Guangzhou GDF 8320

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"J iMIAL
7#Atwl
MANUAL
OPERATING
FOR8320MARINEDIESELENGINE
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DIESELENGINEFACTORY
GUANGZHOU
THEPEOPLE'S
REPUBLIC
OF CHINA
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CONTENT
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CONTENTS
...........0_,1
GoNTENT.........
..........0___4
ATTENT|ON......
..........0_5
PREFACE.........
.,............0-7
Installation
Arrangement
of Model8320MarineEngine.........'...
Propulsion
Characteristic
curvesof Model8320MarineEngine...............,.......................
0-g
CHAPTER1 MAiNSPECIFICATIONS
OF THEENGINEANDITSACCESSORIES...,.,,.,,.,......1_1
. .. ... .. . ... ... 1- 1
1.1 Mainspecification
of theEngine......
1.2 Specificationofmainaccessoriesandsystemdata'.'.......,...,........................
...,........................1-s
1-3 Maintechnical
dataoftheengine......-.......
........................1_5
1.3.1 Pressure.....'.....
... ... ...1_5
1.3.2 Temperature,.,....
.........................1__S
1.3.3 Pretightening
Torque
forMajorBotts
1.3.4 Weights
Components
of l\rlajor
Needed
forOverhaul...........................1_7
1.3.5 Pressure
forllydraulic
Testof MajorComponent.................................1-7
............'..........-.1-7
1 . 3 . 6 F u eal n dL u b eO i lR e c o m m e n d e d . - .
'1.3.7 Refreshing
.............1-B
of LubeOil..'....'............
Interval
1.3.8 Thefittingclearances
andWearlimitsof mainpartsof the engine.........1-9
.........-.....-...,...,2-1
CHAPTER2 OUTLINEOF MOOEL8320MAINMARINEOIESELENGINE,
.................3_1
CHAPTER
3 ENGTNE
MA|NCOMPONENT,...
..........3-1
3.'l MainmovingParts......
....................3-1
3.1-1 Nodular
grapr..ri';
Castlroncrankshaft....
3.1.2 Electroslag
S".relting
Casting
SteelCrankshaft,...................................3-2
....................3-g
3.1.3 Piston
andConnecting
RodAssembly....
................3
3 . 2 M a i nS t a t i o n aPr a
yrts....'..........'
29
3.2.1 Cylinder
Block,Bedplate
andMainBearin9.......................................3-29
--.-...-.......
.............3-36
3.2.2 Cylinder
Liner.
........................3-38
3.2.3 Cylinder
HeadanditsAttachments'.'
.......................3-47
3.3 ValveGear.
...........3-42
3.3.1 Camshaft.
.........3-49
3-3.2 Camshaft
Gear.........
Driving
......................3-S0
3.3.3 Tappets
forInletand
Exhaust
Valve'.'..
............3-S1
3 . 3 , 4 R o c k eArr m . - - . . . " . . . . ' . . . . . . . '
...................3*S2
3.3.5 Adjustment
c\i'ie ColdValveClearance-'
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CONTENT
""'""""4-1
CHAPTER4 FUELSYSTEM........
"""""'4-2
Pump""
4.1 Fueltransfer
"""""'4-4
4.2 FuelFilter"""""" ""'
"""""'4-4
Pump""
4.3 FuelInjection
"""""'4--S
Tappet"
4.4 FuelInjection
jnjection
Pump""""""""
"""""""'4-7
fortheFuel
4.5 Control
Linkage
""" "'4-1o
4.6 FuelInjector"""""""
""""' "'4-11
andoverhaul
of theFuelSystem"".'"""'
4.7 Maintenance
""' "' "' "' 4-11
Airfromthefuelsystem"""""""
4.7.1 Escaping
"""""""""""'4-12
of ti'eFuelFilter""""'-"""'
4.7.2 Washing
"""""""""'"4-12
Pump""
of theFuelDelivery
4.7.3 Overhaul
of thefuelinjection
Pump.'""""""""""".''4-13
4.7.4 Maintenance
andOverhaul
".'"4-16
Anglefor Fuellniection""""""
4.7.5 Checking
theAdvanced
Anglefor FuelInjection"""""""""""""""4-17
4.7,6 Adjusting
of theAdvanced
of the FuelInjector"-""""""""""-"".'"""4-'19
4.7.7 lvlaintenance
andOverhaul
SYSTEM...........
GHAPTER
5 LUBRTCATTNG
5.1 LubeOilPump""""""""
Va|ve""""""""
Regulating
5.2 LubeoilPressure
5.3 LubeOilFilter""""""'""
5.4 Manual
Oiling""""""""
CHAPTER
6 COOLTNG
SYSTEM'.'..'....'
Pump"""'
Cooling
Water
6.1
freshwatercoo|er"""""""""".'
6,2 Lubeoilcoolerand
AirCooler"""
6.3 Supercharging
GHAPTER
7 STARTTNG
SYSTEM....'..,...
"" ""
7i An Distributor"
Valve"'.'
7.2 MainStarting
7.3 SbrtingControlValve"""
7.4 Starting
Valve"""""""' "
7,5 Starting
Accelerator"""""""""-"'-"""
7.6 FuelLimiter'.."""""
7.7 Air Filter""'
7.8 Air Bottle""
SYSTEM.'..'..,."""""
CHAPTER
I CONTROL
at localengine""
of ControlAction
8.1 Principle
Box"""""""""
8.2 Control
8.3 Valuefixer.'
0-2
.""""""""'5-1
"".'"""".'"""-"""5-3
""""""""-""""'5-5
"""5-7
"""5 7
""""""""""-'-'6-1
"""'6-3
"""""""'6-5
"'-""""""""""6-8
""""""""""""7-1
""""""7-2
"""""7
3
"""'7-5
"""""""""'-"""'7--
"""7-7
"""""'7
7
" " " .'""7-9
""""""""
""""'7--9
""""""""8-1
"""8-1
"''""'8 3
""""""""'"''-""8-5
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CONTENT
CHAPTER
LIMITER
ANDEMERGENCY
BRAKE.........."..'9-1
9 GOVERNOR.OVERSPEED
"""'9-1
9,1 DrivingGearfortheGcvernoT"""" "" " ""
"""'9-3
Governor"""""'
9.2 VariableSpeedHydraulic
"""""""""""""9-8
limiter'.....'..'.
"'
9.3 Oversoeed
""""""""""""9-10
9.4 Emergency
Brake"'-'."""""
....'''''".."..''10-1
10 EXHAUST
SYSTEM
CHAPTER
GASTURBOCHARGING
10.1 Turbocharger'.'..'..........""'
1 0 . 2 E x h a u sAti ro i p e s . . . . ' . " " " "
10.3 Air Inletpipes.'........
10.4 Air cooler.'
10.5 Air-Water
SeDarator..,""
" "'
"""""""""""1G*2
'-""""""""" "'10-2
""""'1O-2
'
'
'
' ' ' ' ' ' ' ' ' 10-3
'
'
'
" " " "'
"""""""""""'
1G-3
ANDALARMDEVICES.'.'...'..
GHAPTER11 MONITORTNG
11.1 LocalInstrumentation.""""""""'
11.2 Alarming
Device........"""
.' . ' .' ' . ' .. ' ... . .. ... 11- I

"""""""11-1
" """ " " " "" " """ 11 2
.,.........."'".12-1
12 OPERATION
OFTHEENGINE
CHAPTER
" """""""" " """ 12-1
Fluids.-........"".'
12.1 Working
12.2 Prepe'alionfor SErtingthe EngineAfterLongPeriodStoppage""" "" " """ """ 12-4
"""""""""""'12---6
12.3 Starting""
"""""""""""12-7
DuringEngineRunning""""""
12.4 Maintenance
"""12 g
1 2 . 5 S h u tD o w no f t h ee n g i n e " " " . ' " " " " - . ' . ' '
of theDieselEngine.'.'"""""
"""""""12-g
12.6 Emergency
Operation
-[urbocharger
DuringEngineRunnin9"""""" """""""'12-10
12.7 Emeryency
Stopping
""""""12
10
Compressor""
12.8 WaterWashingof theTurbocharger
""""""'12-13
12.9 WaterWashingof the Turbine""'
""""""12-'15
for
12.10 Technical
Maintenance
Schedule theEngine"""".'""
"""'12*20
12.1'1 EngineStorageandReuse"""""""'
ANDREMED|ES.......,
SHOOTTNG
0HAPTER13 TROUBLE
TOOLS.-.'....'....
CHAPTER
14 SPEC|AL
0--3
..........'.'..'....13-1
'.,.'.14*1
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PREFACE
This operatingmanual is for 8320 marine Diesel engine (irreversible).lt introduces

in some detail the main componentsand main systems of the engine, provides some
experiencein engineoperationard maintenance,as well as remediesfor enginetroubles.
Thereis a separatedvolumefor the turbocharger.
All manuals should be handed over to the operators,so as fo ensure them a better
understandingand masterof the engineconfigurationand relatedtechnicaldata, to reach a
rational maintenance of the engine, ensuring the engine being operated in normal
conditions,and reducingtroubles,getting more safety in seruiceand longer lifetime of the
engine.
It may make a differencebefuveenthe actual components(which are generally |ess
important)and the onesdescribedhereafter,as a resultof continuousproductimprovement
and change of some accessorles.However,additionalremarks will be provided if evident
differenceshould exist.
Any commentsand suggestionsconcerningthisoperationmanual are welcome.
0-4
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of Model8320MarineEngine
Installation
Arrangement
pu! outlLrnoL,r
DctZ uo]!d 6ut+ur1oLJ5!
Jo lqSt;f
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MarineEngine
Propeller
Characteristic
Curvesof Model8320ZCd-4
t5
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>U
!1,rxconhust
on pnessL;re
P,,r,
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-=
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ir
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lt\t=
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tu
800
[ x h o u E t a n p e r o t u r{^" a
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>
tB00
= 15|]00
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24C
'200
t-
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4tl0
tl
200
aT) llu
i,,,,, S p e c l i ' fruc e l c r , ,.,; n p t i o nb

ztO
-rr
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500515
(,f.
Engine
Marane
Propeller
Characteristic
Curvesof Model83202Cd-6
0-6
in)
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n
(n/nln)
Propeller
Characteristir::
MarineEngine
Curvesof Model8320ZCd-8
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-
pnessur
Muxconbustjon
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ra
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o f t e r i n t e n c o o l e{ 6r 0 |
2400
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r;
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t8rl0
ger speed llt
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1600
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S p e c l i cf u ' . r o n s u n p t oIn
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0-8
I
I
MAINSPECIFICAI IONSOF THE ENGINEAND ITS

ACCESSORIES
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GHAPTER 1
MAINSPECIFICATIONS
OF THE ENGINEAND ITSACCESSORIES
't.1 Main
Item
Ine
of the
unit
Specifi
calionsor p4rameters
model
8320ZCd-4 832oZCd-6 832oZCd-8
4-stroke,r'ilfi ne, water-cooled,direct
injection,turbocharged,
irreversible
type
marine
mainengine(rightengine)with intercooler
Numberof cylinder
8
Cylinderbore
mm
320
Pistonstroke
mm
440
Totaldisplacement
of
262-J
L
piston
ratio
Compression
13:1 -.-4
7
A
F
Rating KW
Max.Continuous
2060v
2206
Speedat
r/min
500
525
azc
Max.Continuous
Rating
KW
1941.5
zzoo
One hourratedpower
2426.6
4
,
1
4
r/min
542
One hour ratedspeed
542
Lowestcontinuous
r/min
200
210
210
speedwith load
Mean effectivepressure lJlPa
1.455
1-6622
1.782
Maxcombustion
pressure
of cylinder
mis
Meanpistonspeed
Directionof Rotationof
the crankshaft
Specificfuel
gikw.h
consumption
Specificlubeoil
g/kw.h
Consumption
Air consumption
(ln ratedcondition)
Startingtype
Coolingtype
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MPa
12.5
7.33
12.5
7.7
13.5
7-7
Clockwise( seenfromthe flyv'rheel

end )
205with+5 % Tolerance
t.l
i.q/s
4.05
m'/s
3.572
4.689
4.O23
compressed
air
By
4.902
4.206
Note: The maximum output has been set in the position with 100% load when the
diesel engine is ex-factory.
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MAINSPECIFICATIONS
OF THE ENGINEAND ITS
ACCESSORIES
.2 Specificationsof main accessoriesand Svstem data
Specifi
cationor param_eter
Designation
unit
832oZCd-4 832ozDd-6
01 8320ZCd-8
1. Supercharging
system
Supercharging
type
Supercharging
model
Allowablespeed for long{ime
operation
Allowablemax.speedfor
shorttimeoperation
Allowableexhausttemperature
beforeturbinefor long{ime
operation
Supercharged
air pressure
AllowableMax.Back-pressure
afterturbine
furbo-charging,
with air intercooler
wR321-2P
r/min
24000
r/min
<27500
MPa
Air coolertype
m2
Temperature
of inletwaterfor
aircooler
a
e
Coolingtype
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o
o
o
o
a
a
o
o
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o
o
o
0.2865
0.00294
KLQ92H
Air coolingarea
o.274
0.2687
MPa
a
a
a
<640
YZ
KLQ117H I KLQ146H
117
146
JZ
2. coolingsystem
closed
pumpequippedwith engine
Centrifugal
320.81A.00
pumpequippedwith engine
Centrifugal
320.81A.00
Seawaterpumptype
Freshwaterpumptype
Speedof sea waterpump
Speedof freshwaterpump
Flowof sea waterpump
r/min
2240
2240
m"/h
110
Flowof freshwaterpump
m3/h
100
Liftof sea waterpump

Lift of freshwaterpump
r/min
m
m
Minimumvolumeof expansion
tank for the freshwater
Capacityof the fresh water in
the engine
2352
2352
120
100
18
18
81G30.50. BLG30.50B
BLG3O.
or
NT15OS
HVCD-10
508
144
Freshwatercoolertype
Coolingarea of freshwater
cooler
Thermolatorfor fresh water
2352
2352
110
100
an
m3
30 or 11.96
2n
LZF100II,(60-75C)
m'
0.35 (tobe prepared

by the user)
m-
Approx.0.6
t-2
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I O N SO F T H E E N G I N E
ANDITS
M A I NS P E C I F I CiA
$CCESSORIES
Designation
unit
cationsor parameters
Specifi
8320ZCd-4 8320ZCd-6 t8320ZCd-8
3. Lubeoil system
Lubrication
or splash
by pressure
Lubrication
type
Gearpumpequippedwith engine
8320.71E.00A
1473
1547
1547
Lubeoil pressedpumpmodel
Speedof lube oil pressedpump
Displacement
of lube oil
Pressedpump
Extractionpumprnodelof lubeoi!
Lubeoil finefiltertype
r/min
47
m3/h
50
To be preparedby user
HFO
Engine
SBL125lT (264meshes/inch)
Engine
SBL1008lT (264meshes/inch)
BLG45.55A
81G30.50.144 or NT150S BLG45.55A
Lubeoil coolertype
Coolingareaof lube oil cooler
Lubeoil thermolatortype
4. Fueloil system
Fuelsupplyadvanceangle
Boreof the plungerof injectionpi:'np
Strokeof theplungerof injectior'

pump
m'
30
14*3beforeT.D.C
mm
Flowof fueldeliverypump
m3/h
Transientspeedregulation
25
zo
19.75
Multi-holetype
9X0.45RX130"
30
SBL40II r 4Dneshes/inch
SBL40II r ZPmeshes/inch
1F
14
1q,
L i g hftu e o
l i l0 . 1 - 0 . 1 5 :
Heavyfueloil 0.4-0.5
pump
Pressure
of fueldelivery
Coefficientof soeed fluctuation
25
mm
MPa
Open distanceof oil hole of plunger

sleeveof fuel iniectionpump
5. speedgoverningsystem
Governormodel
Governortype
Controllingmodel
45
LZF80ll2(55-70C)
Fuel injectortype
Specification
of fuel injectionnozzle
Iniectionstartingpressureof iniector
Fuelfine filtertype
Fuelcoarsefiltertype
pump
HFOviscosity
at high-pressure
inlet
H VC D - 1 0
4 5o r 1 5 . 1 8
12-14
cSt
4*ot
mm
YT111GV
Mechanical-hydraulic
type,VariableSpeed
Handletypeor remote-control
^.
ula
'-
o/o
>50o/oload
<1.5
<50% load
<2
<tt
-3
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ANDITS
OS
F T H EE N G I N E
M A I NS P E C I F I C A T I O N
ACCESSORIES
Designation
Steady-statespeed regulation
unit
Specificationor parameter
8320ZCd-4 | 8320ZCd-6 | 8320ZCd-8
<5
6. startingsystem
Startingtype
Pressureof strarting
air bottle
Volurneof air bottle

sta(ingpressure
Minimum
By compressedair
2.94
MPa
L
MPa
300x2
no
7. ValveTimingand fuel injectionTimirg

Firingorder
CA
Inletvalveopen
CA
lnletvalveclose
CA
Exhaustvalveopen
1lA
Exhaustvalveclose
CA
Startingvalveopen
valveclearance
mm
(incoldengine)
dimension
of engine
S.outline
Overalldimension
mm
(lengthX widthX heiqht)
Heightabovethe centerlineof the
mm
crankshaft
Deoth belowthe centerline of the
mm
crankshaft
heightabovethecenter
Minimum
for liftingpiston
lineof the crankshaft
andconnectingrods
1-4-7-6-8-5-2-3
70 beforeT.D.C
45 after B.D.C
55 beforeB.D.C
50 afterT.D.C
5
beforeT.D.C
o.7
6010x1818X3380
2675
705
2750
mm
Approx.30000
kg
Net weightof the engine

