaped o atmosphereia hole o) of the wo-positionhree-way alve.
o
I
t
I
o
o
a
o
a
o
o
o
o
a
o
o
o 9-10
a
o
o

o
I
a
a
o Y STEM
EXHAUST ASTURBOCHARGING
I
o
o GHAPTER 10 EXHAUSTGASTURBOCHARGINGSYSTEM
o
o
a 15
o \=
a
o
o
o
I
o
o I
O Lf 5\ ll
a
a II
I
a
a
#
o
a
a Fig. l0-l Exhaust Gas Turbocharger System
o Thediesel ngine doptedMIXPCype urbochargingystemllustratedn Fig.10-1.
I
I Thissystems composed f exhaust ipe, xial{lowurbochargerf typeWR321-2P, ir cooler ndai r
o inletmanifold tc.
a The exhaustgas dischargedrorr the enginecylinders rives he turbineof turbocharger,

o and dischargeo atmosphereia he exit pipe.The air compressors drivenby the turbine
air is admitted nd pressed. he superchargingir flows nto air cooler or coolingdown,
a and again lows ntocylinders ia nletmanifold,M ore uelcan be burntas the density f air
a trapped n the cylinder eingmuchhigher han hat n aspirated ngines.S o the meanefect
o pressures muchhigher s well.
I The turbochargers matched o the engine,of which he speed,chargedair deliveryar e
o
a l0-1
o
a
o
a

o
o
o
a Y STEM
EXHAUST ASTURBOCHARGING
I
o functions f engine oad.The exhaustempeEturemustnot exceed 40C before he
o turbineorsafety perationf both heengine nd he urbocharger.
a 10,'l Turbocharger
a
a Detailof the turbochargerno ts maintenancehouldbe referredo relatedechnical
documentsf turbochargerT R32'1-2P.ere oesn't escribe.
o
a 10.2 ExhaustAirpipes Fig.10-1)
o The ipe s newandmixed tructure hich s simple ndhighly ctive.S erial
o number 1 is the exhaust ranchpipe or NO.1cylinder, thers or NO.2-8 cylinder
I accordingo cylinderequence.T heexhaust ranch ipe or NO.4 ylinders mixed-pipe,
o while heexhaust ranch ipesorNO.s, , 7, cylinder regeneraFpipe)
o Exhaust ipe s made rom seamless teelpipe. Expansionoints are fittedbetween

t manifoldso reduce he negative ffectof thermal xpansionn the pipe tselfand he
cylinder ead.Screwed onnections providedn everymanifold f eachcylinderor
o electrothermornetero measurehe exhaust as temperature. sbestos askets overed
a with edcopper heetare used orsealing etweenhe exhaustm anifold ndexpansion
o jointor cylinder ead.
o A screwed onnections alsoprovidedn theshort onnectingipenear urbinenlet,oran
o o measure xhaustemperatureeforeurbine.T heconnecting olts
electrothermometer
I andnuts or exhaust ipes remade f heal esistantlloy teelnorder o prevent reeping
whenheated nd o distinguishr omother uts.
I
a Water oolings notadoptedor heexhaust ipes or educingeat o.s.For educingea t
o radiation nd heatconductionnd emperaturef exhaust
pipe s cladwitha thermal nsulatingayerwhich s madeof inorganicibrewhich s both
o insulationndenvironmentalroiection.
a
o 10.3 Air InletPipes
o Theair nletm ainpipe s made f steel ywelding ithanenough olume,hownn asFig.
a 10-1, s dividednto he front,middle nd rearsegments3), (7),(8), eachsegments
o connected ithcylinder eads iabranchlange espectively.
D Themovableoints, hownn theacross ection --B in Fig.10-1, re provided etween
a the two segrnentsnlet main pipe and betweenhe flange 9) for the air cooler n the
o turbochargerh elf nd nletmain ipe. hemovableoint onsistsf thepipe lampingin g
(6),clamping olt 4)and ubbe 'O"ring 5) or sealing. ghteningheclamping oltcan
a achieve verygood ealing ffector he pipe. t he endof ront egrnent3 ),a cover 2) s
a
a t0-2
o
I
o
a

o
a
oo
o EXHAUSTGASTURBOCHARGINGYSTEM
o
o provided o seal t.
t
Expansion oint (14) s mountedbetween he outletof the compressor nd air inlet bent pipe
o of the air cooler o reduce hebad effectdue o the high emperature f superchargingir on
a the urbocharger r theair cooler.
o
10.4 Air cooler (seeFig.10-1andFig 6-4)
t
I The construction nd maintenanceequirements f the air cooler in the turbocharging
a systemshouldbe refened o section6-3 ,Chapter6.
a 10.5 Air-water Separator (see Fig. 10-1 sectionA---A)

I
The air-water eoarator s fitted n the outletof the air cooler o reducedeposit n the
o combustion hamber, hich s formed y combustion roducts f fueland ubeoil with water
o dropletscondensed rom the chargedair dischargedrom he coolerwhen the humidity
a being igh.
o The air-water eparators a set of air-inducing ladeplaced t can be rom
a sectionA-A hat he end of thevans s in a beardshape o allowaccumulation nd dripping
a of waterdroplets eparatedrom he passing ir.Thewater s dischargedrom he draining
device n the bottom.
t
a The separator s fitted ransverselyn the air coolercoverconnected ith he turbocharger
a bracketwith its one end pressedby coverwith a gasket or sealingwhile the other en d
sealedwith rubber O" ringand supportedn a seatby two ixingpins so as to ensure t to
O expandor contractreelyafterheating r cooling.
a
a The drainingdevice (11) dischargeswater automatically . owever, eriodical heck or
wateraccumulatedn the draining eviceby opening he cock s required s the devicema y
a be blocked y deposits Anywater hereshouldbe discharged.
a
o Amountof coolingwaterentering he air coolermay be regulatedo increase lightlyhe ai r
temperature nd reduce he condensed ater n case he humidity eingveryhighwith oo
o muchcondensed ater ound.
o
Cock should be opened to dischargedpossibleaccumulatedwater after the engine
a shut-down.
o
o The connector or thermometeior chargedair and for manometer or air pressurear e
provided t the outletof the cooler.
a
o
o
o l0-3
o
o
o

t
a
o
a .A\
o WgP MoNrroRrNGNDALARMTNGEVtcEs
a
a
o CHAPTER1 MONITORINGNDALARMING EVICES
O
11.'l Locallnstrumentation
o or measuringngine peed,emperaturesndpressures,s wellas ocal nd
Instrurnents
o rernote peratingndicatingamps reequippedor checkingheconditionsf all systernsf
a the engine.M ost nstrumentsre equippedn the nstrumentanel, omeof them n th e
o measuremento ints.
o 1l 1 1 Instrument anel
t
a
o
a
a
a
o
a
o
a
o
o
o
a
a
o
o
a
o
o
a
a
o
o Fig. 11-1 nstrumentPanel
o rl-l
o
o
o

)
a
a
./\
I
a rc14?
\-/
MoNrroRrNGNDALARMINGEvtcEs
t r'v'r^
a The nstrument anel s fixedon iop of the controlb ox via damping ubbers 11).On rear
a face here s a common ipesaddle 10).A llmanometersre irstly onnectedo different
a holesn hesaddle, nd hen o hemeasuringoints,here readjustableeedle alves9)
a in connectingipes etweenhesaddle ndmeasuringointso reducehe mpactingffect
of pressure aveson instruments.pening f th e needle alves hould e regulatedo
a allow hemsensitiveo pressureariation utwithout igh requencyscillationo protect
o the nstruments.
o Referencehouldbe made o the ndicator lateof the nstrument henconnecting ipes
a and the sensor o the measuring oints n the system o avoid possiblemistakes.
o fnstrumentshownnTable 1.1 reprovidedn he nstrumenla nel seeFig.11-1).
t Table 1 1 nstruments rovided c.f. 11-1
o No. Designation Specification Display
o 1 Manometero r ube il 0-1 MPa Pressuretenginenlet
o Engine n remote ontrolm ode
Remote control indicator
I z
lisht
o Thermometer
or ubeoil 0-125C Temperaturet enginenlet
a 4 Tachometer 0-800 /min Engine peed
)
Local operation indicator Engine n ocaloperationmode
o light
a Thermorneter for fresn 0-125'C Outlet emperaturef the ieshwater
o water
o I Manorneteror freshwater 0-0.4 MPa lnlet Dressure f the freshwater
a 1 6 Manometeror seawater 0-0.4MPa Outlet ressuref theseawater ump.
o 0-0.25MPa outlet pressure f compressor f the
1 7 Manometer uper-charging
a at r turbocharger
o 1 8 Manometeror Starting ir 0-4 MPa Pressure fthestarting irbottle.
o Manometeror fueloi l 0-0.25 Mpa Pressure t outletof the fuel transfer
a 'to 0-1 6 Mpa
pump
o Pressure t outlet of the heaw fuel
o transfer ump
o 20 Advancingndicatoright Ship n forward tate
o 21 Free ndicator ight ShiD n free state
a 22
Countermarching ndicator
Shio n backward tate
a liqht
a
o rt-2
o
I
o

a
o
oI
o MONITORINGNDALARMINGDEVICES
a
a 11.12 Thermocouple yrometer
o
a The pyrometers formeasuringxhaustemperaturesf theexhaust anifoldsnd before
andafter he urbine.ts hermocoupleithprotective a ckets nsertedo measuringoints
a of everyexhau$tmanifold,o thatbefore ndaffer he ur bine f upper nd ower xhaust
a pipes,a nd s wired o a temperaturen dicatormillivoltmeter)h ichcan be paced n a
I suitable lace.
a It should e noted uringwiringo connect ach hermocouple n exhaustm anifoldo the
I samenumber t theknob f themillivoltmeter s he cylinderode,w hile or hat n before
a andafier urbines. umbersther han hatof thecylinderodes an be chosen. ttention
should e paidnot o mess p hecompensating e sistorpeciallyoreach hermocouple o
o as not to affect he accuracy f measured esults.R eference houldbe made o
o thermocoupleperatingnstructions.
o | 1,1 2 Thermometernd Manometer utside he nstrument anel
a
o (1)A mercuryhermometersf 0-100C with the metalprotectiveacketare mounted
o respectively
n:
o a) he ube il nlet ndoutlet f he ubeoilcoolerormeasuringhe ube il emperature
o before ndafter hecooler,
o b) the coolingwater nletand outletof the ubeoil cooler or measuringhe sea water
temperatureefore ndaftercooler,
I
c) the reshwater nlet ndoutlet f he reshwater oolerormeasuringhe reshwater
o temperatureefore ndafter hecooler, nd,
o
d) theseawater nletandoutlet f the reshwater ooleror measuringhe seawater
a temperatureefore ndafter hecooler.
o
o (2)Thedouble-metal n:
hermomeierf 0-100C aremountedespectively
o a) the outlet pipe of the air inter-cooleror measuringhe temperature f th e
o superchargingirafter hecooler.
a b) the watermain pipe or measuringhe engine nlet emperature f the freshwater,
a
c) the coolingwateroutletbranch ipe or eachcylinderor measuringhe engineoutlet
o temperatureof the coolingwater,
I
o (3) The manometer f 0-1MPa s mountedn the pipe before he nletand outletof the ub e
oil filter or neasuring he pressure eforeand after he ilter,or which he connectorn
a
o
11 -3
o
o
o

I
a
a
oo .A\
o \.W.7
\t/
MONITORINGNDALARMING EVICES
o
a lubeoil pipe shouldbe provided y the user.
o
a 11.2 AlarmingDevice
o The engine s provided ith he alarmdevices or b lubeoil andcoolingwatersysterns. he

a alarmsignal ndicatingightsare mounted n respectivel yhe ocalalarm ndicator ox, he
remolecontrol onsole nd he centralized-controlonsole. he engine-side larm ndicator
o box,shown n Fig.11-2, houldbe placedat a suitable lace n theengine oomby the user.
a
a On the ocalalarm ndicator oxare provided ith ndicatingights, 1) or engine mergency
shut-down, 2) for under-pressureube oil, (3) for high ubeoil temperature,6) for power
a supply, 8) for highcoolingwater emperature,7) for stand-by,he muffier witch 4), an d
o the test switch (9).
a When
o
a 1. The ubeoil pressure t the nletof theengine eaches ,2MPa.
o 2. The ubeoil emperature t the nletof theengine eaches 5C .
a
o 3. The reshwater emperaturet the outletof the engine eaches 5C .
a an d
a 4. The over-speedtopping evicewith hespeedat 560-575 imin or 8320ZCD-4;
a at 588-604 r/min or 8320ZCd-6 nd 8320ZCd-8. he optical nd acoustic larm
I signals re givenout.
a Furthermore,he lube oil pressure t the inletof the engine eaches0.12MPa, he alarm
o signal s given out, he engine tops.
a
I
o
a
o
a
O
a
o
o
o
o tl-4
o
o
a

o
MONITORINGNt]ALARMING EVICES
Fig.11-2LocalAlarm IndicatingBo x
l1 -5
o

a
o
o
o OPERATION F DIESELENGINE
o
o
o CHAPTER2 OPERATIONFDIESEL NGINE
o
o 12.1Working luids
o 12.1.1 ueloil
o
a Fueloil used or he engine s given n Chapter , Shale ightdiesel an alsobe used.A long
o period or settlement reatmentof the fuel oil before used is required.Fuel oil used should
be strictly iltered or mechanicalmpurities. entrifuge, eater, iltering nd settling evice
o shouldbe provided y the client n the caseof usingheavy ueloil 20r.Whileheavy ueloi l
o separator,ube oil separator nd HFO supplyunit shouldbe provided y the client n th e
o caseof usingheavy ueloil 1B0cSV50C.
o 12.12Lubeoil
o
Lubeoil for the engineand or rhe urbochargernd governors given n Chapter1. Major
I soecification s istednTable 2.1.
o
o of the LubeOi l
o
o
a LUBEOIL
a
o G811122-97 G811120-89
o
o Multifunctionaldditive i Yes
a Kinematicisco€ity.s t ' 12.6-16.3

o at 100C
o
o at 50C
o Viscosity atio at 50C/'E)),
o
o Flash oint open), ,
o
o
Lubeoil quality, .e. ts viscosity nd watercontentshouldbe periodically hecked every
o
o
o t2-r
o
a

o
o
o
oo
o OPERATIONFDIESEL NGINE
o
o 200 operating ours).
a
lf it is doubted hat oil was dilutedby fuel oil, oil samplemustbe taken or lab analysis.t
I shouldbe noted hat uelvapormay orman explosivemixturen the crankcase.
a
I Lubeoil mustbe refreshedf one of the following arameterseingbeyond he givenvalue.
Fresh ubeoil shouldbe pumped o the engineby meansofan independent il pumpso as
t to 'force'out he old oil nsideall bearings.
o
o (a)Viscosity hange comparingo new oil):+20o/or -10o/o
a (b)Water ontent: >0.3%

e (c)Acidnumber: <2 mg KOH/g
I
o ln case no analyticalacilities vailable,he simplecomparisonmethodof droplet estmay
o be applied,w hichquickly rovides general dea or howserioushe ubeoilcontaminated.
o Smallamountof ubeoil s sampled uringengine unning, cleanpipette r a sharpstick s

o used o take a little ube oil and allow he oil dropsonto a clean piece of filter paper,put the
filterpaperwith nothingunderneathor severalhoursand henobserve he oil sludgean d
o compare t with he original r last est.Moredark he sludge,moredirty he oil s. lf the oil
o sample s sent to a lab for analyzing,he situation f harmfulcontent ncreased an be
I clearlyunderstoodf the color s getting ighterand lighteroutwards rom the center, hi s
a means he oil still with certaindegree of dispersibility.f the sludge beingonly a dark spot,
this ndicates o moredispersed dditive xistedn the oil.
o
I lf such a iest is done periodically nd all resultsare kept n order,developrnent f lube oil
e contaminationro@ss an be easilyobserved. xperience n ubeoil contaminationan be
a cumulatedor examiningf the oil can be furtherused. t shouldbe pointedout here ha t
o for such estssame lterpaper houldbe used,and oilsample houldbe takenat the same
o Dlace.
o Samplediagrams iven n theappendix anbe referredo in case ackof experience
o
o Interval or refreshingube oi rs given in Chapterl. Used lube oil must be completely
o refreshed s becoming ue. lf no analyzed esultsbeingbeyondadmissibleimits, he oi l
can henbe furtherused or reasonably longerperiod.
I
o Lubeoil recirculatingankshouldbe carefully leanedout when refreshingube oil, a fine
strainer houldbe providedor illingnew ubeoil.
t 12.1.3 CoolingWater
o
a 12-2
(l
o
I

o
o
I
oI
o OPERATIONF DIESEL NGINE
o
o The freshwater ed into he closed ype circulating ooling ystem houldbe cleanwithout
o any mud, sand and mechanicalmpurities n it, and with a low alkalinity nd a low salt
a contend.The qualityof the coolingshouldbe conforrnedwith the demandsas follows:
a (a) Overallhardness hould re n 6-10degree. 1 degreebeingequal o 1omgCaO/L)

I
(b) Chlorineon content houldnotexceed150mgiiter.
I
o (c) PH value iesbetween .5-8.5at20'C.
o hould be carried out if the water quality can not reach
t the above equirements.wo nEthodsare recommendedo reduce epositon the cooling
o jacketand o reduce orrosion.
I (A) Add potassium ichromate nd caustic oda o thewater.
o
o Amountadded or eachm3
o Potassium ichromate: kg.

o Caustic oda:1.5kg.
t
a (a) dissolve he groundpotassium ichromatento smallamountof additional ot water
(20L of hot waterper kg of potassium ichromate):
o
a (b) dissolve he caustic oda o smallamount f wateras well 5Lof waterper kg of caustic
o soda);
t (c) pour he potassium ichromate olution o the cooling freshwater)and mix up, then
t pour he caustic odasolution nd carefullymix up.
a (d) Take5 cm3of the coolingiquid fterbeingcompletely ixingup,and drop2-3 dropsof
a phenolphthaleinolutionnto he liquidalready akenout. f the iquidchanges o pink
o color, he waler is thus correctlyreated. f one drop of causticsoda solutionbeing
added,darkercolorwill be resulted.No colormeansnotsufficient austic odaadded,
I
furtheradding s required.
a
o Protectionrpasures houldbe taken or operatorso avoidskincontactw ith he iquids s
those solutions eingof toxicant. n cas e anyoneshouldbe splashedwith the solution
I wash out with plenty of water. Mixing he solution nto drinkablewater is absolutely
a forbidden.
a (B) f depositor conosion s foutrdwhen using he ordinaryap wateras for cooling, dding
I O.8o/o-15 o/of NL ypeemulsioi, ntirust il s recommended. L ypeemulsion ntirust il
o
t 12-3
t
a
a