9. safetydevice
Alarmfor low lubeoil pressure
MPa
0.20
Stopfor too low lubeoil pressure
MPa
o.12
Alarmfor higherlube oil

re (at engineinlet)
temperatu
Alarm for higher fresh water
temperature(at engineoutlet)
Alarm for leaking the fuel from the
high pressureoil pipe
Type of the over-speedstop device
Action speed of over-speed stcp
device
c
c
85
Highlevel
Hydraulicand centrifugal
type
r/min
l-4
560-575
588-604
588-604
a
o
o
e
o
o
o
a
o
o
a
a
t
o
a
o
a
o
o
o
o
a
o
o
o
o
o
a
a
o
o
a
a
I
a
o
a
MAINSPECIFICAiIONS
OF THE ENGINEAND ITS
ACCESSORIES
1.3 MAINTECHNICALDATAOF THE ENGINE
1 . 3 . 1P R E S S U R E
(idle)
Compressed
Pressure
of cylinders
3.1-3.8MPa
Starting
airpressure
Air pressurefor the localcontrolsystem
't.47-2.94MPa
Air pressurefor the remotecciitrolsystem
0.6MPa
Open pressureof cylindersafetyvalve

(at whichthe safetyvalveis opened)' .
0.6MPa
16.5MPa
Open pressureof air bottlesafetyvalve-(at whichthe safetyvalveis opened) --..-. 3.14MPa

Open pressure of the safety valve of the
low-pressure
air boftlefor remotecontrolsystem(at
whichthe safetyvalveis opened)
0.7MPa
Lubeoil pressure(in the mainoil passage)
Lubeoil pressure(at the camshaftbearing
and the valvemechanism)
0.1-0.3MPa
Low lube oil pressure (alarm)
(enginestop) -.
Toollowlubeoil pressure
0.2MPa
Workingpressure
of internal
circulating
water
0.12MPa
Pressure
of fueloildelivery
0.06-0.23MPa
Pressure
of HFOdeliverv
0.1-0.1sMPa
0.4-0.5MPa
a
o
o
o
o
0.45-0.55MPa
l-5
o
o
o
o
a
o
o
a
a
o
o
a
ANDITS
OFTHEENGINE
MAINSPECIFICATIONS
ACCESSORIES
1.3.2 TEMPERATURE
afterintercooler
Supercharging
air temperature
Exhaust air temperatureafter the cylinder head {450C

(engineoperatedon lightfuelrt:l)
Exhaustair temperature
afterthe cylinderhead
(engineoperatedon heavyfuel oil)
y'
Exhaustair temperaturebeforethe turbine
c
t
o
o
a
o
o
o
a
o
o
o
I
o
o
a
o
a
o
<430C
-.- <640'C
50-65C
-<75C
Lubeoiltemperature
at engineinlet Lubeoiltemperature
at engineoutlet'
lubeoil (atengineIntel,
alarmforovertemperature
<110"C
Turbocharger's
lubeoiltemperature
....'
60 -70c
{atengineinlet)
coolingwatertemperature
<85C
(atengineoutlet)
<15C
re differencebetween
Temperatu
inletandoutletcoolingwater
85C
coolingwater
Overtemperature
(alarm)(at
engineoutlet)
<32 C
Thewaterinletternperatur
e ';t aircooler----
o
o
a
o
o
o
o
a
a
45C -50C
1-6
o
a
o
a
o
o
o
a
O
o
a
o
o
o
a
o
o
o
o
o
o
a
a
a
t
o
a
a
o
o
I
o
o
a
o
o
o
I
o
o
OS
F T H EE N G I N E
A N DI T S
ACCESSORIES
1.3.3 PRETIGHTENING
TOIIQUEFORMAJORBOLTS
Designation
Torque(N.m)
Specification Pretightening
Connectingrod bolt
M27X2
750-800
Mainbearingbolt
M3OX2
736-834
Flywheelbolt
M3OX2
490-588
Boltfor rockerarmseat
M24X2
295-344
Boltsfor connectingengine M20X2
137-176
blockwith bedolate
M22X2
206-255
Boltsfor the crankshaft
M20X2
159-196
resilientgear
Boltsfor the damper
M2OX2
159-196
Hydraulic 8320ZCd-4:50-53
MPa
Pressure 8320ZCd-6:54-56
MPa
Cylinderheadbolts
M33X2
of
8320ZCd-8i57-60
MPa
stretcher
Tie-rodbolts
Hydraulicpressureof strelcher
M39X2
86MPa
Boltsforcrankshaft
counterbalance
M3OX2
800
Recommended
torouefor
other bolts
M 1 0 X.15
M12X1.75
M14X2
M16X2
M18X2.5
14-22
24-38
38-60
59-94
82-130
1.3.4. Weights of main componentsneededfor overhaul

DESIGNATION
(ks)
WEIGHT
piston-connecting
rod assembly
235
205
160
870
938
cylinderhead
cylinderliner
turbocharger
flywheel
raulic Test of Main Com

Coolingwaterchambeiof CylinderHead,
Turborcharger,
EngineBlockand Coolers
Air Chamberof CylinderHead,andAir Bottle
1.3.5. Pressureof
t-7
o
a
a
O
o
o
o
o
o
o
o
a
o
o
o
o
a
a
o
o
o
a
o
o
o
a
o
O
o
o
o
o
a
o
o
a
o
o
o
o
o
ANDITS
OS
F T H EE N G I N E
ACCESSORIES
1 . 3 . 6 FUELANDLUBEOIL RECOMMENDED
1.
F U E LO I L
Lightdieselfuels(G8252-2000)
180cSU50Cheavy
dieseloil (Theperformance
refersto (Pointsfor
Attentionto HFO Operationfor Series320 Engines))
2 . L U B EO I L
40CDdieselenginelube oil (G811122-1997)
4030 lubeoil with highT.B.N(whenthe engineis operatedon HFO,
see (PointsforAttentionto HFO Operationfor Series320
Engines)).
3. LUBEOIL FORTHETURBOCHARGER
RustPrevention
SteamTurbineOil46# (G811120-1989).
4 . L U B EO I LF O R T H EG O V E R E N O R
Turbineoil 22#
1 . 3 . 7 RefreshingIntervalFor lube oil

1 . For the newdieselengine,the firsttimeto refreshthe lube oil shallbe
after300 operatinghours.
The recommendedLube Oil RefreshingInterval (the Engine is
flow of 1.36 L/kW;
operatedon lightdieseloil with a lubeoil circulating
Otherwisethe intervalshould be changedaccordingly,Reasonable
refreshingIntervalshouldthen be baseduponCheckingResultsof Oil
Sampling)is every2500operatinghours.
lf the engine is operated on HFO, the recommendedLube Oil
refreshinginte|val refers to the ((Points for Attention to HFO
Operationfor Serres320 Engines) .
The refreshing lube oil interval for the turbocharger is every 500
operatinghours.
4 . The refreshinglubeoil intervalfor the governoris every2500operating
nouts.
l-8
o
a
a
o
a
o
o
o
o
o
o
a
o
o
o
o
a
o
o
o
a
o
o
o
o
o
o
MAJORSPECIFICATIONS
& MAINTECHNICALDATA
OFTHEENGINE
ANDACCESSORIES
1.3.8 THE FITTINGCLEARANCE

AND WEARLIMITS
OF MAINPARTSOF THE ENGINE
(in mm, measuredat 20C of ambienttemperature)
DESIGNATION POStTtONS
OF
ASSEMBLY
ITIIATCHED
PARTS
OF
NEW
PARTS
Mainiournal
@250
ffi
Mainbearing
O250 {o
o
a
o
ASSEMBLY
LIMIT
CLEARANCE
0.22-0.30
o.45
0.20-0.28
0.45
1.6-2.0
2.2
{O=
-oGts
(D250 -od
Crankshaft
Connectingrod
+OE
(D250 .|oG
oeanng
Axialclearance
betweenthe
crankshaftand
thethrustcollar
Crank-web
Aftercrankshaft
Deflection
beingcoupledto
WEAR
IN NEW
Seechapter3
shafting
o
o
o
a
o
o
I
CLEARANCE PERMISSIBLE
Crank-pin
o
o
o
a
OR
DIMENSIONS
1-
o
a
o
o
o
o
o
a
o
o
o
a
o
o
& MAINTECHNICAL
DATA
MAJORSPECIFiCATIONS
E N DA C C E S S O R I E S
O F T H EE h I G I NA
DESIGNATION POSITIONS OR
DIMENSIONSCLEARACE PERMISSIBLEWEAR
OFASSEMBLY MATCHED PARTS
OF
NEW
PARTS
Cylinderliner
IN NEW
CLEARANCE LIMIT
ASSEMBLY
o320.6
o32o6
II]
a
o
O
o
a
o
a
o
a
o
o
a
o
o
a
o
a
a
o
o
a
o
o
o
O
o
a
a
Nodular
graphite
0.30-0.37
135
0318.6
Castiron
Piston
piston
o31e68-0903
piston
o31e.4o-o9os
prsronIII
1"t
compression ring
groove
1*'
compresgion ring
o318.70-0%5
^ rotl
4Cl(E
0.13-0.165
0.30
0.011-0.135
0.30
^ -xxr
-CICE
O
(chromiumplated)
Pistonring
2nd,and 3d
rlng
compressron
^ {t(E
b {alct
grooves
2nd,and 3d
^ -oct
O -C'CE
rings
compression
1-10
o
o
a
o
a
a
o
o
o
t
t
t
o
e
o
MAJORSPECIFICATIONS
& MAINTECHNICALDATA
OFTHEENGINE
ANDACCESSORIES
DESIGNATION
OF
ASSEMBLY
Pistonring
OF
OR
IN
NEW
MATGHEDPARTS
NEWPARTS ASSEMBLY
4th compressiorrring
10
g roove
1
0.07-0.1
scraperring
1 0 -Boz
PERMISSIBLE
WEAR
CLEARANCE
LIMIT
Gap clearance of '1st

compressionring fittedin
thecylinderliner
Gap clearanceof 2nd ,
and 3rd compressionring
fittedin thecylinderliner
Gap clearance of the
scraper ring fitted in the
cylinderliner
0_30
t.t-.tY
3.0
1.3-1.5
3.0
0.9"1.3
3.0
{'GE
Pistonpin
0'135 {oct
PistonpinConnecting
rodsmallendbush
Diameter
of theseathole
o 1 3 5 3
0135&
0.195-0.243
0.40
0.048-0.073
0.20
-o.25
94 -0.45
Connecting
rodsmallend
bush(axial)
Distancebetweenpiston
pin seats(axial)
+0.40
vc
0
0.25-0.8s
The distancebetweenthe top surfaceof

the pistonand the up{::r end surfaceof the
cylinderliner with tie piston being at
T D.C.
o
o
o
o
o
a
a
o
o
o
o
o
o
DIMENSIONSCLEARACE
1889
o
o
o
o
o
a
o
o
o
a
a
POSITIONS
as
sh(l'vn
in
the
fig
the piston
l7.t.#1
mm between
cylinders
in the
%JN\\l--.rl'
rangeof 9.7
r,4Nr--\
)/l I
r,4l\\
\\/
[/RN
N
r.4q\\t1.J,/
f/LillJlL\>'
IOrerance
0.5
1cl
Assembling of
Permissible
+1 . 5
0
e, *,ou
1-11
o
t
e
a
a
o
I
o
o
a
MAJORSPECIFICATIONS
& MAINTECHNICAL
DATA
O FT H EE N G I N E
A N DA C C E S S O R I E S
DESIGNATION POStTloNs
OR
OFASSEMBLY MATCHED
PARTS
Valves
-oit
Diameterfor valvespindJe Q22 -oE
guides
o
o
o
o
o
a
Cylinderhead
Outer-diameter
of valve
{<t(X
spindleguides
O40
ror
Holesfor fittingvalve
spindleguidesin cylinder
o40(E
heads
Startingvalvestem
-off
StafiingvalvebodybOre
journal
Camsheft
Camshaft
bearing
camshaft
journal
Camshaft
Bearingat the tail end of
camshaft
-oe
@70 -orz
0.10
0.'t0-0.
rs
u.zc
0.08-0.1
5
0.?5
Tappets
Tappetseab
o.40-o.45
-C'(E
O85 -o@
o85
Valvetappet
Rollerhole
Outerdiameter
of roller
Bush
c5
-o(D
O42 -o(E
Innerdiameterof roll"!"
BushRollerpin
0.05-0.11
0.20
- __ {O(E
44z *r@
0.02-0.04
0.15
{'CE
O30 {o@
o
o30 -oq4
a
t
0.025-0.035
o70cB
010
o90 -{tct5
Axialclearanceof the
Camshaft
o
o
o
0.02"0.035
-oc6
046 -od
rOfiE
0.01-0.03
o90 rOlL
a
o
o
o
a
o30
(inteierence)
o46 o5
o
a
o
a
0.40
o30 (rB
Startingvalvepistons
Boreof startingvalve
caps
I
t
0.10-0.14
a22Ec''
o
o
t
OIMENSIONSCLEARACE PERMISSIBLE WEAR

OF
IN NEW
NEWPARTS ASSEMBLY CLEARANCE LIMIT
t-1,2
0.02-0.04
0.15
o
t
o
o
o
o
a
o
o
& MAINTECHNICALDATA
MAJORSPECIFICATIONS
ANDACCESSORIES
OFTHEENGINE
DESIGNATION
OF
ASSEMBLY
o
a
o
o
o
o
o
O
Rollerpin
Valvetappet
Shaftof Inletvalve
rockerarm
o
Bearingof Inletvalve <D55-ocre
rockerarm
(clearancel
0.05-0.07
0.30
{O(t
O55 {os
Valverockerarm
Axialclearance
of inletvalve
rockerarm
Shaftof Exhaust
valverockerarm
Rockerarm seaL
valve
Exhaust
rocker-armbush
(axial)
Rocker-armseat
0.30-0.50
-0.01
o5+0.023
01e
os5+8
_ ^^ +p.22
U
0.12-0.45
IUOZ
0108 92 3(E
0.10-0.15
@108e2 3
(at one side)
0.25
0.05-0.10
0.25
Pumpgears
Lubeoil pump
0.00-0.05
a82 4.22
Pumpbody
a
o
o
o
o
o
0.007(interference)
Tappetpin hole
O30 -o@
o
o
o
O30 -oc:4
o.o2
t
t
CLEARACE
DIMENSIONS
PERMISSIBLE
IN NEW
OF
ASSEM
NEWPARTS
CLEARANCE
BLY
{OCl2
a
a
e
o
o
a
a
a
o
o
o
a
POSITIONS
OR
MATCHEDPARTS
Bushfor thedriven
gear
o54 d ""
Drivenshaft
-0.06
@54 -0.106
0.15-0.20
of
Endclearance
lubeoil pumpgear
r-13
WEAR
LIMIT
a
a
a
DATA
& MAINTECHNICAL
MAJORSPECIFICATIONS
ANDACCESSORIES
OFTHEENGINE
o
I
a
o
a
o
CLEARACE
PERMISSIBLE WEAR
DIMENSIONS
DESIGNATION POSITIONS
IN NEW
OF
OR
OF
ASSEMBL
LIMIT
CLEARANCE
ASSEMBLY
MATCHEDPARTS NEWPARTS
Pumpbody
Pumpgear
a
t
o
a
o
O37.34-o
Fueldelivery
pump
Pump-shaft
Shaftbush
o
a
a
o
o
Frontend cover
Water-sealring
o
pump
o14oE
-ct't 5
O140 -oG
Coolingwater
Pumpcasing
-o?
@90 -o*
Water-sealring
Camshaft
driving
geal
Intermediate
{('tt
bush
@180 {o'ls
gear
Intermediate
-C'(E
seat
Q180-oe
Axialclearance
of the intermediate
qear
Backlashof the
gear
camshaft
Drivingfor three
pumps
Drivingfor
Governor
Moduleof
Gears= 5
Runningclearance
betweenpump
Moduleof
drivinggearsat the
frontend of the
Gears= 4
enorne
Runningclearanca Moduleof
bevel
between
gears
Gears=3
Runningclearance Moduleof
betweencylindrical Gears= 5
qears
o
a
o
o
o
o
o
0.25
(atoneside)
0.025-0.04
0 . 15
o.08-o.12
0.20
0.115-0.226
0.8
0.165-0345
0.5
0.12"0.18
0.3
ago 2E
I
I
-o(2
o20 -.oG
0.10-0.'13
@20(zr
Axialclearanceof
pumpgear
o
a
a
o
a
o
a
a
o
o
o
- -- -{OCg
@3//.5 o
t-14
0.20-0.35
0.26-0.34
0.20-0.30
0.12-0.24
0.15-0,22
0.6
0.45
o
t
o
a
o
o
a
a
a
o
o
o
o
a
o
o
t
o
o
o
o
a
o
a
o
t
o
a
o
a
o
a
o
o
a
o
o
o
a
o
o
o
o
OUTLINE
O F M O D E L8 3 2 0M A R I N ED I E S E LE N G I N E S
CHAPTER2
OUTLINEOF MODEL8320MARINEDIESELENGINES
modelof 320 seriesof products.
The model8320 MarineDieselEngineis an irreversible
The engineis rigidin structure,safeand reliablein operation,durablein service,excellentin
controlperformance, easyto maintainand goodin economy.
The marinemainenginecan be equippedwith the remotecontroldeviceso as to improve
the operatingperformanceof the ship and the labor conditionin the engineroom for the
operator.
working,
The dieselenginehas four strokeswhichare composedof suction,compression,
exhaust.The dieselenginecontinuesworkingin suchcirculating.
The dieselenginemay be madedifferenttypeaccordingto the differentworkingconditionin
orderthat the usermay choosethe suitableenginelt may driveeitherfixed-pitchor conlrollable-pitch
The dieselengineis irreversible.
1.
propellersthroughthe gear box and is usedas main enginesfor freighter,passengerand
workingshipsfor specialpurpose.
2.
The dieselengineis usedas the powerfor the mud pumpequippedwith mud drag.
The structurefeaturesof the model8320Marinedieselengineare as follows:

The engineblockand bedplateare madeout of cast ironwith a thickwall and are fastened
togetherby meansof two-linetensionboltsas a strongrigidbody.
The crankshaftis madeout of nodulargraphitecast ironwiththe largejournal(model
Two cranksof
smeltingcastingsteelcrankshaft).
8320ZCd-8dieselengineis Electroslag
everycylinderare providedwith balanceweightsso as to ensuregooddynamicbalance
for the mainbearings.The crankshafiis up to the requirements
and goodworkingconditions
at homeandabroad.
of shipbuilding
type".lt has some merits,such as light
The nodulargraphitecastiron pistonis "suspended
weightand high strengthof structure,and smallvibrationwhen the engineoperating.The
piston is made with a coolingchamberin ib upper part and cooledwith lube oil. The
The splitface of the connectingrod is bevelcut type
connectingrod body is columniform.
The pistonpin is the floatingtype.
with serrationfor positioning.
The cylinderheadis madeof vermicularcastiron and providedwith two inletportsand two
exhaustports.The valveseat ring is made of heat resistingsteel and the valve surfaceis
hard alloy,so the valveseatsis longlife in service.The
coatedwith a layerof heat-resisting
exhaustvalvesof HFOengineis madeout of NiMoNiC.
withoutkeys . The cam anglecan
All the camsare fittedon the cailtshaftwith interference
2-l
a
a
o
o
o
o
o
o
a
o
o
o
a
I
a
o
I
o
o
a
o
o
o
o
a
o
o
o
o
o
a
o
a
o
e
o
o
o
o
o
o
a
o
OUTLINE
8320MARINE
OF MODEL
DIESEL
ENGINES
be hydraulically
adjusted.The camshafican be mountedand dismountedtransversally
so
as to reducethe mountingand dismounting
spacein the engineroom.
The MIXPCturbocharging
systemis adoptedin the enginewith a turbocharger
of excellent
performance
and a highefficiencyair cooler The inletand exhaustmanifoldsare installedin
the sameside of the enginein orderto be easyto operate.
The valve mechanismsuch as push rod, rockerarm is completelyenclosedto reduce
mechanicalnoise.
The engine is equippedwith a variable-speed
hydraulicgovernorso it has an excellent
governing
performance.
speed
Furthermore,
the engineis equippedwith an over-speed
limiterwith safetyfunction,nameiy,the engineis stoppeddue to over-speed.
The lube oil pump,coolingwaler pump,fuel deliverypump and the tachometergenerator
etc. are mountedat the frontend of the engineand drivenby the crankshaft.
At the front end , the engineis providedwith a damperto improvethe torsional-vibration
characteristics
accordingto the shafting.
At the free end,the engineis providedwith an extensionshafiaccordingto the requirement
of the user,suchthe enginecan takeoff the continuouspowerof 240kwat the raledspeed
of the engine.The Guangzhoudieselenginefactoryis not responsible
for the faultengine,
which is caused because the output shaft is not carried out the torsional-vibration
calculationby user.
The marinemain engineis providedwith the remotecontroldeviceand is very easy to be
the localoperationand remotecoirtroloperationchangeover.
The engineis equippedwith alrto-alarmdevicefor lube oil pressureand temperature,for
etc.,and instrumentation
for monitoringthe dieselparameters
The lubeoil coolet freshwatercoolerand lubeoil filterare mountedoutsidethe enoine.
2-2
o
o
a
o
o
o
a
a
I
O
a
o
o
a
o
E N G I N EM A I NC O M P O N E N T S
CHAPTER 3 ENGINEMAINCOMPONENTS
3.1
Main Moving Parts

Model 8320 Marinedieselenginemay fit the nodulargraphitecast iron crankshaftor
electroslagsmeltingcastingsteelcrankshaftaccordingto the strength.
3.1.1. Nodular graphite cast iron crankshaft
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Fig. 3-1 Nodulargraphite cast iron Crankshaft

l.flywheel bolt 2. flywheel 3. Hex-socketcap head screw 4. oil throw ring
5. timing gear 6. bolt 7. crankshaft 8. vibration damper L resilientgear assembly
10.oil leadingshaft 11.gasketring. 12.gasket 13.connectingbolt 14.bolt
The crankshaft(7) is made of high strength nodulargraphitecast iron with excellent
performance.lt has rationaldesignin crankwebs and journals,so that the stressesduring
operationare evenlydistributed
in its differentparts,resultingin sufficientstrength.lt is well
balanced,and the main bearingsare runningin excellentconditions,as counter-weights
beingcastedonto each crankweb to reducethe unbalancedcentrifugalforceand internal
moments.Both diametersof the main journal and crank-pinare 250 mm. There is a
concaveprofilefilletbetweenthe journaland the web, which providesa largerfilletradius
3--1
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withoutshorteningthe effectivelengthof the bearing,and reducesthe stressconcentration
in this part.Thereare two slopeoil passageskeepingawayfromthe internalholeof journal,
to connectwith crankweb pin. The take-offflangeof the crankshaftand flywheel(2) are
securedtogetherby ten bolts(1) (dia.32)fittedinto reamedholes(dia.32mm).The timing
gear (5) on the crankshafiis boltedto the crankshaftflangewith bolt (6). There is an oil
the ring is made up by two bolts
throw ring (4) fittedon the take-offend of the crankshaft,
so as to avoidany
halves.The tightnessof the boltsshouldbe checkedwhenreassembling,
damageresultingfrom bolt loosening.
3.1.2. Electroslagsmelting casting steel crankshaft
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smeltingcastingsteelcrankshaft
Fig.3-2 Electroslag
l.flywheel bolt 2. shaft for sealing oil 3.fly wheel 4. hex-socketcap head screw
10.parallel
5. oil throw ring 6,timing gear7. bolt 8. crankshaft 9. counterbalance
pin 11.bolt for counterbalance12. hex-bolt 13.Twin-winglock washer14.check
washer 15. plug screw 16. vibration dampar 17. elistic gear assembly. 18
passed-oilshaft19.gasketring 20.gasket 21.connectingbolt 22. bolt
The crankshaff(8) is made of electroslagsmelting casting steel with excellent performance
and high fatigue strength. lt has rational design in crank webs and journals, so that the
stresses during operation are evenly distributedin its different parts, resulting in sufiicient
strength and rigidity. lt 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
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unbalancedcentrifugal
forceand internalmoments.Bothdiametersof the mainjournaland
crank-pinare 250 mm. There is a concaveprofilefilletbetweenthe journaland the web,
which providesa largerfillet radiuswithoutshorteningthe effectivelengthof the bearing,
and reducesthe stressconcentration
in this part.The take-offflangeof the crankshafiand
the flywheel(3) are securedtogetherby ten bolts(1) (dia.32mm) .Thefive boltsthereofare
fitted into reamedholes.The timinggear (6) on the crankshaftis boltedto the crankshaft
flangewith bolt (7). The oil hole ot the crankwebcoats"letai242"and is blockedwith plug
screw There is an oil throwring (5) fittedon the take-offend of the crankshaft,the ring is
made up by two bolted halves.The tightnessof the bolts should be checkedwhen
reassembling,
so as to avoidany damageresultingfrom bolt loosening.
Installationof crankshaftcounterbalance
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l,1or"k
tineof
countenbolonce
Fig. 3-3 lnstruction diagram for the 60' angle between the mark lines of the
bolt and counterbalancewhen the bolts of counterbalanceare tightened.
materiallaverof
a. Clean all contactsurfaces,coat threadedportionwith thin anti-friction
MoSz.
b. Check the threadand body of counterbalancebolt whichcan not contactwith bolt hole of
counterbalance.
c. Method of tighteningthe counterbalancebolts: tightendiagonallythe bolts of
counterbalancern 3 sfeps to a torqueof 550N.m by means of a torquespanner,then
draw the two mark lineson the bolt head and counterbalanceseparately, angle of the two
mark line is 60" ,finally turn the bolt of counterbalanceto 60,atthe same time, the two
mark linesalign
d. The bolts should not move when the bolt is tightenedby 800 N.m after the bolt is
tightened
e. Drill two holesin thehole positionof checkwasher(the hole is not near the edge), the
3-3
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MAINCOMPONENTS
ENGINE
depth of the drillinghole is 23mm, the depthof the tappinghole is 20mm. the diameterof the
tappinghole is 11mm. then add the duplex stop washer and tighten the bolts,finally Lock
the two bolts with duplex stop washer.
surfaceof the flywheelindicatingTDC and
There are scale markson the circumferential
some adjacentcrankanglesfor each cylinder.The crankpositionof individualcylindercan
thus be determinedwhencheckingthe valveand/orinjectiontiming,via the pointerfixedon
the rearcover.Notchesfor turningthe engineare alsocastedon centralpartof the flywheel
periphery.
The passed-oilshaftis mountedwhenthe crankshaftis equippedwiththe Gazlingcoupling.
The shafifor sealingoil is mountedon the take-offend of the crankshaftin orderto sealthe
oil inletand outletholeswhenthe crankshaftis equippedwith highlyelasticcoupling.
The Gazlingcouplingis tighteningon the flywheelby 24 boltsof M20.The passedoil shaff
The lubeoil passesthroughthe
is boltedto the flangeof the take-offend of the crankshaft.
produces
of
which
passedoil shaftto Gazlingcoupiang
damp,reducesthe torsion-vibration
the
Gazlingcoupling.
shaftingand lubricatesand coois
The installationrequirementof the Gazlingcoupling
1) Adjustthe distancebetweenend surfaceof passed-oilshaftand end surfaceof flylvheel
F+015
to 5.orowith shim, adjustthe gap betweenend surfaceof passed-oilshaft and seal

withshim,thisdeviceshouldnotleakoil
to 6 =9.1-9.'tUmm
surfaceof Gazlingcoupling
duringworking.
2) When the Gazlingcouplingaligns,the end face run-outis not morethan 0.01mmin the
rangeof every100mmdiameter,diameterrunoutis not morethan 0.08mm.
On the crankshaftfree end,the elasticgear as illustratedin Fig.34 is mounted.All the
pumpsfor oil, waterand fuelfor the engineare drivenby crankshaft.
The hub (3) and thrustplate(1) of the gear are securedontothe end face of the crankshaft
(5) by bolts,There is a spacer(4) betweencrankshaftand hub.The tooth ring (2) is freely
supportedon hub (3) with an axial clearanceof 0.2-0.4mm,and a radial clearanceof
teeth ring is driven via spring holder(10), spring (11) and (12). The
0.07-0.'175mm.The
springholder(10)is laterallypositionedamongthe hub,the toothringand thrustplate.The
same buffer effect of the spring set can be realizedin either direction,the dynamic
fluctuatingload of the drivinggears can thus be reduced.Gears meshingto the resilient
gear are: drivinggearsfor lubeoil pump(7), for waterpumps(6) (8) and for fuel oil delivery
pump(13)and for tachometerprobe(9).
it shouldbe notedthatthat
Duringreassembling
of the resitientgear in caseof dismounting,
all slop washersshouldbe replaoedand all screwslocked.
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E N G l l t i :M
: A I NC O M P O N E N T S
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Fig. 3-4 The resilientgear

1. thrust plate 2. tooth ring 3. hub 4. spacer 5. crankshaft 6.driving gear for
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
spring 13. the driving gear for the fuel delivery pump
On request,an overhangingfront take-offshaff may be connectedwith the free end of
The take-offpoweris less than
crankshaft, which may drive other auxiliarymachineries.
240kw.
lf a fronttake-offshaftis provided(see Fig 3-1),the spacerwill be removedand the flange
of the take-offshaft will replacea spacer,at the same time, there are reamedscrews
so as to ensuretake-offtorquetransmission.
betweenthe take-offshafiand the crankshaft
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A siliconeoil damperis installedat crankshaftfree end in orderto improvethe torsional

of the shafting,the propeller,thedieselengineand wholesystem.
vibrationcharacteristics
Referringto the crankshaftdrawing.The leaf-springdamperor springcoilingdampermay
be installedin orderto reducethtl torsionalstressof dieselenginecrankshaft.
When the crankshaftinstallsthe leaf-springdamperor springcoilingdamper,the O-seal
ring is installed,removethe tighteningscrewwith groove.
Method of Measuringthe Grank-webDeflection
The crankshaftshouldbe placedevenlyon all mainbearings.As deformationof the central
part of the crankshaffshouldbe resultedby itselfweightwhen placingonly on two end
bearings.Crankshaftdeformationcould not be Cemonstratedif only the conlact area
betweenthe journaland the bearingwas checks.Duringengineoperation,the crankshafris
subjectto repeatedperiodicbendingin the caseof improperassemblingor unevenwear of
the lowerhatvesof mainbearings,Fatiguedamage,crackingor even ruptureof crankshaft
materialwill naturallybe the resultof numeroussuch repeateddeformation.
The distancebetweentwo crank'websof the same crankis knownas crankweb distance,
The differencebetweenthe nreasuredmaximumand minimumvalues of this distance
is termedcrankweb deflection
duringone revolutionof the cran<shaft
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Fig. 3- 5 Elastic Oeflection of Crankshaft
3-6
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MAINCOMPONENTS
ENGINE
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The crank-webdistanceL at T.U.Cis largerthanthat L'at B.D.C.,i.e.L > L', if the positionof
two main bearingsof the crankin questionis lowerthan their adjacentmain bearings.The
axial line of the crankshaftis in the down-warpshape,the valueof crankweb deflectionin
this caseis assumedto be (+) .
On the contrary,if the positionof two mainbearingsof the crankin questionis higherthan
theiradjacentmainbearings,so that L<L, the axiallineof the crankshaftis thus in the
upwarpshape,the valueof crankweb deflectionin this case is assumedto be G).
The crank web deflectionshould be checkedafter every 1000-1200operationhours. lt
should also be done in the case of main bearingdamage,cylinderliner scuffingand
retightening
of bedplatebolts,as well as afterthe shipstrandedor bumpedand beforeand
afferthe shiodocked.
The measuringpoint is at a diitance of 345 mm from the axis of crank-pin, where center
hole is orovided.
-1r7"rr.
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Fig. 3- 6 Measurementof Crank-webDeflection

Specialcrankweb deflectionmeteris generallyusedfor such kindof measurement.
The crank web deflectionis measuredat four differentpositions,namely T.D.C,B.D.C
3-7
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horizontallefr and right,in other words,at four crank angles:00, 900,1800and
2700.The
measurementcan be carriedout withoutdismountingthe pistonand connectingrod. The
shank of the connectingrod may knockagainstthe neter when the crank pin is at B.D.C
(1800).In this case,thejob can be doneby followingthe measuringsequencegivenin Fig.3
-6, measuredvaluesare filledin Table3.1. The meanvalueof points5 and 1 is takenas the
resultmeasuredat B.D.C.Attentionshouldbe paidto makesure of not knockingthe meter
by the connectingrod,otherwiseihe resultmay be wrongor eventhe meterdamaged.
Table3.1
Measured
resultof crankwebdeflection
CylinderNo.
Crankshaft
Position
1
B.D.C
(exhaust
pipeside)
2 Exhaustpipeside
3 T.D.C
4 Operatingside
5 B.D.C
(operatinq
side)
Maximumcrank-web
deflection
Measuredresultsshouldbe filledin technicalreference,
with the date and loadcondirrons.
Allowablecrank-webdeflection
1)
Crankshaftis supportedcn bearingswithoutflywheel
2)
The crankshaffis fittedwith a standardflywheel,for thatcylinder

adjacentto the fly-wheel(cylinderNo.8):
+ 0.035mm
-0.10 mm
3) The crankshaffis elasticallyconnectedto the shaffingand the flywheelis mounted

additionalweight such as elastic coupling or air tyre clutcher elc (correspondingto
increased weight of flywheel),the more permissiblevalue of crank-webdeflection is ,the
- 0.13 mm
valueof crank-webdeflection
moreadditionweightis permissible
3-8
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- 0 . 1 5m m
limib for readiustrnent:

Maintenanceof Crankshaft
of the crank-webdeflection,attentionshouldalso be
ln additionto regularmeasurement
paidto the following:
1)
2)
Regularcheckingthe qualityof lubricatingoil, preventingdust or foreignsubstances

from enteringinto the lube oil systemso as to ensuregood lubricationconditionsfor
the crankshafi.
For thosebearingshellswith workingsurfacedefects,inspecttheir matchingjournals
and reface carefullyexisteddefectssuch as scratchingor scoring etc. repairthe
bearingshellsand thenreassemble.
3)
Attentivelyobservesurfacesof the journalsand webs,especiallyfilletsand oil holes

glasswith a factorof 3 to
for any possiblecracksand/ordamages,usinga magnifoing
4)
Regularcheckingthe wear extent,ovalityand conicityof all journals.lf a reductionof

the journaldiameterof 0.20 mm (comparingto the standardvalues),or the ovalityof
0.10 mm or morebeingreached,sucha crankshafishouldbe sentto the manufacturer
for regrinding.Crankshafflike this may also be repairedby meansof filing,and then
polishedusingfinestabrasivecloth,specialaftentionmustbe paidto the oil holesand
fillets.The radial runoutef journalsand the parallelismof the main and crank pin
journalsand crank-webdeflectionshouldbe checkedas well.
3.1.3 Piston and ConnectingRod Assembly