o
a
a
aI
a OPERATIONFDIESEL NGINE
a
o is a Chineseproductappraised y the Ministry f Chemical ndustry. he amountof oil
o addedshouldbe basedupon he hardness, ontentof chloride on and pH value of the
I local apwater.Detailedmethodof using his products given n the service nstructionsf
the product.
t
a Attention houldbe paid o the ollowing ointsno matterwhichmethod ou havechosen
t for treating he coolingwater:
a (a) Concentration f the added solutionor oil is getting higher and higher as the resultof
o watervaporization,e asonable mount f freshwatershouldbe added.
t (b) Cooling water should be guided to a vessel when drained up for reuse. lt is
a recommendedo maintainhe engine oom emperature igher han 15C. In this case,
t the acketwater s notrequiredo be drained p afrerengine hut-down.
o (c) The pH valueshouldbe checkedeveryoperating 00 hours f being n the rangeof
a 7.5-9. Refreshing oolingwater s requiredf the pH valuebeing ower han6.
a (d) Checking nterval houldbe shortenedf use NL ype emulsion ntirust il in the early
o stageas reduction f concentrations mucheasiet
I
(e) Oil loatson waterof the expansionank f usingNL ypeemulsion ntirust il shouldbe
a removed requently,he tank shouldbe periodically leanedup. lf oil is found when
o drainingwater rom he circuit, ot detergent houldbe circulatedo remove he oil.
a (f) lt is forbidden o mix the coolingwater addedantirustagentand scale nhibitorwith
o drinkable.l is notallowedo use he stand-by ump or pumping rinkable ater.
a
a 12.1.4GompressedAi r
o Air is suppliedby the compressoro the air bottlewith a pressure f 2.8-2.94MPa. nd

o condensationhouldbe drained wayeveryday.
o 12.2 Preparation for Starting the Engine after Long Period Stoppage
I
Follow heckingworkshouldbe carried ut afler on g period topor after epairing.
t
o (1) Open the crankcasewindows o check f the bolts nsidebeing ightenedup, if the
a cotter pins being pertect.gpeciai attentionshouldbe paid to those bolts or con-rods,
main bearings nd the nuts or shaftsupportof the intermediate ears or camshaft
o d iving.
a
(2) Check f the connecting olts or he engineand ts oundation eing ightened p.
I
a
o t2-4
o
o
I

o
a
o
o
t OPERATIONFDIESEL NGINE
o
o (3) Check if any miscellaneousarticle presented n the crankcase or on the cylinder
o heads.
a (4) Carry out hydrostaticest of the coolingsystemby meansof an independent ater
o pump with a pressureof 0.2MPa.Check he tightnessof connection arts n the
o system.
o Specialattention houldbe paid to the tightnessof the "O" ring n the lower part of the
o cylinderinerand hesupport langeof the cylinderiners.
a (5) Test he starting ystemandstarting alveusingcompressed ir. n doingso, the nlet
a of the airdistributorhouldbe stopped y a pieceof sheetmetal.Open he valve o be
a tested and move he controlhandle o the positionof "WORKING I " . Check he
o tightness f connecting artsof the system.
a Any air leakageshould ndicatepoor tightness f the starting alve tested. t shouldbe
o noted hat any work on the engineespecially nside he crankcaseand on the shaft system
o be stopped o avoidaccideni s the enginemay otate.Remedymeasures houldbe
taken or the eaked alve.Removehe sheetmetal o allow he inletof the air distributorn
o normal tate.
a
I (6) Clean he uel lter.
o (7) Test he fuel systemby pressure ifferencerom positions f the daily ank and th e
o system.C heck he ightness f connection arts.Check f the uelcan reachevery uel
o injection ump.A ny possible ir n fuel pipesshouldbe escapedrom he system.
a (8) Check the advanced angle for fuel injection, no delivery position of the pump and
a opening f the nlethole.Re-adjustingf necessary.
o (9) Fill up the uel njector y neans ofa specialh andle.f the njector as been emoved,
I check f anymiscellaneousrticle r fueloil presentedn thecylinder ia he holeof the
o injector eat.
I (10) Cleanout ubeoil ilter.
a
o (11)Washup the crankcase nd ubeoil ank.Fill resh ubeoilwith recommendedrade o
the tank and check he oil levelwhichshouldbe at a position eat 314heightof the
I tank.
a (12)Fill helubeoil o heengine y wayof an ndependentr iven ump,w itha pressure f
o 0.2-0.5MPa. Check all connectionparts of the system or leakage especiallypipes
I insidecrankcase s all valves n the systembeing n the working ositions. otate he
a crankshaft lowlywhile eeding ubeoil, o check f oil has reached he mainbearings,
o 12-5
o
a
a

t
o
a
a
o
O connecting-rodearings, ushes n connecting-rodmallends,camshaff earings nd
a bushes for intermediate Jears etc. until lube oil following out from the above
o comDonents.
a The ubeoil pipe o the mainbearing houldbe irstof all oosenedor pumping il htough t.
o Thiscan help o clean t andcheck f it is blocked p.The pipe s then ixed,and urther es t
a is carried ut.
o (13) Check he oil evelof the governor. efreshhe oil f necessary.

a (14) Oilingwheremanuallyeeding equired.
o
o (15) Checkcoldclearance f valves, alve imingand startingiming.
o (16) Supply ompressed ir o the air bottleuntilair pressure eaching .94MPa. rainany
o accumulated ater.
a (17) In case that engine s providedwith the remot econtrolequipment, hanging-over
a operationmustbe carried ut between he engine-side nd one
a two imesand hen urn he handle f the changing-overalveon the control ox o th e
o position f "REMOTE"o test he unction f the remote ontrol quipment ithout he
engine unning.
I
o (18) Turnon alarming evices nd checkaiarming ignals.
I How many tems or checking houldbe determined asedon the actuale ngine ondition.
a
a 12.3 Starting
a Engine ailystarting rocedures reas follows.

o (1) Check f all cocksandvalves n everysystem eing n correct pen/close osition.
o
o (2) Checkoil levelof the re-circulatingank,daily uel ank, governor nd bearingof the
turbocharger.ll oil shouldagreewith he grade ecommended.
a
o (3) Checkvia cocks f the cooling ystem as been illedup withwater.
o (4) Check f the air bottlebeing illedup withcompressed ir.
a
o (5) Check f stillany miscellaneousrticle n the engine pecially n the cylinder ead.
a (6) Feed ubeoil o the enginehry handor electrical ump.Open he estvalveand rotate
I the crankshaftor 2-3 tuins-
a
I
t2-6
o
a
a

o
a
o
oa
a OPERAT]ONFDIESEL.NGINE
o
o (7) Check f the rocker-arm f the baning gear being movedaway and locked.
a (8) In case hat he engine s provided ith a clutch,he clutch houldbe disengagedor m
a theengine.
a
o (9) Open he outletvalveof the air bottle.
a (10) Putthecontrol andle n the position f "stoppage",pen he estvalveof all valves,ift

a up the spacer pin of startingcontrolvalve, put he handleof startingcontrolvalve n the
position of "starting" to make the crankshafi run for blowing the water and
t
miscellaneousrticle n the cylinder eadand cylinder inerso that he dieselengine
O run safely.C lose he estvalveafter inishing lowing.
o (11) Liff up the latch of the control handle,move the controlhandle o the positionof
o "WORKING I " to start he engine.Furthermove he control andle o the position f
o "WORKING after he irst iring.Regulate ngine peed.W hichshouldbe n the range
o of 210-230 r/min n earlystageafterstarting.H owever,he critical peed shouldbe
o avoided.
o (12) The closeattention hould 'e paid o readings f the nstruments,speciallyhatof th e
a lubeoil pressurewhichshouldbe not ess han0.20MPa. dmissible alue or ubeoi l
pressure efore he oil gettinghot s not higher han0.8MPa or a short periodbefore
a the filter.Check he circulatirtg aterby way of thewaterpressure ageand observer,
o check every part of the engine for possible troubles and take necessary remedy
a measures.
a 12.4 Maintenance uring Engine Running
o
a (1) Enginewarm-up s requiredafter starting.Enginespeed s gradually ncreased o
300-350 rpm. Load can be applied only when the water and lube oil outlet
o temperatures eingas highas 35-40C. Thewarm-up peration an be donewith25 %
a load or engineswithout clutch.H oweverhe critical peedshouldbe avoided.
I
The load can be gradually ncreasedafter engine warm-up. t takes about 10-15
a minutes o reach ull oad.However, everbe less han5 minutes ven n necessary
a conditions.
o (2) lt is requiredo run he engineunder25o/o nd50o/ooad espectivelyor 2-3 hours or
a a new engineor for an enginewith majorcomponentseplacement. he engineca n
o then be runwith he ratedpower.Engine houldbe shutdown or checking onditions
o of all moving omponents fter he irst0.5-1houroperation.
a (3) Attentionshould be paid at all times to instrument eadingsand engineoperating
a
I
12-7
o
a
o

o
o
a
ao
a
o conditions uringengine unning nd he parameters houldbe recorded.
a (4) The engine speed should not rated speed, engine
o overloaded hen he engine s running nder heconditionshat he ship s turning nd
o seaweed r shellfish dhered o the ship hull, hatambient onditionss changed nd
o or the engine s drivinga heavy propeller at the time, he enginespeed shouldbe
a reduced roperly ccordingo the exhaust emperature.
o (5 ) Readingsof lube oil pressuregages shouldbe in the range given n Chapter1.