3.1.3.1
Piston
The oil-cooledintegral"suspendedtype" piston(1) is made of nodulargraphitecast iron.

The top of crown is machinedto be "trr'shape,which makesup the combustionchamber
togetherwith the cylinderhead.Four recesseswere cut on the crownto avoid the piston
collidingwith the valves.
There is a threadedhole in the middleof pistontop for liftingthe piston.Thereare totally
three compressionringsand one scraperring in the pistoncrown,Lube oil passagesare
providedin the scrapinggroove,whichallowsthe scrapedoil returningto the crankcase.
of the top surfaceand the ring-beltof the piston,thereis
In ordertOreducethe temperature
a castedcoolingchamberin the pistoncrown.Lubeoil flowsfrom mainbearingvia oil holes
in the crankshaftand connectinuiod to the oil passageof the pistonpin (11),and then via
the oil-groovein the pistonpin seat and inlet oil hole,finallyinto coolingchamber. After
cooling the piston crown, the tii flows through the screw plug (7) of piston back to the
crankcase.
3-9
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Fig.3- 7 PistonaridConnectingRodAssembly
l.piston 2.pistonring 3.pistonring 4.pistonring 5. scraperring 6.plugscrew 7.oil
pin 12.copperbush
outlet plug screw S.screw 9.circlip 10.screw 11.piston
pinbushing 15.lockwasherlG.connecting
rodshortbolt
l3.connecting
rod l4.locating
rod cap 21.
sheM 9.bottom
bearingshell 2O.connecting
17. bolt 18. upperbearing
longerconnecting
rodbolt
3-10
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The pistonis madeof nodulargraphitecast iron ,whichis "suspendedtype' ,thinwall and
strongback with high rigidityand lightweight,it can bear highertemperature.Mechanical
loadis passedto pistonpin seatdirectlyby the verticalreinforcement
rib, at the sametime,
the side trust is passedby horizcntalreinforcement
rib. This struciurehas enoughrigidity
and strengthto preventthe pistonpin seatfromdeforming.The pistonskirtis thin-wall,and
cylindroid,to ensurereliability
whenthe engineoperatesunderthe thermalstateand heavy
load.In this case,the pistonis noteasyto be scuffingof cylinderbore,the pistonclearance
is small,the noiseof the vibrationis low and the load-carrying
abilityis big.
3.1.3.2 PistonRing
Thereare threecompression
ringsfittedontothe ringgroovesto sealthe combustiongases
and ensurethe heattransferfrom the crownto cylinderlinerand then to the coolingwater.
These rings are made of high strengthalloy cast iron and their working surface is
chrome-plated.Three compressionrings is double cone shape, drum shape and cone
shapeaccordingto the workingcondition.On the upperof the rings:sculpture"13E.02"for
the firstcompression,
sculpture"138.03'for the secondcompression,
sculpture"13E.07"for
the third compression.
In orderii' ensurethat the ringscan displayair seal,oil seal and oil
distribution
function,the sequenceof ringcan'tbe confusedandthe sculpturingend of rings
must be upward.ln orderto preventair from leaking,the joint of differentringsshouldbe
staggeredeachotherduringassembling.
To preventlubeoil fromenteringthe combustionchamber,an oil scraperring is fittedabove
the pistonpin seat.However,no scraperringis arrangedin the pistonskirt,so this areacan
be sufficientlylubricated.
The oil ringis springexpandefringtype,the radialpressureof the
oil ring is big, so the performanceof scrapingoil is strong.The flexibilityof the oil ring is
good, so the oil ring mates the wall of the cylinder evenly,
the pressureof the oil ring to the wall of the cylinderis stability,the decreasingof the
elasticityis smallwhenthe ringis worn,the consumption
of the lube oil is small.Thereis a
oil{hroughhole in the middleof tf'e ring.
3.1.3.3 PistonPin
In cool condition,the fit clearancebetweenthe pistonpin and pistonpin seat is 0,048to
0.073 mm, and the fit clearancebetweenthe piston pin and the copper bush in the
connectingrod smallend is 0.195to 0.243mm. For assembly,slightlypush the pistonpin
into its seat-In operation,the pistonpin can be rotatedrelativelyto the connectingrod or to
the piston.Therefore,wear will be very uniformperipherally,
and jammingcan be avoided.
To preventpistonpin from axialmoving,a cliprings(9) are installedin groovesof seat.The
pistonpin (11) is a hollowcylindrical,
which is drilledholes in longitudinal
and radial
passage
pin
directionsfor the
of lubeoil, The
end surfacemustbe pluggedby screwplug
and caulkedto the screwplugholeto avoidits looseness.
3.1.3.4 ConnectingRod
3-11
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MAINCOMPONENTS
ENGINE
The shank (13) and small end of the connectingrod are steppedtype .The shank of the
connectingrod is a circularcross-section.
The angleof the bevelcut to the shankis 40'with
locatingby angularracktoothrack.The shankand big end cap are connectedtogetherby
two longer(21) and two shorter(17) connectingrod boltsof M 27x2 ,madeof high quality
alloy steel.These boltsare lockedby meansof lockwasher(15) and M8 x 12 bolt (17).A
locatingpin bush(14)is pressedin the oil holeof the cap for axiallocation,which is hollow.
The internalhole of the bushis the oil passage.The finishmachiningof the connectingrod
big end bearing hole is carried out as the cap and the shank is secured together.A
counterpartmark is madeon the same side of the cap and the shank respectively.
These
marksshouldbe matedwithoutmistakeswhen reassembling
Thereis an oil groovewith 5 mrnin depthand 14 mm in widthin the innersurfaceof the cap
(20),whichis connectedto the oil holeof shankvia two angularholesof o 10 and a straight
holeof o 16.Thereis alsoan oii groovein the smallend bushthatconnectedto the oil hole
ofthe shank.Lubeoil comingfromthe oil holeofthe crankshaft
flowsto the oil grooveofthe
low half of the connectingrod bearingshell(19),to the oil holeof the shankand to the small
end and bush(12),then to the pistonpin (11).On the top of the smallend ofthe connecting
rod, a plugscrewis usedto blockthe holefor machingthe oil hole.
The bush (12)is madeof tin bronzeand fittedto the holeof the smallend with interference
of 0.117to 0.149mm.Thereare oil groovesand holesin its innersurfaceto introducelube
oil into the bearingsurfaceand to the pistonpin and then to the coolingchamberof the
piston.
There are bearingshellswith coatedtri-metalalloy laye(8320cd4 is bearingshells of high
tin aluminumalloy)and fittedin big end bearingholes,a locationpin in the bearingshell
insertsto the recessof the connectingrod.
Maintenanceof the Piston
One of the pistonshouldbe dismountedfor inspectionafter every3,000 operatinghours,
Observationof surface conditionsof all cylinderliners from the inspectionwindow in
crankcasebox shouldbe carriedout. The pistonin such a cylinderwhere heaviestwear is
foundshouldbe chosento be withdrawn.lf no seriousscratchesor wear of the cylinderliner
workingsurfacefound,the conditionsof ihe withdrawnpistonbeingnormal,all ringsbeing
well movablewithoutheavywear,inspectionof all otherpistonsin this case may be put off.
However,all ringsand pistonsshouldbe inspectedwith the operatinghoursnot morethan
8000.
lf abnormalconditionof the dismountedpistonand pistonringsfound,otherpistonsshould
then be dismountedfor inspeciion.
Diametersof the pistonand the cylinderlinershouldbe measuredat the same time.The
liner should be replacedif the toleranceclearancereachesthe limit values specifiedin
chapterl.lfthe wearextentof the pin holehas reachedthe limitgivenin chapterl, the piston
3-t2
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shouldbe replacedas well.
Whenany pistonringsticksto its pistonringgroovewithcarbondeposit(this
will causepoor
combustionresulting from reduced compressionpressure).use gasoline or carbon
tetrachloride
to wash off the carbondeposit,the ring is then knockeddown using a wood
malletand then dismounted.lf the toleranceclearancereachesthe limitvaluesspecifiedin
chapterl as the ringwornout,oi ringspallationis found,the ringshouldthen be replaced.
lf cracks are detectedor the toleranceclearancereachesthe limit values specifiedin
chaperl as seriouslyworeout, the pistonpin shouldbe replaced.
Afier maintenanceof pistons,cylinderlinersand piston rings,the engine should be run
accordinqto the followingtable,the dieselenginema
afterrunn
8320ZCd4
model
8320ZCd-6
454 210
Speed(r/min) 200 3 1 5
JY/
Time(min)
120 120 30
30
30
832oZCd-8
aan
417 477 210 330 417 477
30
120 120 30
30
120 120
Replacingof Piston Ring
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Fig. 3-8Assemblingand Dismountingof Piston Ring

The gap of thejoint shouldbe checkedwhenassemblinga new pistonring.Firstly, the ring
cylinderlinerwith its top end parallelwith the linerend face,
is put into the corresponding
and the gap measuredby means of a feeler should not exceed values specifiedin
chapterl.Secondly,the
ring is put into the groove,and the side clearanceis also measured
given in Chapterl. The joint of each
by meansof a feeler,which shouldfulfillrequirement
ring shouldstaggereachotherfor 120'.Tworings(3) as illustratedin Fig 3-8 may be made
by the user and then hitchedup lhe ringjointas shownin Fig 3-8 to pull openthe ring.lt is
3-13
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essentialnot to pull too muchto preventthe ringfrom beingbroken.
Maintenanceof ConnectingRod
1.
The pretightening
conditionof connectingrod boltsshouldbe checkedas followsafter
first 250 to 300 operatinghours in case of a new engineor the crank pin bearings
beingreassembled
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The connectingrod bolt is such an imporlantcomponentthat its fracturewill resultin

seriousdamageof the engine. After every 100 operatinghours,the pretightening
conditionof eachboltshouldbe checkedby way of lightlyknockingbolt heads.All four
if one of thembeingloosened,
boltsshouldbe retightened
1)
Removethe smallboltsand lockwasherson the connectingrod bolts.
2)
Markthe relativepositionbetweenthe connectingbolt headand connectingrod.
3)
Try to retightenthe bolt by a torquespannerwith a torqueof 800 Nm. lf the marked

positionof one of the four bolts has been changed,all of the four bolts shouldbe
with new checkwashers.
retightened
and then reassembled
The connectingrod boltsmustbe replacedif any of the followingsshouldhappen

1)
Crack(s)is foundon the connectingrod boli;
2)
The engineis shut-downas the pistonseizedup in cylinderliner.
3)
Accumulatedoperationtime is over 20000hours.
No defectsshouldbe found on threadedpart of the connectingrod bolt, defectssuch as

scuffingetc. on the shank of the'connectingrod shouldbe polishedoff, specialattention
shouldbe paidto the filletarea.
2.
lf the clearanceof the small end bush has exceed 0.4 mm, the bush should be
replaced.
3.
Shoulddefectsof the connectingrod such as cracks,twistingor deformationwere

detected,the connectingrod shouldbe replaced
4.
and crackingin casethe piston

The connectingrodshouldbe checkedfor deformaiion
was seizedup in the cylinderliner or the ship was strandedresultingdeformationof
the crankshaftand bedplate.Measurementmethod is shown in 3-9. Difference
betweenL and L'is not allowedto exceed0.12 mm ,whilethat betweenH'and H not
to exceed0.2 mm.
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3-14
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ENGINE
MAINCOMPONENTS
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Fig.3 - 9 Measurementof the ConnectingRod

The Dismountingot Piston and ConnectingRod
1. Drainall coolingwaterin theengineblock.
2. Dismount
the cylinderhead.
3. Openthe test valvesof the cylinders.
4. Turn the pistonto its B.D.C,cleanoff the carbondepositin the cylinderliner.Checkif a
to
step had beenformedin the positionof the cylinderlinerin the positioncorresponding
the T.D.Cof the first pistonring.In case that yes, the step shouldbe smoothedwith an
oilstoneand then cleaned.Then coatgreaseon the cylinderlinersurfaceso that when
the pistonis drawnout, the residualcarbonparticlesor metalparticlescan be buriedin
the greaseand will not scratchthe cylinderliner.
3-15
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5. Installthe toolNo.320.100.20A
on the pistontop,run a ropethroughit and hangii up
witha liffinghook.Turnthe crankshaft
to the positionfor mostconvenient
dismounting
connecting
rodbolts.Straintheropewitha crane.
6. Loosenthe boltsdiagonally,
first unscrewthe two boltsfor the mountingtool for
dismounting
rod.
connecting
7. InstallthetoolNo.320.100.120A
throughthe observation
window,slidethetwo pinsof
thetoolintothetappedholesof thedismounted
bolts.
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Fig. 3 - 10 Mountingand Dismountingof the ConnectingRod

R
Removethe otherconnectingrod bolts.Usethe toolto takeout the connectingrod cover.

Removethe tool.
9 . Whileturningthe crankshaftslowlytowardsthe directionaway from the connectingrod

opening, lifi the piston up slowly until the crank-pinno longer interfereswith the
connectingrod big end when the latteris liftedup from the cylinderliner.Removethe
connectingrod uppershell,tren carefullylift up the pistonand conneclingrod together
from the cylinder,pay attentir.nto avoidthe connectingrod scratchingor bumpingthe
cylinderliner.
3-16
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E N G I N FM A I NC O M P O N E N T S
10.Use a standto supportthe pistonand connectingrod so as to avoidthe connectingrod
touchingthe g round.
firstthe circlipin the pistonpin seat
if the connectingrod is dismounted,
11.Uponinspection,
shouldbe removed.
so that the pistontop can
12.Turnthe pistonand connectingrod assemblyupside-down
face downward.Installthe tool No. 320.100.180 onto the pistonpin and removethe
pistonpin.
13.Cleanand inspectall parts
Assembly the Piston and Connecting Rod
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a. Measuringand recordingdimensionsof the pistonpin and its hole as well as the

givenin Chapter1.
smallend and checkingif the resultsfulfillthe requirements
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b. Liftingthe connectingrod with the small end downward.

ontothe pistonpin.
c. Fittingthe specialtoolNo.320.100.180
with its top end layingon a wood-plate.
d. Turningthe pistonupside-down
e. Fit the smallend intothe pistonwhile payingattentionto the bevelcut towafdthe
'p'
mark on the piston,namely,towardthe exhaustvalve.
f.
Fit the pistonpin into its holes in the pistonand the connectingrod, and then
dismountthe specialtoal.
g. Fittingretainerringto bothendsof the pistonpin hole.

rod upsidedownand put themonto a supportframe.
h. Turnthe piston-connecting
lf conditions
The abovemethodis basedon the casewherethe pistonis placedstationary.
are available,the work may be performedin sucha waythatthe connectingrod is fixedwith
its small end pointingupwards,and then liff the piston up and slowly mount it onto the
connectingrod,
Maintenanceof ConnectingRod Bearingshells
The wearconditionofthe big end bearingshelland smallend bushshouldbe checkedafter
every3000workingoperalinghours.
was detectecifromthe dismountedbearingshellor
lf abnormalwear , spallationor r:racking
thosebearingshellsor bushes
bushes,the othersshouldalsobe dismountedfor inspection,
withdefectsimpossibleto be correctedshouldthen be replaced.
It shouldbe notedduringreplacingthe smallend bush,thatthe widersidemustbe closedto
the big end.
Any scuffingon the journalsof the crankpinshouldbe removedby neans of grindingstone
and be polishedby usingthe fine abrasivecloth.
3-17
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MAINCOMPONENTS
ENGINE
In the case of replacingthe bearingshell , the shellshouldbe fittedintothe connectingrod
as per the assemblyrequirements,
and the bearingholediarnetershouldbe measuredand
per
given
recordedas
requirements
in technicalcertificate,
and then writedownthe dateof
replacernent.
Parallelismand twistingof boththe big end bearingand smallend bushshouldbe checked
afterreplacement
as shownin Fig 3-9lf the requirementsof clearancegiven in Chapter1 are met, the assemblycan then be fitted
to the engine
Fitting of Piston and ConnectingRod
a. Clean up thoroughlythe internalsurfacesof cylinderlinerand the crankpin,coat them
withcleanlubeoil,and placethe assembling
toolNo.320.100.30
on top of the cylinder
liner.
o . Lifl and clean the assembledpiston-connecting
rod assembly,check if cuts of piston
rings being staggeredand apply some lube oil.