a Pressuredifierencebetween nlet and outlet of the lube oil filter should not exceed
o 0.1MPa.Otherwise he filter should be cleanedup. lf this pressuredifference s
evidently ecreased uddenly,he mosl possible ause s the burstof the filterscreen
o whichneeds o be reolaced.
I
The lube oil temperature houldagree with the value given n Chapter 1
O
o (6) Water pressuregage should maintaincertain pressure.Water flowing must be
I observed rom he outflowobserver.T he freshwateroutlet emperature houldbe less
than85C. In case hat he r eshwaterpump s in failure nd he engine s cooledwith
o sea water, he coolingwater outlet emperature hould not be higher han 55"C while
o the water nlet emperature hould not be lower han 25C by regulatinghe heating
o valve. f the enginebeing seriously verheated ue to no water by any cause, he
a engine shouldbe shut down for taking measures.t is not allowed n this case to
quickly ill up coolingwater, n order o prevent hose hermaloaded omponentsrom
a cracking.
o
o Regulateeverycylinder o ensureequal wateroutlet emperatures. oucheach cylinder
to check f the reading eingabnormal ue o passage locking.
o
o (7) Check he levelof the re-circulatingube oil tank,daily uel tank, he governorand
a turbocharger.
o Apparent evel decreaseof the recirculatingube oil tank may indicate eakageor
o blocking f the pipe systenr r failureof the oil sucting umpof the engine. f the level
being ncreasing hile he pressure eingnormal, omewateror fuel may be mixed
o with he ubeoil.At this ime he engine houldbe shutdown or correcting. he oil an k
o shouldbe completely efreshed.
o (8) Exhaust emperature houldbe checkedevery hour and shouldnot exceed450C
o (exhaust emperature hould not exceed 430 C with HFO operation) with the
a difierence etweenhatof diffbrent ylinders houldnotexceed30C.
o s) Observe he exhaust olor i accordance ith he points iven n Chapter13 .
o
I
12-8
o
o
o

a
o
a OPERATIONFDIESEL NGINE
a
a (10) Periodicallypen he est ,i-ri;eo allow lameblowing ut or checkinghe combustion
o and evenness f different;'9,",3"r".
o (11) Listen to the engine noise. f there is some abnormalnoise due to knockingor
a loosenedbearings, nd otherabnormal ibration ndiornoise, he engineshouldbe
o shutdown or checking nd aking ernedymeasuresmmediately.
a (12) Touch he crankcaseor cornparingemperatures f differentmain bearings.f there
o should have some abnormalhigh temperatures, hut down the engine and take
a remedy neasures.
a (13) Pay attention o thoseexposed omponentsor theirworking, ightening nd locking
o conditions, nd o the nlet lr:cexhaust alves or heir reemovement.
a
(14) Touch he compressedair 1:ipe o the startingvalve to check he leak-proofness. he
o pipewill get hot f air eakaEc xisted. he engine houldbe shutdown n caseserious
I leakage ound.
o (15) Check he fuel injection ystem.Seriousvibration nd/or heat evolutionmay result
o from blockageof the tuel injectronpipe, or from overloadingof that cylinder.These
I shouldbe eliminatedmmediately.
o (16) Manually eed ubeoil o places pecified.
o
o (17) Keep an eye on engine speed fluctuation. he cause for serious fluctuation f
o happened houldbe udgerijShutdown he engine f necessary
a (18) Writedownall placeswith ,.iikage nd untightnessor taking emedymeasLrres

a (19) Maintain ufficient ressure f the air bottle.
o
a 12.5Shut Down of the Engine
O (1) The load should be decreased raduallyuntil no load beforeengine shout down.
o Reduce he speed o 210-230 rpm and run the engine or 5-15 minutes.A ttention
a shouldbe paidnot o stop he engineat the critical peedwhendecreasinghe speed.
In doingso, engine emperatures decreasing radually, o as to prevent he engine
o componentsrom overheating. nderemergency ondition,he controlhandlecan be
o directlymove o
'SHUT-Dfr',. N" position o shutdown he engine mmediately.n the
o case of suddenly ngine ,i,i.l own rom ull oador immediately hutdown, he water
o purnp notdrivenbythe e,,;ire) shouldbe operatedor 5-15 m inutes o ensure urther
coolingwatercirculation.
o
o (2) lf not o start he engine gain,allvalves or ueloil, ubeoil andcompressed ir should
a
a t2-9
O
o
o
o

o
a
a
oo
o OPERATIONF DIESEL NGINE
o
o be closed.
o (3) In weathercondition,f the enginewill not be operated or a longer period, he
O coolingwater should be drained away at a temperature bout 30-40C to avoid
a freezing.
O
(4) Open the crankcasedoor for checking emperatures nd tightnessof bearings f
a necessary.
o
o (5) Get rid of all roublesoundand prepare or startinghe engine t any ime.
a 12.6 EmergencyOperationof the DieselEngine

o ln case that a certainmainvalvesuch as the value fixer,etc. is out of order and cannot be
o corrected,he speedcontrol an be carried ut by meansof the emergency ontrolh andle
o mounted n the exlension haf tof the governor. seeFig. 9-3).At this time, put down he
o pawl o fix the emergency ontrolhandleby meansof the ratchetand then carryout the
speedcontrolb y meansofthe handle.
o
a 12,7 EmergencyStopping he TurbochargerDuring EngineRunning
o When he operation f the engine, he urbocharger aybe in out of orderdue o a certain
o reason. n thiscase, he turbocharger an be stoppedby braking ts urbine haftonly an d
o the engine an stillcontinueo operatewithout he urbochargerperating.
a After stopping he turbochargern an emergency, ork shouldbe done in the following
o procedures.
o (1) Unscrew he screwplug at the turbine ide to drain he lube oil and remove he end
a cover.
o
(2) Use he ixing ool or he rotorof the urbochargero fix he oil plate.
o
a (3 ) Remove the cover at the end of the air inlet manifoldand then rnounteda net with
o meshof 5XSmm.
a (4) After stopping he turbocr,afgel he load of the engineshouldbe reducedand at t he
a same ine pay atlention o the exhaust emperature. he emperature f eachcylinder
o shouldbe notexceed 50C to prevent he engine romoverload. fter he ship eturns
to the base; he turbocharger houldbe repairedat once.
a
o 12.8 WaterWashing of the Compressorof Turbocharger
a Air pressure and flow of the compressor, nd thus the engine output and exhaust
a
a l2-t0
a
o
o

o
o
o
oa
o
o temperature re affected y compressor ontaminationn difierent egreesduringengine
o operation. he compressor ith ightcontaminationan be washedout by meansof water
a jet to the inlet chamber-However, his will have not very good result or a seriously
contaminated ompressor.n this case, he betterway is to dismantle he compressoror
t washing.
t
a Principle f washinga compressor ithwater et is to dash upon b vaneswithsmallwater
droplets. his s a mechanical ay withoutany dissolution ffect.Consequently,he water
o used must be clean withoutsolvent,w ithoutany additive o avoid adhering o the inner
o surfaceof the inletchamber
e It is a good way to prevent rom and reducecompressor ontaminationo wash th e
o compressor y waler et periodically. owever, his can not take the place of washing i
a through dismantling or maintenance.t is suggested o wash it for every 25-75 operating
o nours.
o Washing evice s shown n Fi g. 13-1 Water eservoir C) s fittedunder 1 meter rom he

o central ineof the urbocharger.
a Air pipe a) connectshe outlet f the compressorolute o the nletof reservoirC).valve B)
a separateshe air from eservoir, hilewaterpipe W) connectshe outletof reservoiro the
o inlet chamber of the compressor.C over (A) should be opened for filling water to
a reservoir(C).
o Operationor compressor ashings as follows.

a (1) Loosen he handwheeland opencoverAof the reservoir.
I
t (2) Fill0.5Lof cleanwater nto he reservoir.
a (3) Fit backcoverAby screwing n thehandwheel.
o (4) When he urbochargerpeed d comparativelyighas the enginehad gotten ullyho t
o throughwarm-up irstlyand hen running t low oad or a certain eriod,pressbutton
a (B) for 5-8 seconds nd thenrelease.C harged ir enters he reservoir s the button
a beingpressed o force he water o the nletchamber f the compressor.
o (5) Aftereach inreof compressorwashing, he engineshouldbe operatedunder he sanF
o Ioad or at least hourand can henbe shutdown.
o (6) The washing esult an be ir;dged y the factof air pressure nd exhaust emperature
o variation eforeand afterw$shing. evident washing be carried
o out 20 minutesafter he firsi washing.
o
o 12-tl
I
o
o

OPERATIONOF DIESELENGINE
Fig 12-1 Washing device for Compressor of the turbocharger
t2-12

I
o
t
a
I
o 12,9 Waterwashing of the turbine
o 12.9.1Waterwashing of the turbine
I
O When the diesel engine operateson heavy fuel oil, turbine blades are easy to produce
I deposit, o the efficiency f the turbochargers reduced nd bearing oad s added,These
depositmustbe movedby meansof freshwater et.
a
o 12.9.2 fhe periodity of water Washing s decied by conhmination degree
t It s suggestedhat he periodity f waterwashing houldbe 24 hours, he water pressure
a is not ess han0.05MPa,lts noted hat he engine houldn't ash before toppage, uring
o returningwith no-loador during urning n low speed.when the turbochargers seriously
a contaminated,h e urbine houldbe washedby the professionat.
o 12.9.3 fnstructionof pipes ( tig.12-2

a a. The unction f the stopvalve s to shutdown he watersourceof washing,
o
a b. The unction f the washwashing alve s to switch he water.
I c. The unction f the drainingwater s to drain he wastewater nside he urbine.
o
a 12.9.4 The function of three-way cock
o a. When he handle s in the normalposition the watersource s cut off from he turbine.
(l When the waterwashing alve s open, he "inspectnterface" f three-way ock should
jet water.
I
I b. When he handle s in the insl,ect the watersource s cut off from he turbine.
When the waterwashing alve s open, he "inspectnterface" f three-way ockshould
I
exhaust.
a
o c. When he handle s in thewater-washingosition the watersource s connected ith he
o turbine.W hen he waterwashing alve s open, he waterenters urbine.
a 12.9.5 Produceof the waterwashing of turbine.

a a. Decreasehe oadof thediesel ngine o that he exhaust emperatures between 00 C
a to 300C.
a
b. open he stopvalve
o
I c. open he draining alve.
o
o t2-13
a
o
a

I
o
t
o
o
o
o
o
t
I
a
o
a
a
o
o
o
a Voshingulve
O
o
-l
o
a ooler
I
a
o
_l
o Voter pipe
-
o Bosts ositing B0sis ositing

a
a A Vlew
o
o
o Voshinn r- - Sosis ositing
I Three uv ock
a .
l l l r n s p e cp0siTi0n
r
o Y
a Fig.{2.2 Washingdeviceof the turbine
o
a
o
o t2-t4
I
o
o

o
a
o
o
a
a d. put he handleof three-way ockof exhaustm ainfoldn the position f waterwashing
o e. open he waterwashing alv e o make hewater et for 2-3 minute
o
a f. After inishing he washing, lose he valveof waterwashing, topvalve,draining arve,
a put the handleof three-way ock n the normalposition,m ake he engine un not ess
than 10 minutes o ensureall oartsdried.
t
a g. After finishi ng he washing, heck he water everof expansionwater ank n order o
a supplywater n tirne.
o
o 12.{ TechnicalMaintenancecheduleor the Engine
o
I Enginerouble illbe reducedo minimumf theabove-mentioned perationalnstructions
can be observed. he maintenancechedule iven n Table12.1 or normalo perating
o conditionsan be ref erredo however,roubles ccurwithin he maintenancen terval
o should time, he orkwill be carried ut n a
o shorternterval.
a
o
I Addedtem n dailymaintenance
o r newengines fter utting Operating ours
o in operation 20 CU 1 0 0 30 0
o Cleaninghedouble anel ype ube il iltern urn
o
a Changingubeoi l
t Checkinghe pretightening orceof the connectingod bolts
o
o Checking he pre{ightening orce of the tie bolts
a
a
o
a
o
o
a
a
a t2-t5
a
o
o
o

a
a
o
o
a Table12.1 ine MaintenanceSchedule
o Operating ours
a
a Checking the oil level in the
o circulating il ank.
o Checking he fuel evel n the daily
o fuel tank and draining he water
I accumulatingn it.
o Checking the oil level of the

o governor.
o Checking the oil level of the

o turbocharger
a Checking he pressureof the

startingand remote control ai r
o bottles nddraininghecondensed
o water n hebottles.
o Checking he condensedwater n
t the air filter and water-air
a separating ilter.
o Draining he condensedwater in
t the superchargingir nter-cooler.
o Checking he function of remote
I
Checking he circuitof the alarm
o
o Manuallyiling ositionse quired.
o Checkinghe readingsf all kinds
o of instrumentationnd recording
o them.
o Cleaning he surfaces f the diesel
o Washingout compressor uring
a operating
o Washing out turbine during
a operatingHFO ngine)
a
a 12-16
a
o
o

a
a
a
o
a
o Operating ours
o llem Daily
100 250 50 0 1000 2500 3000 5000
o Clean he ubeoil strainer
a Cleaning he fuel fine filter and
o strainer.
o Fillinghe grease upwithgrease.
o Checkinghe valveclearance.
o
o Checking the tightness of the
connectingod bolts.
I
o Checkinghe ightnessf the main
bearing olts.
o
o Checking the tightness of the tie
bolts.
o
a Checking he silence-filter f th e
turbocharger.
o
a Cleaninghe starting ir ilter.
a Checking cleaning he safety

o valveof eachcylinder.
O Check the fuel injectionpressure
and removing arbondeposit ayer
o on the niector.
a Checking f the valve spring ha s
o broken
a Checking f the starting alveacts
o freely
o Checking if the starting air
o distributoracts freely.
O Checking if the explosion'proof

o door acts freely.
Checking he inner surfaceof the
a cylinderinerby meansof a mirror.
o Refreshing he lube oil of the
o turbocharger
o
o 12-11
a
o
o
a

a
a
a
o
o Operating ours
Item Daily
o 100 zc v 500 1000 2500 3000 5000
o Checkinghe evenness f different
cylinders.
a Checking he driving ears or he
o camshaft.
o Checkinghedriving ears or
o threepumps.
o Checking he oundation olts or
o tightness.
I Checkinghe crank-web eflection
o
o Testinghe uel njection
Advance ngle.
a Checkinghewater ump haft or
o leakage.
a Lapping he starting alve
) lf necessary
a Lappinghe nlet ndexhaust
lf necessary
o valves
o Refreshingubeoil of the engine.

a Refreshinghe ubeoil of the
a governor.
I
Checking he clearance etween
o the valvespindle nd guide
a Removinghe waterscaledeposit
o in cylinderw aterchamber.
a Replacing ll he anti-corros ion
o zinc plates.
a Cleaninghe carbondeposit ayer
o on the pistons, nd cylinderiners
a and cylinder eads.
o Checking he wearing ondition f
a piston ings.
I
o 12-18
O
o
o

O
o
a
o
a OPERATION F DIESELENGlNE
a
o Operating ours
a Item Daily
1 00 250 s00 1000 2500 3000
o Check the clearance of the
connectingod smallendbush
t
o Check the clearance of th e
o connectingod bigend bearing.
o Check learancef the ocker rm
a bearings.
o Checking rocker push rod roller
and ts bush or wearing ondition.
I
o Checking the clearance of the
a camshaft earing.
o Checking the clearance of the

immediate riving ear bush.
I
a Checking the clearance of the
elastic ear bush.
o
o Disassembling nd checking he
lubeoil pump.
o
Disassembling nd checking he
fuel delivery ump.
o
Removing he water scaledeposit
a in cylinderinerwaterchamber.
o
Disassembling nd checking he
a fuel njection ump.
a Removinghe deposit n bothends
o of the ubeoil cooler.
o Removing the deposit in the
o supercharging ir inter-cooler
o Checking he lube oil pressure
o regulatingalve.
a Checking he wearingcondition f
o the mainbearing hell. When ecessary
a
o
o t2-t9
o
o
o

I
o
o
o
a
o 12.11 EngineStorage and Reuse
o 12.1 l EnginaTransportation nd storage
o
a The enginehas been preserved efore elivery o prevent ngineand ts componentsrom
o corrosion uring ransportationnd/or n storage. he validperiod f the preservationefers
to the "the delivery echnical ondition'. f the preservation xceeds he valid period, he
a enginemust be cleanedand preserved gain.The following onditionmust be complied
o with during rans portationnd/or n storage.
o (1) The enginepacking aseshouldbe coveredwith canvas uring ransportation.
o
O (2) The engine packing ase shouldbe cleanedout as arrivalat the storehouse nd then
o move nto he storehousen time.
o (3) The storehouseor the engineshouldbe dry.The room emperature houldbe kept n
o the rangeof 5-30C with the temperature ariation uring he clock round being no t
exceeding 0C.
o
o The storehouse houldbe completelysolated romany corrosive ases (suchas smoke,
o acid, seam,ammoniaetc.).
o The engine should not be stored togetherwith corrosivematerials and/ot producb (acid,
o base, salt or other chemicals, ubberproductsand batteries\.
o (4) The enginepacking aseshouldbe checked s soonas delivery eing akenover, ince
o the packingor oil seaiingmay have been damagedduring ransportation. he case
o shouldbe openedand remedymeasures houldbe taken mmediately s water had
o leaked nto he case. n general, he case shouldbe opened or inspectionn ten days
from he dateof arrival. nti+ust ilshouldbe applied gain o thosesurfaceswhere he
o anti-rustoil layer had been damaged. f rust corroded rea ound, he rust shouldbe
a removed nd then anti-rust il applied.Clean hosesurfaces ree of ant i-rust il witha
o pieceof dry cloth.
a (5)The oil sealing houldbe checked t leastoncea month.
o
12.112Before he First Starting
o
o Before he first starting, il layeron the outersurfaces houldbe cleanedup. The room
o temperatureor doing his shouldnot be lower han +10C as too ow a room emperature
willmake he ob quitedifficult-
o
o Oil ayeron the outersurface r on the movingpartsshould e cleanedwitha pieceof cloth
dipped n dieseloil betterwitha temperat ure f 35-40C.
o
o l2-20
a
o
o

t
a
a
o
a
a Pump ube oil into the engineby an independent il pump until ube oil flowingout from
o bearingsand otheroil holes.Removedirtyoil in the enginebed-plate nd clean t by dry
o cloth.
o Removepossible il on top of the piston ia the injector oles.Smallquantity f oil leftwitl
o be blewout before tarting p when air blowing".
o lf there beingmore han 15 days rom inishing his ob to the firstenginestarting, thin
o layeror lube oil shouldbe applied o engine nnerand outersurfaces, nd checkedevery
o oay.
o 12.11.3 Temporary preservation
o
a ff the engine s stopped or a shortperiod forexample or 20-30 days). t shouldbe carried
out temporarypreservation
o
o (1) Draining ff coolingwater n cooling ystem nd blowing ut by compressed ir.
o (2) Pump ube oil beingdewater reated nto he engineby an independent il pump until
o lube oil flowingout fromall lubricated laces.T urn he crankshaffor 3-4 turnsduring
a lubeoil pumping.
o (3) Rotate he crankshaft nd add lube oil to the valve spindle o ensure he oil flowing
o through he gap between alvespindle nd valveguide.
o (4) Injectdehydrated irshaftube oil into cylinders ia their njectorholesand then slowly
o rotate he crankshaft or 2-3 turns.
a (5) Cleanout component urfaceswith a pieceof clothwith gasoline. nd applya thin ater
a of grease o thosesurfacesnot pained.
o
I (6) Fill up the uelsystem nd delivery ueloil o injector y prying he uel njector ump.
a (7) Turn the engine or 3-5 turnsafter pumping ome ube oil into he engineevery ive
o oays.
o
o
o
a
o
a
o
o 12-21
o
a
o