Turnthe crankpincloseto the exhaustside.
d . Carefullyand slowlyfit the assemblyintothe cylinderliner,The side of pistoncrownwith
the mark'p' mustcloseto the sideof exhaustpipe.
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tg
3t1 Fri.irgd
tleHstorad@Eti4gnd
e. Turn slowlythe crankshafiunl;ithatthe crankpinentersthe bearingin the big end of the
3-18
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ENGIl',iE
MAINCOMPONENTS
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connectingrod.
f. Fit the tool No. 320. 100. 120Aonto the observation
window.Placethe connectinqrod
coverwith lowerhalfof the bearingshellontothe tool,and fit it to the big end.
g. Coat MoS2 on both the threadpart of the connectingrod bolt and frictionsurfaceof
the hexagonhead,diagonallyinstallthe connectingrod bolts,tightenthemslightlywith a
wrencn.
h. Dismountthe tool No.320.100"120A, then fit the othertwo bolts.
i. Turnthe crankshaftto a positionsuitablefor pretightening
the bolts.Then pretightenthe
boltsas follows
a) Pretightenthe boltsdiagonallyand alternatively
in 3 tinres,the torqueof long bolts
of connectingrod is 3101{.m,
the torqueof shortboltsis 270N.m.
b) Draw the base line in the hexagonhead of bolts and connectingrod cap, Use a
torquewrenchto turnthe tour boltsin 3 to 4 timesalternatively
and diagonallyto 60
oegree
c) The boltsshouldnot turnwhen the torqueis 800 N.mfor check.
lf no torquewrenchis available,the pretightening

methodis as follows:
(a) With a wrenchof 400 mm handle, pretightenthe four connectingrod boltsby

one handalternatively
and diagonally.
(b) Markthe baselinesin hexagonheadof boltsand connecting-rod

cap connecting
rod cover, and Use a long wrench to turn the four bolts in 3 to 4 times
alternativelyand diagonallyto 60 degree .
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The boltsshouldnotturnwhenthe torqueis 800 N.mfor check.Movethe connecting

rod with leverto checkif the connectingrod can moveaxiallyon the journal.
j.
Placelockwashersand tightenlhe screwsfor the lockwasher.
k. Checkthe axialclearanceofthe connectingrod smallend.

l. In the case that the bronzebushof the connectingrod smallend or the cylinderliner is
replaced,or the enginehas operatedfor very longtime,the followinginspectionsshould
be carriedout beforefinalinstallation
is made.Theseinspections
are to be madewith the
piston without piston rings ano the assemblyalready is fitted into the engine as per the
aboveprocedures.
Use a feelergaugeto measurethe clearancesat four positionsof the lowerend of piston
to rneasure
skirtin crankshafi
axisdirection
i.e.a'and b'at T.D.Cand a and b at B.D.C,as
shownin Fig.3 -9, Maximumdifferenceof themshouldnot exceed0.10 mm. otherwisethe
causeshouldbe foundout.The parallelism
of big end and smallend of the connectingrod
3-19
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shouldbe checkedaccordingto Fig.3-g.lf necessary,
the bronzebushof the smallend may
be scrappedby a skilledworker.Afterscraping,smeartest with the pistonpin shouldthen
be done to ensureevendistribution
of the contactspots.The surfacerouohnessRa should
be not morethan 0.4 um.
lf all these have beendone,reassemblethe assemblyinto the cylinderliner.lf beingup to
the standard,the assemblyis dismountedto fit pistonringsand finallyfittedintothe engine.
m. Checkthe distance6 betweentop of the pistonand top end of the linerwhen the piston
beingat T.D.Cas shownin Fig 3-13,ifthe pistonor cylinderlinerhad been replaced.The
differenceof 6 for differentcylindersin the sameengineshouldnot exceed0.5 mm.
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Fig.3 - 12 Positionsfor ClearanceMeasurement

of the Piston
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3-20
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E N G I N FM- A I NC O M P O N E N T S
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Fig. 3 - 13 Checkingof Distance,6

Betweentop of the piston and top end of the liner
tnspectionand evaluationof tri-metalbearingshells of connecting rod (suitablefor
dieselengine).
8320ZCd-B
ModelB320ZCd-6,
Note: The criteriamentionedbelow are used for the assessmentof tri-metalcorrosion
steelbackwith a nickeldam and a
resistentbearingshellsconsistingof a leadbronze-lined
perfectlyrunningbearingsas
to
open
is recommended
plated overlayof 0.015-0.035.11
seldomas possiblebecausethey haveto adaptthemselvesagainaftereveryassembly-
The big-endbearingsof the connectingrod are equippedwith a corrosionresistenttri-metal

bearingshell.
O
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Contaminatedoil, solid foreignmatterand water are the cause of 85% of all cases of
bearingdamage.Dirt is the enemyto all bearings.A thoroughoil treatmentand a careful
for a reliableoperationand a long life.
are thereforeindispensable
filtermaintenance
The platedoverlayhas much betterrunning-inand continuousrunningpropertiesthan the
harderlead bronze.In addition,lournaland crankpinwear is greatlyreducedby the plated
overlay.
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lf the platedoverlayis corrodedby heavyfuel operationor the engineis frequentlystarted

and stopped(max friction),the bearingsmay be more rapidlyworn so that they rnustbe
renewedsooner.
Griteriacatalogue(seeillushation3-14)
1. Uniformdull grey surface
3-21
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The bearingfunctionperfectly.A uniformrunning patterncan be seen in the main
load-carrying
area.
2. Glossyarea alongthe two edgesof the bearing
The bearingis overloadedalongthe two edges.A slightglosswill disappearaftera fairly
longtime of operation.lf the glossis very intense,the hardhighspotsshouldbe touched
up with a scraperto ease running-in.Do not use emerycloth!lf the crankshafthas been
regroundcheckthe filletradiusbetweenthe web andjournalor crankpin.
3. Heavypressureon one bearingedgewith lead bronzeexposedover a largearea:
This is not permissibleand the bearingmust be renewed.lf such a wear patterncan
to find the cause,
alreadybe seenaftera shortperiodof operation,it is of vitalimportance
checkthe crankweb deflectionvalues.
4. Scratchesin the platedoverlayand lead bronze:
The scratchesare caused by dirt or foreign matter in the lubricatingoil. lf such scratches
or do not reachfar intothe bronzetheywill be harmless.lf thereare
are not concentrated
a lot of scratches,the shellssiiouldrenewed.
5.Platedoverlaywornover a largearea (bronzeexposed)
lf the bearinghas beenin operationfor a longtime and its surfaceand transitionarea at
the edges are smooth,therewill be no danger.Checkthe shaftfor wear. lf such wear
patterncan alreadybe seen aftera shod periodof operation,lack of oil supplycouldbe
the cause. Check the journal or crank pin surface for increased roughness or
are concerned,check
scores..Polishif necessary.lf the bearingsof the connecting-rod
the crank web deflection.Realignthe engine if necessary.Renew the shells as a
precaution.
6. Renewthe bearingif platedoverlayis wornover a largearea,bronzeand nickeldam are
exposed,deepscoremarkbothin the platedoverlayand bronzelayer,Checkthe surface
Checkthe oil filterand
conditionof the journaland crankpin and smoothit if necessary.
pipingbetweenthe filterand engine.lf furtherbearingsare fed with oil from this bearing,
duringassembly.
thesemustbe inspected,too. Ensureextremecleanliness
7. Heavypressurebelowthe reliefarea nearthe partingline.
These areasare sometimesmarkedby heavypressure.Glossyarea shouldbe touched
up with steelwool or a scraper.Checkthe expansionof the free bearingshells.lf there
are smallcrackswith somescalingof lhe platedoverlay,the shellsmustbe renewed.
8. Cracksin the platedoverlay
Minor cracks are harmless.The bearingscan be fitted again unless a very marked
of cracksexistsr;.,the loadedarea and the platedoverlay3calesoff.
accumulation
3-22
E N G I T IM
E A I NC O M P O N E N T S
t-r--J!rt
\-\r{
..*--
\.
,'.11
'f
JT
_*
10
1la
".:t-E3i'
rxb
13
Fig.3-14
Criteriacataloguefor bearingshell of connecting rod
3-23
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9. Depressions
causedby erosionor cavitation
These depressionsare generallysickleor kidney-shaped.
They are recognizedby the
steppededgesof the damagedareas.The borderlineitselfis very irregularand,generally,
Thesedepressions
smallareawithdepressions
existnextto the borderline.
are harmlessHowever,if they are accompaniedby damage in the lead bronze layer or if bronze
particlesare scatteredand embeddedover the bearingsurfacelikefreckles,the bearing
mustbe renewedand lhe GuangzhouDieselEngineFactoryrepresentative
notified.
10. Diagonalareasof heavypressure:
Makesure thatthe shellsand bearingcap are fittedaccurately.
Measurethe crankweb
deflection.lf the platedoverlaycontainscracksand scaling,renewthe shells.
11. The platedoverlayis very smeary,the lead bronzeis partlyexposed(mainly
alongthe
transversecentreline)(11a:
innersurface,ll b:outersurfaceofthe bearing):
Gallingdue to lackof oil.Veryoftenthe outersurfaceof the bearingis quiteblackwith
carbondepositsalongthe transversecenterline.The bearingshellshavecontractedas
a resultof overheating(negativeexpansion).Checkthe bearinghousingandjournalor
crankpinfor cracks.The sheiismustbe renewedand it is essentialto tracethe cause.
12.Heavyworkingtraceson the outer surfaceof the bearingand some areas of fretting
corroston:
prestressof bolts,faultyassembly.
Cause:insufficient
The bearingmustbe exchangedpayingparticularattentionto the assemblyinstruction
for tighteningthe bearingbolts.Check the crush of the bearingand inspectfurther
crankpin.
13.Workingtraceson the jointfacesof the bearingshells:
Check the prestressof the bearingshells.Followthe instructionsfor tighteningthe
bearingboltsexactly.Checkthe crush.lf suchworkingtracesoccuron severalbearings,
notifythe DuangzhouDiese!fngine Factoryrepresentiative.
14. Workingtraceson the joint faces (partingline)of the bearingcap and bearinghousing
(not availableas figure).
Exactlyobservethe instructionsfor the assembly,especiallythose for tighteningthe
bearingbolts.Try and smoothany roughnesson thejointfaces.lf the workingtracesare
heavynotifythe DuangzhouDieselEngineFactoryrepresentative.
Inspectionand Evaluateof the bearingshellsof the connecting-rod
3-24
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MAINCOMPONENTS
ENGINE
Note:
The figures(from3-15 to 3-18) showthe wear patternfoundin heavyfuel operation.
Bearingshellswith a corrosionresistantgalvanizedzinc layeris hardlyaffectedin the event
betterrunningpattern.The mechanicalwear is
of corrosion,which leads to considerably
dominanthere.
to Fig.1on 3-15. Gooduniformrunningpattern,
Fig 3-15 Perfectbearingshellcorresponding
hardtyany wear,minorscratchesand corrosionin the platedoverlay.Properlubricatingoil
treatment.The shellscan be usedagainFig 3-16 Typicalwear patternwith transitionareas afier a long period of heavy fuel oil
operation.
Area I -Plated overlaycompietelyconservednear the partingline. Protectivetin flash
stillexisting.
AreaII --Platedoverlaystillexisting,but darkenedand roughenedby corrosion.
Arealll--Transitionarea to the runningsurfaceproper.Narrow,almost black rim with
platedoverlayheavilydamagedby corrosion.
Area IV --Plated overlay almost completelyremoved by corrosionand, partly, by
abrasion.Silverybrightnickeldam exposed.
AreaV --Nickel dam wornaway,bronzebecomingvisible.
Area\4--Bronzebecomingvisiblethroughminorscratchesfromdirt.
Variouswearstiagescausedby corrosionand abrasionof the platedoverlayin
Fig3-17118
heavyfuel operatio:r.
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3-25
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Reassembly
A----
Minor conosionof the plated overlay.A narrowship of nickeldam is exposed

on one side.Theshellcan be usedagain.
B----
Heaviercorrosionof the platedoverlay.Nickeldam exposedon both sides.

The shellhas nearlyreachedthe wear limit.A perfectadaptationis no longer
fullyensured.The hearingcan operateanother50% of the time reached.
C----
A largeareaof the platedoverlayhas beenremovedby corrosionas far as the

nickeldam.The runningpatternis otheruisegood.Althoughthe bronze
layerhas not yet beenexposed,the bearingmustbe renewedbecauseit
can no longerembedand adaptitself.
D---
Heavycorrosionof the platedoverlay.Lubricating

oil contaminated
by
Solid foreign matter causing additionaln'lechanicalwear of the plated
overlaywith scraichesdown into the bronze.Checkthe journalor crankpin
for scratchesand smooth it with an oil stone if necessary.This bearing
conditionis a considerable
riskfor the engine.Inspectfurtherbearings,
E----
Heavy corrosion :nd abrasion of the plated overlay. Lubricatingoil

contaminated
by solidforeignmattercausingadditionalmechanicalwear of
the platedoverlaywith scratchesdownintothe bronze.Checkthejournalor
crank pin for scratchedand smoothit with an oil stone if necessary.This
bearing conditionis a considerablerisk for the engine. Inspectfurther
bearings.
F-:- Platedoverlayalmostcompletelyremovedby corrosionand mechanicalwear.

The runningpatternshows partialscoringby a lot of dirt in the dangerof
heavyconsequential
damage.Checkthe journalor crankpin for scratches
and try to smooth it with an oil stone. Inspectall the other bearings
immediatelyClean the lubricatingoil circuit. Inspect the filters and
lubricating
oil separators.
Replacement
3-26
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ENGINE
MAINCOMPONENTS
o
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l:ig.3-15
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l'i fi. 3-1 l
3-27
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E N G i I * EM A I NC O M P O N E N T S
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l'ie.3-18
3-28
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3.2
MainstationaryParts
3.2.1 Cylinderblock,Bedplateand MainBearing
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x
.T
32
{--'.--''"
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Zs
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'21
22
f,e"**_
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Fig. 3 19 Engine Block and Bed-plate
3-29
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E N G I N iM
l A I NC O M P O N E N T S
The cylinderblock (3) is made of high strengthcast ironwith comparatively

thick wall. lts
constructionensuressufficientlongitudinaland lateralrigidity.There are 8 cylinderhead
bolts(2) aroundeach cylinderbore,a closedcrankcase is formedafier the cylinderblock
secured to the bedplate (13),to both ends of which front and rear end plates are
fitted.Projection
for assemblinglubeoil pump,fuel pumpand speedtransducerare casted
in the frontend plate,whilethosefor drivinggearsof speedgovernorand over-speedlimiter
etc. are castedin rearend olate.
In the horizontalplatformof the operationsideof the cylinderblock,for each cylinderthere
is a projectionfor supportingthe tappetsand three through-holes
for placingthe tappet
projection
supports.The recessaroundthe
formsthe oil returngroove,from wherethe oil
couldflowdownto the returntubevia a throughhole.
A long openingwith the same lengthas the cylinderblockon the side plan of the camshaft
spaceallowslaterallydismounting
the camshaft.Camshaftbearingseatswith Y{ype open
are casted in verticalwalls of the opening.This long openingis coveredby three long
covers (28), one small cover and a gear casing. Behindthe interfaceof two covers,a
base-plate(29) is added,soft wood gasket (30) are fitted with specialarrangementfor
inclinedlap-jointedso as to ensurethe sealingofthe coverinterface.lt shouldbe notedthat
duringassembling,no gap of the gasketis allowedin the interfacingarea. Movablepedal
(25) for the operatorto stand on for inspectingcylinderheads are mountedbelow the
camshaftcovel whichcan be put downwhen not usedin orderto gain morespacebeside
the engine.
The wet cylinderliners(27)are fiitedin the cylinderblock.Thereis an intermediate
support
in the waterjacketarea,whichis also functionedas the upperlocatingsurface.Thereare
also 3 rubber"O" ringsin the bottomlocatingsurface(26),thus ensuringboth the cylinder
liner free expansionand water-tightness.
This design reduces the distance between
supportingpointsand the amplitudeof high frequencyvibration,increasesthe rigidityof
bearingthe sideforcefromthe pistonand the abilityagainstcavitation.
Inspectiondoors are providedin lower parts ot both sides of the cylinder block, for
inspectingthe conditionsinside the crank case and assemblingor disassemblingmain
bearingsand connectingrod bearings.The windowsin the frontsideare coveredby covers
(24) whichare sealedwith asbestos-packing
gaskets.The 6 observationcovers(8) on the
exhaustside are equippedwithexplosionproofdoor (10)whichwillopenquicklyin casethe
oil mist in the crankcaseis ignitc, so as to ensurethatengineis safety.
In orderto decreasethe presstiiein the crankcasewhichis formeddue to the exoansionof
the oil mist,two vent coversare providedin the exhaustsideof the cylinderblockclosedto
the end surface,so the user is easy to installthe breathpipe of the crankcaseand lead
oil-mistto the safe locationof the deck.
A coolingwaterinletis providedfor eachcylinderon the exhaustsideand the inletis sealed
by the cover(5) . The lowerpartof coolingwaterchamberformedby the cylinderblockand
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the cylinderlineris widerthanthe upperpart,this allowsthe waterto flow upwardevenly.In
to the water inletto change
the intermediatesupportthere are two notchesperpendicular
sweeping
the wholeuppersurfaceof
directionof coolingwaterthusto enablecoolingwater
the cylinderlinerbeforeit enterscylinderheadvia pipes(31)on eitherside.
The engineblockand enginebed-plateare tightenedtogethermainlyby 18 tie bolts(14)of
M 39 x 3, to bearthe majorpartof the tensileforceappliedby combustiongasesinsidethe
cylinder.In additionto these tie-bolts,there are also 52 screws (12) ol M22X2 evenly
distributedin the joint plane.A sturdyrigid structureis formedafter securedall boltsand
screwsof the cylinderblockand bed-plate.The tie-bolbare tightenedin the crankcaseby
meansof hydraulictensiondevices320.102.00A,
The devicesare screwedto the extension
partsof one pair of tie-boltswhen tightening,the oil pipes320.102.10and 320.102.20are
to 81Mpa,the
then connected.As the oil pressureis increasedby a oil pump(320.103A.00)
devicescan be dismountedafferthe roundnuts in the long groovesof the pressurerings
had beenscrewedup. In the caseof dismounting
thesetie bolts,theonlythingneedsto do
pressure
of the connectedhydraulictension
is to screw off the round nuts afier the oil
deviceshad beenincreasedto a liftlebit higherthan 81Mpa.The sequencefor tighteningtie
boltsis indicatedin the figurebeiow.
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Fig. 3-20Tighteningof the Tie Bolts
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It should be notedthat these scriwsmust not be over-tighteningas the screwthreadsbeing
directly threaded in the bedFiate.The torque should be controlledin the range of
216-260N.mto preventthe threadfrom damage.Thereare alsofour dowelpin (22),which
mustbe fittedbeforetighteningtie boltsand screws.
on the outputend ofthe engine,thereis a bracketfor turbocharger
and the supercharging
air coolerand the air outletcoverfor the supercharging
air cooler.
The integralbed-plateis made of cast iron. The joint surfaceof the cylinderblock and
bedplateis at 10 mm upwardfromthe centerline of the crankshaft.
The rigidityand dampingperformance
of the castedbedplateare comparatively
good,the
main bearing seats with sufficientthickness are devised on the lateral walls with
reinforcement,which result in small deformationof the main bearings during engine
operation,so as to ensurethe workingreliability.
In orderto reducethe lengthof the cantileverpartof the crankshaft.
an 1Orhmainbearingis
providedbetweenthe crankshafidrivinggear and the flywheel.In other words,there are
totallyten mainbearings,amongwhichthe gt one beingthe thrustbearing.
The cap of mainbearing(23)are madeof cast iron ,andshrunklyfittedto the mainbearing
seat.The jointface of the mainbearingcoverand the bed-plateis at 10 mm downwardfrom
the centralline of the crankshaft.Eachmainbearingis tightenedby two mainbearingbolts
of M30 x 2 ('11)ln the innersurfaceof the mainbearingcover,oil groovesand bearingshell
locatinggroovesare providedon the innersurface,thereis an oil holeand tap hole on the
top surfacefor oil pipe connection.
The main bearingshells are oi aluminumalloy tin steel backingtype, as illustratedin
3-21,andare dividedinto uppershell(3) and the lowershell(4),The thicknessof the ailoy
layer is 0.8 + 0.1 mm. Oil grooveis providedon the workingsurfaceof upper shell ,to
which 14 drillingsof + 14 are connected.Lube oil from the crankshaftoil hole lows via
these drillingsto the oil passageof the connectingrod, then to the coolingspace of the
piston.Dowelpin (6) in the shellare matchedto conespondingrecessesin the bearingcap
and seat respectively
to preventthe shellsfrom rotatingaxiallyand peripherally.
The joint
face of bearingshellsis 10 mm higherthan that of the bearingcap,whichallowsthe upper
and lowershellsto be fittedin the same cylindricalhole.Sincethe actualjoint face being
higher than theoreticalone, adequateshrink range can thus be realizedafter bearing
assembling.
On the bottomshellof the 9tnma'r1bearing,one thrustpieces(5) of tin bronzeis installedon
eithersidefor axiallocatingof tilr crankshaft.
The spiiifaceof thrustcollaris lightlypresses
by the bearingcoversto preventthemfrom rotating.
lf the engineis equippedwitha lubeoil suctionpump,a suctionpipe(17) wiltbe arrangedin
the lowerpartof the bed-plateso as to drawout the lube oil from io the bed-plate.In case
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that no suctionpumpis mounted,no suctionpipeis providedand the lube oil will flow from
the holeof the end faceof the bedplateto the oil tank underthe engine.
Thereare 30 holesof 627 drilledand 4 reamedholesof 0 25 on the four cornerin suppons
in bothsidesof enginebed-plate,
whichcan be usedtogetherwiththe enginefoundationfor
reamingthe holesof anchorbolts.Thereare 6 tap holesof M 36 x 1.5 in the supportsfor
alignmentof the enginewith the shaftsystemThe adjustingboltsare screwedinto these
holesto prop againstthe foundaiionfor adjustmentof the enginepositionor for facingthe
cradles.These bolts shouldhe femovedafter adjustment,the anchor bolts can then be
secured.
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Fig. 3-21 Main Bearingsand the Thrust Bearing