o
o
o
o
o sHoortNc ND EMED.E'
o @,r"rE
I
CHAPTER3TROUBLE HOOTINGNDREMEDIES
o
o Common roubles f diesele ngines nd remedies re describedn thischapter.
t Howevel treatment f a troubleencountered houldnot be limited o the contentgiven n
o this chaptel the base of correct udgment or any trouble occurred s to understand
a completely he design and performanceof the engine itself via reading this operating
o manual.
a 13.1EngineStop after Starting or Less than One Turn

o
I No. Causesand featuresof the trouble Remedymeasures
I
o Insufficienttarting irpressure
Checkhe pressure f hestarting ir
bottle ndcharge ir o a pressure f
o 1
2.94MPa
o
o Toosmall pening f hemain tarting
t 2 valvedue to seizure f the valveor Checkhemain tarting alve
o piston
o Test the starting alve n cylinder
o Valve stem is seized at the opening headsusingcompressedir to find
o J position or is not fully sealed, the out the failedvalveand lap it as
a controlpiston s seized necessaryr check he valve or it s
o movingreely
o 4
The pipe between he air distributor Introduced omoressed ir to check
o and cylinders blocked p if the pipe s all right
o Incorrectonnectionf pipes f heair Check if the pipes are arrectly
t distributor connected
o Fasteningbolts of startingcam are
loosened, r position in of the cam s
Replacehe pin or tightenup the
a o
broken
bolts
o
o
a
a
o
o 13-1
I
o
I
o

o
I
o
I BLESHOOTINGNDREMEDIES
o
o 13-2 No firing or uncontinuous iring even he speed being quite enough, an d
a the enginestops as moying he control handle rom 'Starting' to 'Operation'
I No. Causes nd eaturesf the rouble Remedymeasures
I
Check f all valves n the fuel pipeline
a No or insufficientuelenters he ue l have been opened, ill up fuel pipeline
1
t pump and fuel injector pump with fuel oil
o beforestartinghe engine.
Air existed n the fuel systemand/or
I z
fuel njection um p
Releasing ir rom he uelsystem
o Drain fffuel il romhedaily uel ank ,
a 3 Toomuchwater n fuel oil the fuel systemand filter, fill up the
a system ithclean ueloi l
Very ewor no fueloil njected rvery
o 4
low nlectionressure
Repair he njector
o Check hecorrect onnectionf pipes
I 5 Fuel ontrolodcould otbe moved of starting accelerator or if the
a Insufficientompressed ressure:
acceleratoreing eized
a (1) Toomuchpiston ingwear
Replacepistonrings: eplacecylinder
liners f necessary
t (2) valve eakage Check valve springsand valves, ap
o (3) piston ingsburned valves f necessary
o Poor uelmobility henheavyueloi l
used
Preheatedhe ueloi l
o
t 13.3 As the control handlebeing placed on the position, stoppage',the engine
I is started mmediat ely s the outlet valve of the air bottleooened
o N o . Causesand baturesof the rouble Remedym easures
o 1 Seizureof the mainstarting alveor Get rid of seizure

control alve
o
a 13.4 As the control handle being placed on the position, 'stoppage', the engine is
I no t
No. rouble
I
Find out those pumpsstill delivering uel
a oil and push their fuel racks to no fuel
o 1
One or more fuel injectionpumps
are still delivering uel oil as the
position. lf being seized, loosen the
a handlebeingat 'stop'position
connector f fuel njection ipe o stop he
engine, and check the no fuel delivery
a position of the pump and get rid of
I
)
t3-2
o
o
t

o
o
I
o
a BLESHOOTINGNDREMEDIES
I
o serzure.
a 13.5 No or insufficient ube oil pressure
o
No. Causes nd eatures f the rouble Remedy easures
I
Insufficient oil pressure of the Check oil levelof re-circulatinoil tank.
I 1
re-circulatinqil ank and add ubeoil o it
o 2
Air ssuckednto n hesuction ipe check the suction pipeline,get rid of
o untightness
a Troublesn the non-returnalve,or Shut down the engine, wash out the
blockagef he ilter creen screenandcheck he non-return alve
I
Serious eakagen ubeoil pipeline Check the pipeline and get rid of the
I 4
leakaoe
I Too much clearane or incorrect
o assembling f lube oil pump gears,
Overhaulhe ubeoil pump
o resulting n abnormalw orkingof the
pump
o Blockage r rupture f the pipe or Clean por replacehe pipe
I 6
lubeoilmanometer
o 1
Damage f the ubeoil manometer Replacet
a Blockage f the slidevalveof the Cleanup hevalveor replacehe spring f
lubeoil pressureegulatingalveor damaged
o I
damaqe f thespring
a q Toomuchbearing learance Check he bearing learance,eplace he
t bearing f necessary
a
I 13.6 Pres sure ifference f the ilterbeinghigher han0.2MPa.
o No. Causesand eatures f the rouble Rernedymeasures
o 1 Blockage f the ilterscreen Washout he ilter
o
o 13.7 ne s increased ru
a N o . Causes nd eatures f the rouble Remedymeasures

Abnormal orking f hegovernor Stop the engine mmediately nd check
a 1
the governor
t 2
Seizureof the gear rack of the fuel Stop he engine mmediately nd get rid
o injection um p of the seizure
o 3
Abnormalw orkingof thc governorStop the engine and check it, repair f
driving ea r necessary
o
a
,
13-3
t
t

I
o
t@,
a
o
-v. *€)
BLE SHOOTING ND REMEDIES
a 13.8Abnormal oiseduringengine perating

a N o. Causesand eatures f the rouble Remedymeasures
a Rhythmical ingingsound of metal Re-adjustinghe fuel injection iming or
knocking n the cylinderdue to too reduce ueldelivery
o 1
early fuel injectionor overloadingof
I theengine
o Too much retardof fuel injection,Re-adjustinghe uel njectioniming
a 2
generating on-ringing, eep an
suppressednockingoundrom he
o cylinder
I J Air leaked nto fuelsystem Get ridof air eakage
I Engine omponent oisegenerated
a (1) Noise rom too much clearance Replace he piston or the cylinder iner
o between the piston and the accordingo thewearcondition
cylinderiner,noise s reduced s
o enginewarmedup Maintain the normal clearance by
o (2) Sharp and low noise from to o replacingthe bush of conneclrngro0
o muchclearance f the pistonpin, small nd
a featuredby more serious during
idling Check the connec ting od bearing, ts
I (3) Noise rom too much clearance clearanceand tightnessof connecting
o of the big end gearing, eatured rod bolts. Replace he connecting od
o by more heavy noise when bearing if ne@ssary to maintain the
a suddenly educedenginespeed clearancespecified
from ratedone
I 4
(4) Rupture f valvesprings, ticking Replace the valve spring, check the
I of the v alve stemwhich couldn't clearance etween he valve spindle nd
o follow the movement of the guide, eplacehe valve f necessary
rocker-arm, knocking noise
o generatedas the pistonclosing
o to T.D.C Stop he engine mmediately nd nspect
a (5) Commencement f scuffing of the engine, eplacepiston and cylinder
o the cylinder bore, heavy and liner f necessary
gradually increasing unsharp
o metal riciional oisegenerated
a (6) Other kind of noise due to too Replace he gear and/or other related
I much running clearance of partsaccordingo theirwear condition.
gearscouldbe as
I speedbeingsuddenly educed
a
I
13-4
I
o
o

a
o
o
o
o sHoorlNc ND EMEDIES
o @rrrE
o 13.9Abnormal and non-uniformof ne
I No. Causes nd eatures f hekouble Remedymeasures
o ,| Unfiring or poor combustion of Check the fuel injection pump an d
o individual ylinde(s) iniector
Differencen fuel njection ressure,Re-calibrate
o 2 amount f fuel njectionnd njection
a timing etweenylinders
o a Air leaked nto he fuel system Get rid of leaked ir
a
o 4
Fuel eakage rom uel pipes, uel oi l Check he uel pipeline nd watercontent
mixedwith water of the fuel
I Insuffiient ompression ressure Check he tightness f cylinder eadan d
I vatves
o High exhauslback pressuiedue to
Clean pexhaustipeline
o blockage f exhausipipeline
Abnormalw orking f the governor Check he governor
a 13.10 Speed decreasinounti
o No. Causes ndbatures f hehouble Rernedv easures
o Check he water contentof the fuel oil.
o 1 Waterenters he uel Drain off the fuel oil from the fuel system
I and add clean ueloil nto he svstem
Fuel delivery to the engine is
o z reduced s no more uel n thedailv
Add uel o thedaily uel ankand check f
a fuel an k
all valvesbeingcorrectly pened
a Airexistedn he uelsystem Get idof air n hesystem

t
o Fueldelivery an not be incr eased
4 due to low lube oil pressure n Check ubeoil pressuren thegovenror
o oovernorervo
a Shout own he engine.C leanup, repair
t 5 Scuffing f the rylinder ore or replace according to the actual
a condition
Shut sown he engine or checking.Pa y
o 6 Seizure f he bearing
attentiono free lowing f the ubeoi l
a
13.1 I Dark smoke of engine exhaust
O
o The lightblue smoking n the exhaustgas means hat he lubricating il has entered he
cylinder.The white smoke means h at the water has entered he cyl inder.The black
o smoking neans hat he diesd..Sals excessive nd notbe fullycombusted. he ightgrey
a
o 13-5
a
o
o