Checking and Replacementof Main Bearings
The wear of a main bearingis quite little under normaloperatingconditions.However,
heavier wear of some individualbearing should happen for any reason resultingin
deflectionof centerline of the crankshaft.
This increasesthe wear of other main bearings,
as well as the bendingstress nf the crankshaft,even leads to the crankshaftrupture.
Therefore,bearing inspectionshould be carried out in accordancewith the interval
recommendedin Chapter12. lf in any case abnormalconditionis found,dismountingand
inspectingshouldbe doneaccordingly.
The bearingshouldbe replacedif its clearanceexceedinglimitvaluesor abnormaldefects
existed,suchas alloylayercrackingor spallation,
seriousscarfingeic.
The normalthicknessof the bearingshellis 6.381iijmm.lf the journalis seriouslyworn out,
3-33
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MAINCOMPONENTS
ENGINE
a thickershellshouldbe used.A replacenntshellneednot be scraped.lf too muchcontact
or too smallclearancefor replacingthe bearingshell,the shellwith a thicknessof lowerlimit
shouldbe chosen.Only in case sucha shellstillcouldnot fit the case,the shellcan then
be scarpedby skilledworkers.
Certaincrush heightof the bearingshell is required,which had been strictlycheckedby
and shouldnot be filedor cut by the user.
bearingmanufacturer
work shouldbe done insidethe crankcase,it is essentialnot to remove
lf the replacement
lower half shellsof two adjacentmain bearings,so as to ensurethe crankshaftbeingwell
supported.
Removementof the main bearingcoverinsidethe crankcaseis carriedout as follows(c.f.
Fig 3-22)
1. Turnthe crankshaftto the positionshownin Fig.3 -22.
2. Unscrewthe nut of the mainbearingbolts.
for removing
3. Removethe oil tube for the main bearing,installthe tool (320.100.130A)
mainbearingcover.
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Fig. 3-22Removingof Main Bearingcover inside the Grankcase

4. Rotatingthe two electingbo;ts(2) to eject the cover.Installrod (3) and plate (4) for
movingthe bearingcover.Carefullytakeout the mainbearingcoverand uppershell.
3-34
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E N G I N [M
5. lf removingthe lowershell(see Fig. 3-23),atonguedpin (5) is insertedinto such an oil
hole of the journalthat the pin itselfcan not drop out dufingcrankshaffturning.Turningthe
crankshaftin the directiontowardthe dowelpin of the bearingshell,the lowershellcan ihen
be removed.In the caseof removingthe shellof the mainbearingadjacentto the flywheel,
a tongued pin in right angle shape is insertedinto the hole of the journal as shown in
Fig.3-23 to withdrawand installihe shell.
For placingthe bearingshellas follows:
in the directionoppositeto that in abovepoint4.
1. The tonguedpin is inserteci
2.
The lowerbearingshellis placedon the mainjourna..
3.
The main bearingtool is fittedas shown in Fig 3-23.Thedowel pin (2) of the tool is
insertedintothe locatinggrooveof the bearingseat,and is removedafterthe tool being
tightened.
Fig.3-23 Mountingand Fismounting of the Bottom Shell of the Main Bearing
4 . Turnthe crankshaftslowlyto helpthe shellmovingdown untilits halfway and then the

limiter(6) and (8) is fittedto the main bearingbolt on the otherside and tightenthem
with nuts.Again slowlyturn the crankshaftuntilone end of the shell is in contactwith
the limiter.lt shouldbe notednot to rotatethe crankshafttoo fast so as to avoid any
possibledamageof the shell.lt must be sure at lhe beginningof crankshaftrotating,
that the dowelpin of the shellshouldfit intothe grooveof the tool.
3-35
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ENGINEMAINCOMPONENTS
5.
Afterremovingthe tonguedpin,the uppershellis placedto the mainbearingcover,to

whichthe tool is then fitted.The wholeassemblyis then placedon the bedplate.(see
Fig. 3-2s)
6.
Tightenthe two mainbearingboltsalternatively

and uniformlyin severaltimesto reach
the specifiedtorque.
7.
Checkbearingclearanceand crank-webdeflectionofthe crankshaft,

measuredresults
shouldbe in linewith the soecifiedvalues.
8.
The oil pipesare placedand secured.
It is also very importantto be cleanduringthe whole removingor placingprocess,no any

mechanicalparticleis allowedto presentin slidingsurface.
3.2.2CylinderLiner
The cylinderlineris madeof alloycastironwithgoodwearability.
The upperflangeis seated
on the supportingfaces 16 mm abovethe top face of the cylinderblock,ared copperringis
placedbetweenthe flangeand supporting.
The partabovethe mid supportalsofor location
is designedto be thinnerthan the lowerpart,coolingwatercan flow directlyup to the area
closedto the flange.Betterheatrejectioncanthus be realized,leadingto lowertemperalure
levelof the upperpartof the liner.Thereare threeo-ringsmadeof oil-proofrubberfittedin
threegroovesof the lowerlocatingsurface..A recessfor fittingwith the cylinderheadis cut
on top surfaceof the liner.The recessis just at the positionof the supportingarea of the
cylinderblock,this reducesthe additionalbendingmomentof the flange,preventingthe
flange from crackingduringengine operation.Furthermore,concaveroundedgroove is
adoptedfor kansitionpart of the flange to the cylindricalsurfaceof the liner to eliminate
stressconcentration.
Thereis a pin in each cylinderli;rerfor its locatingon cylinderblock.In innersurfaceof the
liner bottom,there are two oppcsitemachinedrecesseswith an angle of 15' to the liner
central line, to avoid the liner being collidedwith the connectingrod as the engine in
operation.
The anti-polishing
ringis sprayedin the innersurfaceof the upperpartof the cylinderlinerof
HFO enginein orderto scrapethe carbonin the upperpartof the piston,and to reducethe
wear of the cylinderlinerand lube oil consumption,
and to increasethe gas-sealingof the
cylinderlinerand piston,and to reducethe pollutionof the lubeoil .
Maintenanceand removingof Cylinder Liners
The cylinderlinersshouldbe cher:kedfor scuffingfor every500 operatinghours:To do this,
3-36
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turn the crankshafiuntil the piston being at T.D.C.,open the observationwindow,and
observethe conditionof the workingsurfaceby meansof a mirrorextendedto near the
cylinderlinersurface.
The exteriorityof the liner shouldbe checkedvia removingthe water inlet coverfor every
2000operatinghours,lf seriouscorrosionis found,replacethe cylinderlinerwith a newone.
lf the depthof pitsbeinglessthan8 mm,tin repairweldingis recommended.
lf scaledeposit
exceeds1.5 mm in thickness,the linershouldbe removedfor cleaning.In any case of the
piston-connecting
rod assemblydismounted,the wear conditionof the liner should be
measuredtogetherwith the pistonbeforereassembling.
The linershouldbe replacedif its
wearextentbeingbeyondthe lin:its.The centralline of a new linershouldbe normalto that
of the crankshaft.
This can be checkedby meansof smeartest if the supportingshoulders
of the cylinderliner is in uniformcontactcircumferentially
with the supportingface of the
engineblock.At the sametime,the clearancebetweenthe lowermatchingsurfacesof the
liner and block shouldbe checkedby using a feeler gauge.The flange may be locally
scrapedif necessary.In doingso, no O-ringis fitted.The bore corresponding
to the area
fiftingO-ringsshouldbe measuredafterreassembling,
wherethe deformationshouldbe in
linewith specifiedvalues.
Dismountingof GylinderLiners
1.
Drainoff all coolingwaterin the engineblock.Openthe observation

windowson both
sidesof engineblock.
2.
Removethe cylinderhead.
3.
Removethe piston-connecting
rod assembly.
4.
Installtool No.320.100.90 for the cylinderlineras shownin Fig. 3-24.The righthalf

sideof the diagramshowsdismounting.
5.
One by one or simultaneously

turn the nut (2) on the tool untilthe liner cominginto
with
the
contact
beam.
6.
Withdrawthe linerfromthe engineblock.
Mounting of Cylinder Liners

1. Fit new watersealingrubberringwith the ringsprojecting0.4-0.6 mm from the liner
surface,this can be obtainedvia filingthe ringsif necessary.
2.
Placesuitableannealedred copperring on the concaveof the supportof the cylinder

block.
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ENGINE
MAINCOMPONENTS
3 . Fit the mountingtool to the liner as shown in the left ot Fig.3-24.Lift the liner and
slowly put down into the cylinderblock.The liner can fit into the counterborevia its
deadweightor slightlypressingby hands.
4.
Removethe tool and assemblethe cylinderhead. Hydrostatic

test with a pressureof
o.7 Mpa shouldbe carriedout aftertighteningall bolts,and tightnessof the o-ringsand
the red copperringshouldalsobe checkedat the sarnetime.
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Fig. 3-24Mountingand Dismotrntingof CylinderLiners

3.2-3 Cylinder Headsand IG Accessories
3.2.3.1 CylinderHeads
The cylinderhead is made of sphericalgraphitecast iron, and is tightenedto the engine
blockbv meansof I studs.
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E N G I I { EM A I NC O M P O N E N T S
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Fig. 3-25CylinderHead
In the cylinderhead there are iwo inlet valves and two exhaustvalves .The inlet and
exhaustportsare in the sameside nf the cylinderhead.Eachvalveseatinsert(17)madeof
heat resistantstee! is tightly t,l',d to the cylinderhead. The Valve guide (22) can be
replacedwhenworn out.
there is the port of fuel injectionin whichan injectoris
In the centerof the cylinderi,.-,...,d,
installedand clampingby a clampingplate(6). The startingvalveis installedin its inclined
hole in left part of the cylinderhead.In the right handside, a hole of @12 is providedfor
fittingthe safetyvalve(28)and iest valve(29).
Coolingwater entersthe cylinderhead throughthe tr'o inlethole in its bottom,then along
the horizontalpassageto the seatsof fuel injectorand valvesto cool directlythe exhaust
valve insert, and turns upward,finally flows throughthe outlet to the water pipe. The
holesin the sidewallof the cylinderheadare blockedwith a plug (18),and a
sand-cleaning
'51
on top of the head, on which the rockerarms are
cover (15) There is an midlav'
,
installed.In the mid..iayer
therr, i 3 horizontalholes two for injectorcoolingwhen heavy
and
fuel is burnt
the lowestonr .r,ngfuel returnholealignedwiththe fuel returngrooveof
the injectorto collectleakecl:, ,;l from the injector.The horizontalhole in the center.of
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E N G I I { EM A I NC O M P O N E N T S
mid-layeris for mountingsealingbushingof the fuel injector
On top of the midJayer,thereare a headcover(4) and a hood(1).Generallythe coverneed
not be openedbut onlythe hoodwhen removingthe injector.
All valvesand their drivinggearsare all insidethe coverthat separatedthem from outside
so as to reducemechanicalnoiselevel.
3.2.3.2 lnlet and ExhaustValves
When the engineoperateson the lightdieseloil, inletand exhaustvalvesare identicaland
made of high quality heat-resistantsteel, with an overlay of Stellitealloy on the working
surface.
When the engineoperateson the heavyfuel oil, exhaustvalvesare made of NiMoNiC.lt
shouldbe attentionthat inletand exhaustvalvescan'tbe exchanged.
The valves are closed by spring force of the valve springs (20) and (21). The spiral
directionsof the innerand outervalvespringshavetheirhelixhandin reversedirection.The
valve(27) is securedby the conicalring (24)and spindleseat(23),and a snap ring is used
for safety(25).On the end of valvespindlea hardenedvalvetop cap (26) is fittedto protect
the spindleend fromweardue tir rheknockby the headof rockerarm.
The engineoperateson the heavyfuel oil, inletand exhaustvalveswhich mountedrotary
valve deviceinsteadof spindleseat (23),leak tightnessand operatinglife will be betterfor
valves.
3.2.3.3 GylinderSafetyValveand Test Valve
ln order to avoidexcessivehigh pressureinsidethe cylinderand to measurethe cylinder
pressure,a safetyvalve and test valve are fitted in the cylinderhead.
The safetyvalveis normallyseatedon its seat(1) by the actionof the spring(3),the valveis
thus in closedstate.Pretightened
loadof the springis adjustedvia the adjustingsleeve(4)
in such a way that it will be oper',"das the pressurewithinthe cylinderhas reacheda value
of 16.5Moa.
Thereare two valvefacesin the testvalve(9).The lowerone shutsoffthe passagebetlveen
the cylinderand pressuremeasuringinstrument, the upperone preventsgas from leakage
duringmeasurement.
Therefore,duringoperationof the engine,the lowervalvefaceshould
be tightlyclosedwhile the upperone shouldbe tightlyclosedwhen carriedout pressure
measurement.
No gas leakageis allowedduringengineoperation,otherwisethe valvewill
be overheatedand valveface damaged.
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The test valve should be opened during turning,and should be closed before engine
startino.
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Fig. 3-26 Safety Valve and Test Valve

Maintenance of Cylinder Heads
1 . In order to preventthe cylinderhead from cracking,overheating,or increasingwater

flow as soon as overheatingshouldoccur, especiallywhen water beingrunningoff, is
not allowed.Otherwisehreakageof the cylinderhead shouldbe resultedfrom high
thermalstress.
2. Frequentlycheckthe cylinderhead,cleanoff all oil stainon its surface.Checkthe fuel

pipes,injectors,inletand exhaustmanifoldson the cylinderheadfor oil or gas leakage
at the joints.
3 . The cylinder head suspectedof crackingshould be removed earlier for careful

inspection.Hydrostatic
test may be carriedout if any visiblecracksdetected.However,
it is sometimesvery difficultto see a crack by naked eye, which may cause water
leakageonly afier the engi.rr beingwarmedup. In this case,after a longerperiodof
enginestoppage,rust mark cr water trace could be found on the bottomplate of the
cylinderheadwherewaterrJrgas leakageoccurred.In criticalcases,water may spray
out fromthe testvalvewhenthe crankshaftis turned.Any crackedcylinderheadshould
3--41
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be replacedwith a new one.