o
a
o
o
o B L ES H O O T I N GN DR E M E D I E S
o
o is allowed.
o N o . Causesand eatures f the rouble
Remedymeasures
o 1
Highexhaustemperaturend dark Reduce ngine oad
o smoke ue o overloading
f xhaustemperatures,d just uel
o 2
somecylinders ithdarksmoke delivery f each ylinder
a Sometimeshe inlector ith uel oi l Re-adjusth e uel njectionressure,ap
a drops, oor tomization,
ow njectionthe needle alv e, eplaceuel injection
o oressure nozzlef necessary
Much retardof fuel injection, art of Re-adjust he advancedangle for fuel
o the fuel is burning n exhaustpipe, iniection
o 4
leading o dark smoke in exhaust
t gases
lnsufficient ompression ressure,Check he valve springs. ightness f
I 6 valves r cylinder eadseakage valvesand cylinderhead. Check he
o wear onditionf piston ings
o Lube oil leaks to combustion
o chamber s the esult f wornoiston Clean utorreplaceistonings
a rings r nsufficientl asticityf rings
Lube oil splashes onto the liner
o 1 surface and leaks into c,?mbustionStop engine and check oil level of the
a chambers ue to raisedoil evelas a crankcase. heck he pump or fault
o resultof non-emptyinqil sump
Water n combustion hambers r Check if cracks in the cylinder head.
a 8
water n ueloi l Drainoff he uelcontents ater
a Poor uelquality Change fuel oil or add necessary
o I
equipment
a 10
Too much carbondeposit n nozzle
Remove arbon eoosit
o rinqsof the urbocharger
Depositn compressor ilencer f the
o 11
turbocharger
Remove eposit
o 13.12 Oil level ncreasing n lube oil re-circulat ing ank
a The oil levelof the re-circulat ingank risesdue mainly o coolingwater leaks nto ube oi l
o with ight oam, n comecaseswithout olorchangebut somewaterbubbleson the
tankwall.Takea cup of lubeoil of 300 gramsand wait or one hour, hen check f therean y
a water n bottom f the cup. f water ound n the bottom, heck or water eakage nd get red
o of it. Refresh ll ubeoil.
o N o. Causesand eatures f the rouble Rernedvmeasures
Damage of the lower "O" ring in the Replace he "O" ing
a 1
cylinderiner
a
O
13-6
o
o

I
o
o
a
a BLE SHOOTING ND REMEDIES
o
o Water eakage f the ubeoil cooler Check he coolerand get rid of water
2
o leakage
o 3
Water leakage hroughholes resulted
Replace hecylinderiner
o fromcavitation f the cylinder
I I 3.13 startinq air pi hot as e ne runn

N o . Causesand eatures f thekouble Remedyneasues
a Air leakage n that starting Shut o check the
o 1 where hepipegetting ot starting alveandvalvebody,ap t,and
I check ycompressedirafter ssembled
o Damageof t he shim in such a Replace he shim
2 starting alvewhere he pipegetting
t ho t
a 13.14 oo or too lowexhaust emperature
a No. Causes nd uatures f he rouble Remedymeasues
o Toohighexhaustemperature:
o (1)Toohighengineoa d
(2) Too etardof fuel njection
Reduce ngineoad
Re-adjustuel njectioniming
I 1 (3) Leakage rdripping f njectors Cleanup or replace
a (4)Thermometer ault Replace
o (5) Blockage f the turbochargerr Get ridof the blockage
compressor
I
Too owexhaustemperature:
o (1)Thermometer ault Replace
a (2)Thermocouple ault Reolace
O (3) nsufficientnserted epthof the Maintainan inserteddepth of 112 pipe
o z thermocouple
(4) hermocouple ndicatora ult
diameter r above
Checkor repair
o (5)no fuel njectionn sucha cylinder Check fuel delivery of the fuel injection
a where he exhaust emperaturepumpandior njector
o being uite ow
Exhaustemperaturef onecylinder Re-adjustuel delivery f cylinderso
a being 5C higherthanheothers maintainame ueldelivery
o
o
a
o
o
a
a
o 13-7
a
o
o
a

o
o
oa
o
o sHoorlNG ND EMEDIES
o @'"'E
o 13,15 Toohighcoolingwater emperature
o
O Causes nd uaturesf the rouble
No. Remedv easures
o No or insufiicient aterdelivery f
o the resh r seawater umps:
o (1)Closure r ault f heseachest Check he seachest
a (2)Btockage f the seawater ilter Clean out the lilter
(3)Air eakednto hewaternletpipe Checkand maintain ightness f all pipe
o connectors
o 1 (4)Damage f the mpeller f water
o pumps
(5)Poor ightness
Check the water pump, re-adjust he
clearance r replacehe mpeller
I Replace "O" rings, rubber bushes or
a (6) nsufficienti rculatingr eshwater othersprings
a Add fresh it/aternto the exoansionwater
o tank
Gascells ormed n cylinder eadsor Escape p eaked ir o allow ree lowing
I z
in waterpipelines of water
o 2 Water hermometera ult Replace
a 4 Heavyengine oad Reduce ngineoad
a Cooling ater lowshrough nlypart Check he coolingwaterpump
of cylinder eads ue o insufficientor startup he stand-by aterpump
o water output of the water pump,
a temperature f the cylinderhead
O beinghigher hanwateroutletpipe
o when ouching.hisshould appen
during ow speedoperation s t he
o water thermometer eing not in
a effect
o
o 13.16 Too high lube oil temperature
o
a No. Causes nd eaturesf he rouble Remedym easures
a 1 Heavyengine oad Reduce ngineoad
a z
q
Deoosit n the ubeoil cooler
Poor ubeoil quality
Clean p he cooler
Refreshubeoi l
o
a
O
o 13-8
a
o
o

a
o
:@,
. -::=
BLESHOOTINGNDREMEDIES
O 13.1 Vibration ndnoiseof the urbocharger

o
O Note:Thespeed f the turbocharger s veryhigh, f anyabnormalibration nd noisy s
found lt is necessaryo stop heenginemmediatelyo as o check nd epairhem.
a
o No. Causes nd eatures f he rouble Remedym easures
o Vibration r noisebeings boutby Dismantle or inspection.Replace the
o 1
bentor rupture f urbine lade(s) damagedblade(s)or remove both the
damagedone and that opposite t and
o then do dynamicbalance
a Bearing damage or too much Replacehe bearing(s)
z
o bearing learance
I 2
Shock spring ring of the bearing Replace
broke
a 4 Rotor haft ent Replace
o 5
Incorrecta ssembling f air sealing, Re-assemble nd regulation
o creating riction
I Blade(s) f turbine r compressor s Re-adjust he axial positionof lhe rotor
6
collided gainsttscasing shaft
o
o
o
o
a
o
o
o
a
o
o
o
a
a
o
a
a
o
I
13-9
a
o
o

t
o
o
o
o SPECIAL OOLS
o
o
o CHAPTER 4 SPECIALTOOLS
o Ordinary ools or enginedismantling nd assembling uchas open-endwrenches, ocket
o wrenches, ocketscrewwrenches, crewdrivers n diffurent izesetc. shouldbe provided
I by the ctient.
o Necessary pecialoolsaresuppliedwith he engineby the manufacturer.heyare:
o Hydraulic ensioningool for cylinder ead bolts, ie boltsetc., ogetherwith the hydraulic
o tool or fuelcam regulation.
o Special panners nd sleeves.
o Tools or pistons,connecting-rodover,main bearingcover, ower main bearingshells,
o cylinderiner,valves, mpeller f the water pump,camshaft ear, uel njection umpsan d
injectors.
o
a Tools or valve apping,or checkinghe advanced ngle or fuel njection,or engine ifting.
o Application f thes € tools s introducedn early of the manual, he followingdiagrams,

namesand relatedstatements hould provideyou their purposes.
o
The toolsshouldbe wellstored or convenientlyaking hem or service.
o
a
o
a
o
o
o
o
a
o
o
o
o
o
o
a
a
a
o 14-l
o
o
o

o
a
o
oo
o SPECIAL OOLS
o
o
a TOOL NO. DESCRIPTION
APLICATION
REMARK
o
a 320.100.70 rorquepanner
For fitting or removingbearing cap
and connectingod bolb.
SeeFig.1
o
o 320.100.05 Spanner
For ittingor removing onnectingod
bolts. See Fig.2
o
o 3 2 0 . 1 0 0 . 1 1 Socket panner
For fitting and removingconnecting
rodbolts. See Fig.3
o
o 320.10.190 Tool
Fordismantlingnjectors
SeeFig.
o For fuel oil pumping of injection
o 320.100.14 Hand evel pumps S e eF i g .5
o Forhousing f highpressureuelpipe
a 320.100.3 No.2 Spanner for njectionump. SeeFig.
o Forhousing f highpressureuelpipe
o 320.100.12 No. Spanner for njectionump. SeeFig.7
o 320.100.0'1 Spanner
Fordismantlinghe lywheel olts
o See Fig.8
o 320.100.03 socket panner

For he cylinder eadstuds.
SeeFig.
o For uel pipeconnectionsnd bolls or
o 320.100.09 T-type panner rockerarmsupporting eats. SeeFig.10
o For dismantling onnecting od bi g
o 320.100.120ATool end covers- SeeFig. 1
o For fittingor removingpiston pi n
o 320.100.80 Tool circlio SeeFig.12
o For putting piston into the cylinder
o 320.100.30 Tool liner. SeeFig. 13
o For ifting istons

o 320.100.20 Tool SeeFig. 4
o Formainbearing uts.
a 3 2 0 . 1 0 0 . 1 7 Socket panner SeeFig.15
o
o
o 14-2
o
o
o
o

o
o
t
o SPECIAL OOLS
o
t
o TOOL NO. DESCRIPTION A LICATION REMARK
o 320.100.3 0A Tool
For fitting r removingmainbearing
ca p SeeFig.16
I
o 320.100.90 Tool For itt ing r removingylinderi ners. SeeFig.17
a
o 320100.50 Tool
For ifting r removingonicalings f
vatves. SeeFig.18
o
o 320.100.60 Lappingoo l For ap ping alves. SeeFig.19
a For dismantling nd tightening tay
Hydraulic
t 320.102.00A
tensioningoo l bolts. SeeFig.20
o
o 320.104.00A
Hydraulic For dismantling and
cylinder eadbolts.
tightening
SeeFig.21
o tensioningoo l
o 320.103A.00 Pump For ensioning evice SeeFig.22

o For itting r removingiston ins.
t 320.100.180 Tool SeeFig.23
o 3 2 0 . 1 0 0 . 1 1 0 Lifting ool For ifting he engine. SeeFig.24

o
o 320100.08 Dismantlingoo l the njection
u eldeliveryalves f
Fordismantling
umps
SeeFig.25
o
I For checking uel injectionadvance
Test ipe
o 320100.160 ang e. see trg. zb
o For fittingor removingnjection um p

o oo l
320,100.150 Dismantling springs. SeeFig.27
o
o 32066.00 Tester For estingnjectors. SeeFig.28
o 320.100.40 Tool Fordismountingater ump mpeller. See Fig.29

I
Fordismountingamshaftea r
a 320100.10 Tool SeeFig.30
a
o
o
a 14-3
a
o
I

O
a
o
()
o SPECIAL OOLS
o
o
o 320.100,70
a
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o
o
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a fig. I
a
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o szo.00. 5
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a 14-4
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o SPECIAL OOLS
a
o
I 3:'t. ,)0. 90
I
o
o
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a
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o 320. 00.14
a
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o SPECIAL OOLS
I
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o It$. 100.13
I
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a Fig^6
a 320. 00.12
o
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o Fig. 1-
I
o 320. 00.0l
I
o
o
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o Fig.8
o 14-6
t

SPEGIAL OOLS
320. G0,03
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3C0. 00.09
o
o
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o Fig. 1{i
o
o t4-7
O
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a SPECIAL OOLS
o
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o SPECIAL OOLS
a
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o 3?0. 00.20 320.100.20A
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o 32fl, 100. 7
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SPECIAL OOLS
390.100.90
o
I Fig.1?
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a 14-ll
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a SPECIAL OOLS
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o 320. 02.00a
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a & reconditionf fuelequiPment
@ crankshaftn-situ rinding
o @ ChocKastf all ypes f engine/equipments iA Crankshafte nch rinding
a @ Engineepair ndmajor verhaul
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@ Spare aftsor allmajor ngineseqpmt.
(New/Used/Recond tioned)
(9 Lock'n'Stitch
o @ Gas onversionf diesel ngines
(n Reconditionedonnectingods
andothersparesnourstoclvwarehouse.
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I Having associate ompanies n Dubai, Shanghai,K orea, Japan& Cyprus.

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CrankshaftGrinding:- Supplyof SparcsParts:-
As acknowledgedeaders n the field of crankshaftKenmark rovidespare atts or all major ngines nd
a
grinding,Kenmark ave econditionedy crankshaftsothermachineries. a
andhaveheexpertiseo ackle nykind f problem ith Reconditioning eruices:-
thehelp ftheirprinciples. Our principals ave developed roceduresor
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LineBoring:- reconditioning ervicesorcylinder eads, istonrowns, a
In-situ ineboringss anotrerKenmarkpecialty sing Exhaust alve spindles nd Connectingods using
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execute orkofexactprecision.
EngineRepairs nd Overhauls:-
dati formost nginemodels.
FuelE quipmentr-
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Dieselngineepairsndmaintenance s hecore eryice Kenmarkave long raditionnFuelEquipmentepairc. o
of Kenmark.Routine maintenance rouble- We have, over the years, build up a World-wide
shooting nd repairs n all majormakes f mainand reputationorexcellence n uelequipmentervices. I
auxilliaryngines.
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accurate.ependablend astsystemor alignmentnd trudesmanvailableor bothworkshopr n-situ epairs,
chocking. maintenance,pgrades nd trouble hooting roJects. o
EngineDiagnosisr- on both land based and offshoreOil and Gas
Gives a completediaqnosis f the performanceinstallations.
a
of the enginebehaviourThis means hat without Lock'n Stitch:- o
dismantlingarious omponentsecanactuallyindout Repairso cast ronComponenbsing peciallydapted
thehealth f heengines/componenb. pins nd ocks hichStitch",rrest nd epaits rack. o
Plant nspection:- Specialist €rvices
Providehird party Inspection Evaluationervices,lYarine- SN4and ISPS systemsdevelopment,
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Condition nd monitoring f entire plant,Adviceon implementation ndmonitoring.
upgrades,esignmodificationsnd plantmaintenanceIndustry-Quality anagementystem o ISO 9001:
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Condens€rs ndair coolerc QualityAssuranceystemor Products,evelopmen t
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techniquenvolveshe installationf thin walledalloy socreW.
insertsnto he damagednds. his epairmethod an GasConversion f Engineso DualFuel a
save rom 75o/oo 90o/o ersus he cost of traditional Diesel ngines an be safely onvertedo DualFuel
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becomentegralwith the parent ubes. CTI has also Somebenefitshighlighted
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developedre echnologyor repairingailed r plugged DuaiFuelControlled as elease ombustion rocess
tubeswith FULLengthLiners. TI has nstalled ore ishighlyependable.
than5 million hieldsn 32 countriesound he world. . Natural as mproveshe eliabilityf efficient iesel
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and ifeextension re ome fthebenefits. Opemtorsavehe lexibilitytounanengine n
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usedon marineas well as powerplantapplications Gives usinesslowcost environmentally riendly o
withoutany compromisen quality. he savingo the alternative
customers competitiveostand educed own imeas All the above Wthout makingany changes
these anbemanufacturd ithin verv mallmme. yourexistingngine a
KENIYARKECH OLUTIONS o
8-502,O rchid, vershineark,VeeraDesaiR oad,AndheriW est, vlumbai 400 053. NDIA
. Tele Fax +91 ZZ 26783775 Mobile +91 9820557558 E-mail kenmarktech@g a l.com
o
. Tele Fax +91 ZZ 26783775 Mobile +91 9820557558 E-mail kenmarktech@g
a l.com
I

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o

o CHAPTER ENGTNEA|NCOMPONENT,... .................3_1

a 3.2.3 Cylinder ead nd tsAttachments'.'

o 3.3.3 Tappetso r nletand xhaustalve'.'..

o CHAPTER COOLTNGYSTEM'.'..'....' """"""""""-'-'6-1

o GHAPTER STARTTNGYSTEM....'..,... """"""""""""7-1

o 7.8 AirBottle"" """""""" """"'7--9

a CHAPTER CONTROLYSTEM.'..'..,.""""" """"""""8-1

o CHAPTER0 EXHAUST ASTURBOCHARGING YSTEM ....'''''".."..''10-1

o 10.3 Air nlet ipes.'........

o 11.1 Local nstrumentation.""""""""'

o 12.1 Working luids.-........"".'

o 12.3 Starting"" """""""""""'12---6

a 12.6 Emergencyperationf heDiesel ngine.'.'"""""

a 12.1'1 Engine torage ndReuse"""""""' """'12*20

o 0HAPTER 3 TROUBLE HOOTTNG NDREMED|ES......., ..........'.'..'....13-1

o 264 €,00 100

o aT) llu 200

o i,,,,, S p e c l i ' ruc e l c r , , , n p t i o nb

o Compressiona tio 13:1 -.--

o Superchargedir pressure MPa 0.2687 o.274 0.2865

o Fuel upply dvance ngle 14*3 eforeT.D.C

o Deoth below he center ine of the

o Lubeoil pressure in he mainoil passage)

o Working ressure f nternalirculatingater 0.12MPa

o Tie-rod olts M39X2 Hydraulic ressure f strelcher

o Cylinderiner o32o€6 o320.6

o ASSEMBLY MATGHED ARTS NEWPARTS ASSEMBLY

o Gap clearanceof 2nd ,

o pin seats axial)

a The distancebetween he top surfaceof

t Cylinder ea d heads o40€(E 0.01-0.03

o Inner iameter f roll" "

o ASSEMBLY MATCHED ARTS NEWPARTS

O of inlet alve 0.30-0.50

a @108 2 €3 (atoneside) 0.25

a Backlash f the Module f

o 1. The dieselengine s irreversible.t maydriveeither ixed-pitch r conlrollable-pitch

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

a 3.1.2. Electroslag melting casting steel crankshaft

a a. Cleanall contactsurfaces, oat hreaded ortionwith thin anti-friction aterial averof

o When the crankshaftnstalls he leaf-spring amperor springcoilingdamper,the O-seal

a There are bearingshellswith coated ri-metalalloy laye(8320cd4 is bearingshells of high

120 120 30 30 120 120 30 30 120 120

o 2) Mark he relative osition etween he connecting olt headand connectingod .

o 3) Try to retightenhe bolt by a torquespannerwith a torqueof 800 Nm. f the marked

o 3) Accumulated perationime s over20000hours.

o a. Measuring nd recording imensions f the pistonpin and ts hole as well as th e

o Parallelism nd wisting f both he big end bearing nd smallend bushshouldbe checked

a lf all thesehavebeendone, eassemblehe assemblynto he cylinder iner. f beingup to

a This is not permissible nd the bearingmust be renewed lf such a wear pattern an

o alreadybe seenaftera shortperiod f operationit s of vital mportanceo find he cause,

Fig.3-14 Criteriacatalogue or bearingshell of connecting ro d

a Area I -Plated overlaycompietely onserved ear he parting ine. Protectivein flash

o Inspectiondoors are provided n lower parts ot both sides of the cylinderblock,for

o inspecting he conditionsnside he c rank case and assembling r disassembling ai n

o In order o decreasehe presstiien the crankcase hich s formeddue o the exoansion f

o on the outputend ofthe engine, here s a brack etor urbocharger nd he supercharging

a In order o reduce he ength f thecantilever artof the crankshaft. n 1Orh ainbearings