4.
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lf gas leakage being detected,the engine should be shut down immediately,the

cylinderhead nuts shouldbe retightened,
otherwisethe cylindergasketsand sealing
the
surface may be burnt out. lf gas leakagebeing still the case after retightening,
cylinderheadshouldbe removedfor inspection.Snear test shouldbe donefor sealing
surfaceof the cylinderhead.Remediesshouldbe takenfor any defects.Faultygasket
shouldbe replaced.
checked,and
The coolingwater chamberof the cylinderhead shouldbe periodically
In doingthis:
too muchscaledepositshouldbe removedchemically.
a)
Removethe cylinderhead,open the cover platesand plugs,scrapeaway the scale

depositon the wall of the cylinderhead.
b)
Remountthe coverplatesand plugs.
c)
Fll 12o/o
to 15olo
acidsolutionto the coolingwaterchamber
hydrochloric
It is essentialnot to pourwater inio the hydrochloric

acidwhen preparingthe solution,but
drop the acid in the water by way of drip feeding,so as to avoid explodingand personal
injuringby splashingsolution.The solutionshould be preparedin a wooden barrelwith
stirringby a woodenstick.Fillingthe solutionintothe coolingwaterspaceshouldbe carried
out slowly,so as to avoid personalinjuringby reversedsprayingof the solutiondue to
chemicalreaction.Lubeoil shouldbe appliedto thosesurfacewhichmay come intocontact
withthe solutionto avoidetching.No lightingis allowableand goodventilationis requiredfor
the workingroom,as hydrogenwill be releasedduringreactionof acidwith metal.
d)
lf violentreactionis taken placeas well as a lot of heat and gases are released,the
scalewill be removedin 30 to 40 minutes;lf the reactionbeingslowly,it maytake2 to 3
hoursto dissolvethe scaledeposit.
e)
Drainawaythe acidsolution.checkfor unsolvedscaledeposit.
fl
Thoroughlycleanthe coolingchamberfirstlyby usingcalcareousway and then fresh

water.Glassesand rubberglovesshouldbe worn for protectionyour skin and eyes
duringthe wholeworkingprocess.
Withdrawingof cylinder Heads

1.
Drainawaythe coolingwaterin the engineblock.
2.
Removeall diesel,waterand compressedair pipesconnectedto the cylinderhead.
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Removethe cylindercover,mid-layer,rockerarmand the fuel injector,Thosepipesand

injectorsremovedshouldbe carefullypackedby usingoil-paper.
4 . Removethe boltsfor securingthe intakeand exhaustpipes.

lnstallthe tensiontool No. 32d.104.00Afor cylinderhead studs. Place the tension
deviceto the cylinderheadstuds.and connectthe tensiontool and high-pressure
oil
pump 320. 103A.00. by meansof the pipe 320.1034.10.Manuallyraise the oil
pressureto the tightenedvalue(refer
to the page1-6),thenloosenthe nut.
6.
Removethe tensiondeviceand the nut. Placethe eye bolt to the cylinderhead,lifrthe

cylinderhead.The nutsmayalsobe removednot by usingthe hydraulicspecialtool but
by a wrench,the looseningsequenceis 6-5-8-7-3-4-2-1
as shownin the Fig.3 -27 and
then removingthe cylinderhead.
7. Coverthe removedcylinderheadwith a woodenplate.The cylinderheadis now ready

for cleaningand inspection.
Assembling of the CylinderHead
1. Checkthe top tightnesssurfaceof the cylinderlinerand the bottomtightnesssurfaceof
theyshouldbe lapped.
cylinderhead,if necessary,
2. Checkthe gasketif any defectaffectingtightness,if so replacethe gasket.
3. Measureand recordthe heightbetweenthe bottomsurfaceof the cylinderhead and
tightnesssurface.Chooseand fit the gasketso that the heightdifferencebetweenthe top
surfaceof the pistonand bottomsurfaceof the cylinderheadis as possibleas small.
4. The doublesurfacesofthe gasketscoatsealantof Loctite510, and placethe gasketon
the tightnesssurfacein the top surfaceof the cylinderliner.
5. Checkthe top surfaceof the pistonin the linerif any foreignmatters.Liftthe cylinderhead
and wipe its bottomsurface,then carefullyplaceon top of the liner.
6.
Line up the joint face for exhaustmanifoldwith joint faces of other cylinderheads.
Tightenthe nuts of the cylinderhead bolts by one of the followingmethods,among
This is becauseit resultsin moreuniformityof
whichmethodA is highlyrecommended.
pretightening
B
loads.
Method
could
be
adoptedonly if the tool for methodA being
the
with sometroubles
hydraulictensiondevice320. 104.00A
MethodA: Pretightenthe nuts,.ruith
(1) Manuallyscrewlightlythe nutsclosingto the cylinderhead.
3-43
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ENGINEMAINCOMPONENTS
(2) lnstallthe hydraulictensiontool 32O.104.00A. Connectthe tool and the pump 320.
103A.00 by oilpipe320.103A.10.
(3) Raisethe oil pressureto the specifiedvalueby oil pump(refer
to the pagefrom 1-6).
(4) Screwthe nut once againclosingto the cylinderheadvia the gap in the device.
(5) Relievethe pressureand then removethe device.
(6)
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(7) Installthe cylinderheadcoverand hood.
Assemblethe midJayerand rocker-armseats.Align the rocker arm to the valve.

Checkthe valveclearanceaccordingto the methoddescribedin 3.3.5of Chapter3.
MethodB: Pretightenthe cylinderheadnutsby meansof a tensionwrench.
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Fig.3-27 Pretighteningsequenceof Cylinder Head bolts

Pretightenthe cylindernuts in 3-4 steps to a torque of 785-883 N-m, accordingto the
sequenceof 1-2-34-5$-7-8as shownin the Fig.3-27
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In case no torquewrench,thejob can be doneas follow:
1. Use a wrench of 320 mm handle lengthto manuallytightenthe nuts in the above

sequenceby one hand.
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2.
Markone angleofthe hex nut on the cylinderheadas referenceby usinga pen
3.
Pretightenthe nutsin 34 stepsby meansof the wrenchstartingfromeach reference,in

the abovementionedsequence,untileachnut has turnedg0'.
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Maintenanceof Valves
1 . All valvesand valve seats must be lappedto ensuretheir perfectcontact.lntervalof
valve lappingdependson the operatingconditionsof the engine.lf the unevencontact
of the valve cone and the valve seat or leakagehad been detected,re-lappingis
necessary.
z.
The valve springsshouldbe checkedperiodically.

lf one of the springsis broken,it is
permittedto operatethe engine at low speed not exceeding300 rpm.lf possible,
replacethe brokenspringal once.In doingso,the pistonshouldbe atTDC to avoidthe
valvefallingintothe cylinder.
The wornvalve guidesshouldbe replaced.Afterhavingpressedthe new guide, the

clearancebetweenthe valve stem and valve guide should be checkedand should be
withinthe following
limits0.10-0.14mm (whennew).
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Disassemblingthe Valves
1.
Removethe cylinderhead.
2.
Removethe rocker-arm
sea{.
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3.
Holddownthe valvespringby meansof specialtool320.100.50.

Removethe snapring
and locks.
4.
Removethe retainerand the valvespring.
5.
Turn upsidedownthe cylinderheadand removethe valve.
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Assembling Valves
1. Cleanthe guidesand the valvewith lightdieseloil, then applysome lube oil on sliding
surfaces.Placethe soecialtool.
2.
Putthe valveintothe valveiruide.
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Placethespringseat,thevalvespringsandtheretainer.
4.
Holddownthe retainer
andthesprings,
theninstallthelocks.
lnstall
thesnapring.
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Fig. 3-28 Mountingand Dismountingof Valves

Valve assemblingand disassembling
shouldbe carefullycarriedout to avoid scratching
the valve and springs.Afier disassembling,
the valvesand springsshouldbe checkedif
scratchesand scoringsexistedon valve stems or springs.lf any, scratchesor scorings
should be eliminated.The valvesand springswith heavy scratchesor cracksshouldbe
reolaced.
Lapping Valves
In principle,numbersof valvelappingwith its valveseatshouldbe as few as possible.The
matchingarea of the valvewith its seat in perfectcontactconditionmustbe of smoothring
with a widthof 1 to 2 mm. The valvelappingshouldbe rried out if the contactring being
non-uniform
or gas leakagetakinqplace,
1. Apply lappingpasteonto the valve seat , installthe valve lappingtool onto the valve
plate,Slidethe valveintothe valveguide.Repeatedly
tap and rotatethe valve untilthe
seat-to-facebeingin perfectcontactcondition.After havingbeen lappedwith lapping
paste,furtherlappingshouldbe carriedout with lubeoil for a shortperiod.Particlesize
of lappingpasteis recommended
in the rangeof No.180to 300.
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MAINCOMPONENTS
ENGINE
Qualityof valvelappingmay be checkedas following.
a.
Mark severalshortradiallineswith a soft pencilon the valveseat. Placethe valvein

and turn it for about20' to 30'. lf lappingis good,the shortlinesshouldbe erasedaway.
b.
Fill dieselfuel on the valveplateaftervalveassembling.For a highqualitylapping,no

dieselfuel leakagethroughthe contactsurfaceof the valveplateand seatoccur.
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2.
lf the workingsurfaceof the valve seat was seriouslyburnt or becamestepped,it

should be reconditioned
by using a specialreamerbeforevalve lapping.Maximum
thicknessfor trimmingis 1.5 mm (i.e. Iowerthan the top face of combustionchamberby
14.5mm). lf this limitis exceeded,replacethe valveseatwith a new one.
3. lf the valveconesurfacewas seriouslyworn or insertedwith carbondepositor foreign
matters,it shouldbe groundfirstlybeforelapping.Maximumallowableamountfor valve
conegrindingis 1.5 mm.The valveshouldbe replacedif the amountof grindingshould
exceedthis limit.
3,3 ValveGear
process.
The functionof the valvegearis to ensuregoodperformance
of the gas-exchange
push
The valvegearof the engineconsistsof the camshaft,camshaftdrivinggear,trappets,
rod, rocker-arms
and valves,etc.
3.3.1. Camshaft
The camshaft(9) is incorporatedin bearinghousingslocatedunder the platformat the
operatingside of the engine,which can be ren$ved laterally.The canrshaftis supportedby
bearings,each one of thesebearingsis composedof two halvesof steel backingthin-wall
babbitalloy shells(16)and (18), and separablecasings(15) and (19). Two halvesof
bearingsare securedtogetherby two bolts (17). The bearingcan be installedonto the
camshaftfirstand then placedaxiallyintothe bearinghousingsand fixedby holdingscrews
(5), which shouldnot be overtightenedto avoidtoo muchdeformationof the bearings.In
addition,thereare two copperbushes(11)and (14) in both sidesof the timinggear.Axial
locatingof the camshaftis ensuredby the collars(10) and (12). The collar (10) is tightly
fitted onto the camshafi. lts axial clearance can be adjusted by using the pump
(320.103A.00)
to expandthe bore of the collarfor axiallymoving.This clearanceis in the
rangeof 0.4-0.45mm.
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Fig. 3-29 Camshaft

From the free end of the engine,the inlet cam (6), exhaustcam (7) and fuel cam (B) are
fittedin sequenceon the camshaff.The camsare fittedonto the camshaftwithoutkeys and
can be adjustedfor timingby meansof the hydraulictool
The startingcam is fitted in the free end of the camshaftwith the screw (3) for its locating.
The cam is securedby the bolt(2).A smallscrew(1) is usedfor locking,to avoidthe bolt(2)
loosening,the smallscrew(1)is lockedby meansof dottedpunching.lf the startingcam had
beendismounted,attentionshouldbe paidto lockthe boltand screw.
3.3.2 CamshaftDriving Gear
The camshaftis drivenby the crankshaftvia drivinggear.The drivinggear is locatedin the
gear (4) meshedwith the crankshaftgear (2) and the
flywheelend, with the intermediate
gear(5) neshedwiththe timinggear (15)on the camshaff.The camshaft
smallintermediate
rotatesat half crankshaftspeedin the same direction.The crankshaftgear (2) is fastened
gear
gears(S)of the intermediate
on the crankshaftby the bolts(1).The smallintermediate
gearwheels
afterheatingthe former,so as to forman
setsare fittedto the hubsof the iarger
part
interference
fit. The relativepositionof the two was
integral
with the latterby mcansof
gear,
regulatedby way of hydraulicmeihodin factory.In the boreof the hub of intermediate
bushes(3) and (6) of ZQSn 1tl-1 tin-phosphorbronzeare inserted.The big intermediate
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ENGif'iEMAINCOMPONENTS
gear is fittedon lhe gear shafiseat (7) whichis of cantileverdesignwith its largerdiameter
journalfittedontothe engineblockby the bolb (17).The end faceof gear pivotshaftseatis
providedwith the fasteningplate(9) for axialpositioning
gears.The gear
of the intermediate
ofthe camshaftis pressedagainstthe conicalsurfaceby a roundnut.The normalmoduleof
the toothis 5, with a helicalangleof 8". The gearsare lubricated
with sprayingoil via lubeoil
pipe.The bronzebushesin the intermediate
gearsare lubricatedby oil fromthe oil holesin
gear
(7)
the
shaft seat
and the oil hole are connectedto the oil pipesvia the connectors
(18).
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Fig.3-30 Driving Gearfor the Camshaft
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lf the camshaftis dismountedfor any reasonor any gear in the drivinggear is replaced,in
reassembly,the mark on one gear should tally with that of its matchinggear when
reassembling.
In doingso, turn the engineuntilthe pistonbeingat its TDC and the key of
the camshaffgear beingalso upward.ln this case,the markon the crankshaftgear aligns
gear,the markon the smallintermediate
gear should
with the markon the big intermediate
also alignswith the mark on the gear on the crankshaft.After assembly,timing of No. 1
cylindershould be checked.For backlashof gears in the drivinggear and for the radial
gear,see Tableof
clearancein the bushesas well as the axialclearanceof the intermediate
Clearancein Chapter1.
and then
Twodowelpins(19)in the shaftseab (7) shouldbe placedfirstduringassembling,
the blot (17) shouldbe securedand the specialwasher(20) shouldbe used to coverthe
dowelpinsto avoidthe pin fallingoff.
3,3.3 Tappetsfor Inlet and ExhaustValves
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Fig. 3-31Tappetsfor Inlet and ExhaustValves

Every cylinderis equippedwith;r tappet housing(1), in which tappetsare arrangedas
shown in Fig. 3-31. the exhausi\appet(22), inlettappet(28) and the fuel injectiontappet
(19). Directionof the oil groovein inlettappetdiffersfromthat in exhaustone.Thereis a half
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E N G I N IM A I NC O M P O N E N T S
correctinstallingis requiredotherwise
oil slotin the mid of the exhausttappet.Consequently
no lube oil will flowto the fuel injectiontappet.The guidekey (15)is providedin the housing
for each tappetto ensureit againstrotationduringits seesawmotion,resultingin keeping
good contact conditions for working surfaces between the rollers (20), (25) and their
matchingcams.
Rollers(20) and (25) are madeof alloy steel with specialheat treatment.Such they can
bear high contactstress.The bush (24) is made of quenchedball-bearingssteel with
clearancesin both inner and out diameters,lt bears high pressure,and is wearable.The
rollerpin (23)is madeof carburizedand quenchedalloysteel,securedby bolts(26) . Dotted
punchingshouldbe done at the openingof the bolt openingafter reassembling,
to avoid
looseningof bolt (26).
The lifter insert (21) with concavesphericalsurfaceis fitted insidethe inlet and exhaust
tappets. All tappetscan be takenout fromthe tappetseats.
The pushrod (5) is madeof a seamlesssteeltubewithcapsweldto the bothends.The end
face of the upper cap (6) is in concavespheresnape,but the lower one (27) in convex
sphereshape.The bothc:rpsare quenched.The pushrod is housedby a sleevepipe(7) to
reducethe noiselevel,and collectoil for pushrod cap lubrication.
3.3.4 RockerArms
the inlet and exhaust rocker arms are made of nodular cast iron with very high bending
strengthand good ductility.They are fittedto their rockarm seat (6) by meansof theirown
rockerarm shafts.The exhaustrocker-arm(1) in'Y'shape, is fittedon a fixed shaft (7).A
bronzebush (5) madeof wear resistancealloy is pressedinto the innerhole of the rocker
arm, There is an offset oil groove in this bush, correctinstallingis thus requiredwhen
The rocker-armand
replacing.Otherwiseno oil will flowto the rocker-armfor its lubricating.
'Y'-shape
rock arm controlsone
its cap oscillate{elativeto the fixed shaft. Each end of the
exhaustvalve.The clearancebetweenthe rocker-armcap and valvecouldbe regulatedvia
screwingin or out of the threadedcap (3). Thereare two inletvalves(2) and (4), fittedon
both ends of the rotableshaft(10).The drivingrockerarm (2) is securedby meansof two
wedgepins(13)as keys;whilethe drivenone (4) is securedby the key (9) and clip bolt(12)
and oscillatestogetherwith the :,lraffduringengineoperating.The two supportingbushes
whichoil holeshelpto dishibute
(11)and (14)are fittedin the seat(6) of the rocker-arrns,in
lubeoil to bearingsand capsetc.
The rockerarm seat is securedto the cylinderhead and mid-layerby way of two bolts(8).
The rockerarm seat and the mid-layershouldbe removedWhen dismountingthe cylinder
the four capsshouldbe alignedwith
headby usinga hydraulictensiontool.For remounting,
the four valves,the seats could then be securedby meansof bolts (8) with a torqueof
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ENGINE
MAINCOMPONENTS
295-344 Nm.The clearancebetweenthe rockarm ball headand valveshouldbe checked
each time of reassembling
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Fig.3-32 RockerArms
attentionshouldbe paidto check
lf too muchimpactnoiseis generatedaroundrocker-arms,
beingabnormalworn out.
if the bolts(8) beingloosened,or if the bushesof the rocker-arms
lf the clearancebeingbeyondthe specifiedlimit,the bush/orshafishouldbe replaced.
3.3.5. Adjustment of the Cold Clearanceof the Valve
willincreaseas the enginerunning.The pushrod is thusexpanded,
Componenttemperature
and the valve clearancewill of coursebe changed,The valvetimingas well as the valve
tightnesswill then be affectedif no adjustmentbeing carriedout,, leadingto deratingpower
or valveface burntout . Therefore,this clearanceshouldbe checkedperiodically.
Referenceshouldbe madeto section3.2.3.1for designof the valveand springs.(Cylinder
Head section).
assemblyhavebeenreplaced,inspectionshouldbe
lf componentsin one of the rocker-arm
can'iedout as the shaftof the inletrocker-armis throughthe penetratedholeof the exhaust
There mustbe certairrclearancebetweenthe penetratedholeand the shaftof
rocker-arm.
to ensuretiri:,strokeof the exhaustrocker-arm.
the inletrocker-arm,
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The clearanceis checkedwhenlhe enginebeingin coldstate,the procedureis as following:

1. Turn the flywheeluntilthat the cam of the valve to be checkedis in contactwith the
tappet rollerin the base circle( i.e. the lowestpoint of the cam's lift, or the enginebeing
in working stroke).
2.
Check the clearancewith a feeler, the valve should be 0.7+0.1mm, otheMise

readjusting.
3.
The lock nut (1) shouldbe loosenedwhen adjusting,and then screwin or out the cap
(2) untilthe clearancebeingup to the requirement.
Retightenthe locknut(1).Checkthe
clearanceonceagainafterlockingthe locknut,the resultshouldagreewith the above
value.
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Fig" 3-33The ValveGlearance
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@**"
CHARTER4FUELSYSTEM
The fuelsystemmainlyis composedof the fuel transferpump,the coarsefilter,the fine filter,
fuel injectionpump,tappetfor fuel injectionpump,fuel controlrod for the injectionpump,
fuel injectorand fuel pipes.
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Fig.4-l FuelSystem
1.fuelfine filter2. mainfuel returnpipe 3. mainfuel inletpipe 4. mainfuel returnpipefor
fuel injector S.highpressurepipe 6. branchfuel inlet pipe for fuel injectionpump 7.
branch of fuel return pipe for fuel injector 8. branch of fuel return pipe for fuel injection
pump 9. fuel injectionpump 10. air-ventneedlevalve 11.fueldeliverypump 12.diesel
fuel pipe 13.ball valve 14.one-wayvalve 1S.fuel mixed tank 16.fuel coarse filter
17.baltvalve 18. dieselfuel outlet 19.three-wayvalve 20.HFO outlet 21.dieselfuel
inlet 22.three-way
valve 23.HFOiniet
connectto
Fig.4-1is fuel systemwhen engineoperateon HFO,flangemouth 18,20,21,23
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corresponding
mouthof the HFO supplyunit respectively.
When the engineis operatedon
'17,
fightdieseloil, 2, 8, 13,14,15,
19,22 are not provided,
the dieselpipe(12)connects
directlyto the dailydieseloil tank.
Each cylinder is equipped with an individual{uel-injectionpump which is driven by the

pumpcan
fuel-injection
cam via the fuel tappet.Fueldeliveryquantityof eachfuel-injection
its
ofthe
and
be adjustedvia own adjustingmechanismcomposed
controlrack
connecting
arm. Individualadjustingrnechanism
is linkedup by a controdrod.
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The dieselfuel fromthe dailyfuel tank or fuel supplyunitthroughthe fuel coarsefilter(16)

pump(9).The in,jection
pumppumpsfuel
and the fuel finefilter(1) goesto the fuel-injection
accordingto the fring order and injectiontiming.The dieselfuel passesthroughthe high
pressurepipe (5) to the injector.When the needlevalve in the injectoris lifted by the
high-pressurefuel, the atomized fuel is injected into the cylinder.The leaked fuel in the
injectorreturnsalongthe fuel returnpipe(7) to the mainfuel returnpipe (4)
An air vent needlevalve (10) is providedat the rear end of the main fuel inlet pipe (3)
distributingthe fuel for the injectionpumps.Wheneverthe fuel systemis refilledwith fuel,
the needlevalveshouldbe openedto ventout the air in the piping.lf duringwork it is found
that thereis air in the fuel piping,the needlevalvemayalsobe openedto ventthe air.
4-1
Fuel transfer Pump
The fueltransferpumpis onlymountedon the dieselengineoperatedon the lightfuel oil.

The fuel transferpumpis composedof a pump itselfand a drivingdevice,Thesetwo parts
are alignedby a cylindricallocatirigsurfaceand securedby bolts.The fuel transferpumpis
of gear type and is reversible,
The capacityis the samein eitherrotatingdirection.
The pumphas an integralcorrectedgear .Thedrivinggear(19)and the drivengear (36)are
supportedon the pump body (18) via bronzebushes(17),(20) and (35), (37) made of tin
The bushesare fittedwithinthe same innercylindricalsurfaceof the
bronzerespectively.
pumpbody.Pressurereliefgroovesare providedon the bushesto reducethe radicalload.
The pumpbody (18),reversalvalvebody (26)and pumpseat (15) are boltedby meansof
four bolts(34).
The reversalvalveincludestwo setsof ball valve.In the reversalvalvebody (26) thereis a
fuel groovethroughto the inletand outletchambersof the deliverypumpbody.In the body
there are two horizontalfuel channels,with the upperone for flowing-outfuel and the lower
one for flowing-in.At the rightard the left thereare two verticalfuel channelsin whichare
mountedthe ball valveswith the iowerone beinginletfuel valves(22) and (27),the upper
one,fuel outletvalves(23)and (28).Fuelflowsfromthejoint(30)intothe lowerfuel channel.
When the enginerotatesin the aheaddirection,the lowerright ball valve (27) opens,the
fuel is sucked into the intake chamberof the pump body,and the pressuredfuel after
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passingthroughthe oil pumppushesthe upperlefloutletballvalve(23)openand entersthe

fuel outletchannel,whilethe resttwo ballvalvesare pressedby the pressuredfuel and can
not open so that the fuel goes out from the joint (29).When the engineruns in the astern
direction,the pumprotatesalso reversely,nowthe lowerleft fuel-suckingball valve (22) is
suckedopen and the fuel entersthe entersthe inlet chamberof the pump body.Afterthe
fuel passesthroughthe pumpthe upperrightoutletball valve (28) is pushedopen by the
pressurefuel, the fuel entersthe fuel outlet channel,while the rest two ball valves are
closedby the pressuredfuel,the iuel goes out fromthejoint (29).
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Fig.4-2 The Fuel TransferPump

In this way,directionof fuel flow remainsthe same no mafterthe engineruns in whichever
direction.
valvebodythereis alsoa verticalfuel channelconnectedto
At the centerofthe switch-over
the fuel-inletand fuel-outchannels.At the joint of the verticalfuel channelwith the inlet
channelis mounteda pressureregulatingvalve(31) and a pressureregulatingspring(32).
This valve is so set that when the fuel pressurereaches1.5 x 105Pa the valve beginsto
open.When the fuel pressurein the outletchannelexceedsthis pressure,the oil returns
throughthe valveto the inletchannel.
The drivingdevice is an independentassemblyof the fuel deliverypump, and may be
preliminarily
mountedonto the enginefrontend coveror togetherwith the pumpbody.The
drivingshaff(8) is fittedin the drivingshaftseat (9) and supportedby two ball bearings(6)
and (10).At one end of the shaftthere is a drivinggear (2) whichengageswith the driving
gearon the crankshaft.
The otherend of shaftis milledwitha groovein whichthe shaff'sflat
end of drivinggear (19)is insertedfor beingdriven.On the groovediournal,a oil slinger(11)
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is fitted,which formsa labyrinthseal togetherwith the disc (12) on the shaft seat thus to
preventinfiltrationof fuel from there into the oil sumpof the engineand dilutionof lubeoil
there.The fuel and lube oil leakingout from there is led out throughthe joint (38).The ball
bearingsare lubricatedby the splashedoil enteringthroughthe passagein the drivingshaft
seat (9), and the excessoil returnsvia the smallholein the bottompartto the oil sump.
4.2 Fuel Filter
The engineis providedtwo semi-automatic
cleaningfuelfilter,whichare usedfor removing
the physicalimpuritiesin the fuel,the net meshof the fuel straineris 202 meshesper inch
and the rneshof the fine filteris 400 meshesper inch.The fuel filtershouldbe periodically
cleaned, the relatedusageand maintenance
see the manualof the fuel filter.
The engineshouldbe providedthe HFOseparatorwhenoperatingon heavyfuel oil.
4.3 Fuel InjectionPump
The individualfuel injectionpump is of helix controlledtype. Each cylinderhas its own
injectionpump.Plunger(9) and barrel(10)are precisionpartsin pair,they are not allowedto
be exchanged.The barrel(10)with inletport and locatingslot is placedin the pumpcasing
(11), the cylindricalpart of locatingscrew(22) is insertedinto the locatingslot of the banel.
Abovethe annulusof the plunger,thereare two verticalslotsin oppositedirection,and two
spiralgroovesconnectedwiththe slots.
The inletportof the barrelis openedas the plungerbeingin the lowerpartof its shoke,fuel
flowsto fill the volumeabovethe plunger.Upwardmovementof the plungerforcedby the
fuel cam seals off the barrelport. Continuedupwardmovementof the plungerforcesthe
fuel pressureto increaserapidly,so that the deliveryvalve (12) is opened.The fuel flows
into the high-pressure
tubing.Fuel deliveryceaseswhen the plungerhelix uncoversthe
barrel port. This releasesthe trappedfuel in the volumeabove the plungerthroughthe
annulus and ports. Consequently,
the fuel pressurereduces,the deliveryvalve (12) is
seatedunderactionof the spring(16) and the fuel pressurefromthe high-pressure
tubing.
Connectionof the fuel injectorand injectionpump i9 thus cufoff resultingin no more fuel
delivery.When the barrelport is openedas the plungermovesdown, negativepressureis
screw(21) is
leadingto back-flowof the fuel throughthe port.An anticorrosive
established,
providedto avoidcavitationof the casingpartfacingthe port.
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F i g . 4 - 3 F u e lI n j e c t i o nP u m p
The amount of fuel deliveredis determinedby the relativepositionof the plungerhelix and
the barrelport. This relativepositionas well as the finishedtime of fuel delivery(i.e.,the
amountof fuel delivered)are alteredwith the rack (8) moving.The amountof fuel delivered
rncreasesa$ the rack end with a hole beingleavingawayfrom the pump casing,and vice
versa.Fuel deliverywill completelystop as the rack beingat the positionwhere the scale
markbeing0.
A lug of the plunger {9) is insertedinto the open slot of the plunger gear (7), the plunger
rotatesas the gear turning.The gear teeth engagethe teeth of the rack guided by the
positioningscrew(23) in the pumpcasing(11).The screwpreventsthe rack from rotation.
The gear is supportedby the upperspring retainer(5).
In the lowerpart,the plungerspring(4) and lowerspringholder(2) are fitted.The bulbend
of the plungeris set in the lowerspringholderwhichpressesthe guidesleeve(3),whilethe
springis againstthe springretainer.A lock ring(1) fittedin the casingis usedto preventthe
guidesleevefrom beingfallingout of the casing.
The deliveryvalveseat(15)is placedon top of the barrel,withthe valvematchingsurfaces
fuel oil. The
being preciselylappedto ensureits tightnessunder actionof high-pressure
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valve seat is held down by pressureplate (19) and clampingcap (20), the plate (19) is
securedgo the pump casingby four boltsof M14. The cap (20) is sealedby meansof a
rubber"O" ring (17).Spring(16) presseson the deliveryvalve(12),aboveit there is a stop
pin (18)for limitingthe valveliftand guidingthe spring.The deliveryvalvehas a reliefring.
The cylindricalpart of the reliefring comesinto the valveseat to cut off the fuel line when
fuel line is increasingwith the
the valve startsseating.The volumeof the high-pressure
valvemovingdown,the fuel pressureis thus decreasingandlhe needlevalveof the injector
is closedrapidly.No fuel leakagewill take place.
4.4 Fuel InjectionTappet(c.f. Fig. 3-31)
The plungerof the fuel injectionpump is drivenby the fuel tappet(19) fittedin the tappet
housing(1) togetherwith inletand exhausttappets.The tappetis of rollertype,a roller(20)
is in its lowerpart.Insidethe roller,thereis a loosebush(24)supportedby the rollerpin (23)
in a horizontalhole.The hardenedbushis turnablerelatedto eitherthe rolleror the pin, as
the wear amountof the
there beingclearancein innerand outerdiameters.Consequently,
bush is limited.Thereare oil holesin the bushand pin, connectedto oil holeof the tappet.
Lubeoil for their lubricationcomesfrom the tappethousing.The rolleris widerthan that of
eitherinletor exhausttappet.
The tappet(19) can be removedfrom top of the tappethousing(1). In the lower part of
tappet,therean axialslotmatchedto a guidancekey (15)to preventthe tappetfromturning.
A core (18)is pressedintothe tappet.Thereis an axialthreadedholeof M24x 2 in end face
of the core.An adjustableejectorpin (9) can be placedintothe threadedhole.The top end
of the ejectorpin is a hardenedbulbwhichcontactthe bottomof the guidancesleeveof the
fuel injectionpump.The fuel injectiontimingcan be changedby adjustingthe lengthof the
the nut (10)shouldbe re{ightened
tappetcore projectingfrom the tappet,afteradjustment,
to lockthe ejectorpin and maintainthe fuel sprayangleunchanged.
The tappetcan be manuallymovedup and downto pre-fillthe pressurethe high pressure
tubing,or to checkfuel injectio:rqualityof the injectorif necessary,by meansof the fuel
fittedto the washerin upperpartof the core.
compressing
tool 320.100.14
The tappetis drivenby the fuel cam. In the upperand lowerpartsof the bore of the tappet
housing,a springretainer(16) lockedby a retainerring (13) and a spring(17) pressedon
the tappetis thus alwayspresseduponthe fuel cam"
the tappetare fittedaccordingly,
An oil deflector(8) is fittedto the core to avid oil leakinginto crankcasethroughthe tappet.
Possibleleakedoil will flowto the platformsupportvia a drainholeand then to the oil return
prpe.
4.5 The Control linkagefor Fuel InjectionPump
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Fig.4- 4 Fuel Control Rod Assembly of the Oil InjectionPump

l.support in the front end 2. clamp ring 3. middlesupport 4. limitingarm assembly5.
rotatingarm assembly 6. fuel injectionpump 7. the fuel control rod 8. limitingarm
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assembly 9. supportin the backend 10. pad plate11.claw-shaperockerarm 12. support

in the middle13,claw-shapeengineshutdownsleeve14.support 15.groovedarm 16.the
swing arm 17. screw 18. spring 19. the connectingarm 20. the start-upfuel limiter21.
ring for fuel injectionpump
copperwire for lead seal22. lockingscrew23. limiterretiaining
24. connectingarmforthefuel controlrod 25. supportingcover26. pinshafi 27. efferenl
rockerarm for the governor28. hufferbar 29. copperwire for the lead seal 30. spherical
33.limiterarm assembly.
screw31. bed-platefor headscrew 32. the startingaccelerator
The amountof fuel deliveryis controlledby meansof movingthe pumpcontrolrack, racks
of individualpumpsare linkedtogethervia connectionarms.
At one end of the fuel controlrod (7), a connectionarm (24) is connectedto buffera bar (28)
controlledby the governor.Whilein the otherend, the claw-shapeshutdownsleeve(13)
and movableclawrockingarm (11)controlledby the rodfittedon valuefixingcam.
As the controlhandlemovesto the shutdownposition,the fuel controlrod (7) of the fuel
injectionpump is forcedtowardthe directionof reducingfuel deliveryby the claw rocking
arm (11),fuel deliveryisthus endedand thenengineis shutdown.
As the controlhandleis placedon the workingposition,controlrod (7) couldmovefreelyto
be fullycontrolledby the governorif the claw rockingarm (11)rnovingin oppositedirection
The bufferbar (28) is forcedto rnoveslowlyby the governorwhen increasingthe load,the
controlrod and then the rack of each injectionpumpare movedtowardthe fuet increasing
direction,fuel deliveryis thus increased.The rod and the rackwill movein reversedirection
fuel deliveryin this case is reduced.
whenthe loaddecreasing,
When the fuel deliveryof somecylinderdiffersfrom that of othercylinders,it is possibleto
readjustthe screw (17) on the swing arm (16) of the linkingarm of the fuel pump,thus
making the rack shift a tittle so that the tuet detivery ot that cylinder beconres the same as
other cylinders.This readjustment,may properlybe done by making referenceto the
exhausttemperatureand max.pressureof each cylinder.To slop fuel deliveryof a cylindel
disconnectthe linkingarm fromthe rack,or the linkingarmwiththe fuel controlrod.
The connectingarm (19)and the tackare connectedvia the swingarm ('16),spring(18)and
groovedarm (15).This designensuresthat in case the rack of fuel injectionpump of any
one cylinderis seized,the fuel injectionpumpsof othercylinderscan still be controlledby
the control handle and pushed in the directionof stoppingfuel supply.Thereforeit is
guaranteedin this case that the speedof enginecouldbe reducedto the minimumtill the
engineshutdown.
On the fuel controlrod are fittedwith two limitingarms ( ) and (8). The limitingarm (4) is
directedat the start-upfuel limiter(20), and. receiptthe action.When the dieselengine
starts, The rack travel o{ the fuel injectionpump should be at the positionof starting .The
limitingarm (33) is directedat the startingaccelerator(32) whose action makesthe fuel
direction,The combinedeffectof thesetwo devices
controlrod rotatein the fuel inr:reasing
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ensuresthe dieselengineto start up rapidly,not to reachvery high speed,keepingthe

Afterthe startingandwhenthe controlhandleis set on
startingto be safeand reliable.
releasethe air inside
workingposition,
the startingfuellimiterandthe startingaccelerator
onlyby the
fromthefuelcontrolrod,so thecontrolrodis controlled
andreset,disengaging
quantityis at theposition
governor.
Thelimitingarmwillensurethattheoilsupplymaximum
of 100%load.
The protrusion
has beenadjustedproperlyand sealedin the
of the startingaccelerator
it arbitrarily.
factorybeforedelivery,
theusermustnotregulate
4.6 Fuel Injector
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Fig.4 - 5 Fuel lnjector

The fuel injectoris of lessmovingmasstype,with the pressureregulatingspring(9) located
in the lower part near the nozzle.The push rod (10) is relativelyshort and its mass moving
with the needlevalve (14) is ve;v small,so as to improvefuel injectingperformanceand
reducewear of the injectionpon.
Removablepipe connectionof oil feed (2) is horizontallymountedon the upper part of the
fuel injectorbody.When the fuel injectoris mountedonto or dismountedfrom the cylinder
head, the gap type filter has first to be removed.When mountedon the dieselengine,a
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sealingsleeve(1) and washer(3) are providedon the outerpartof the filterto preventthe
fuel from mixingwith the lube oil in the collectinggroove on the
leaked high-pressure
cylinderhead.
The nozzle is of multi-orificeenclosedtype, with nine orificesof dia. 0.45 mm and an
needlevalve.
injectionangleof 130'. The orificesare directlyclosedby the spring-loaded
The high-pressurefuel from the oil iniectionpump passesthroughthe pipe connectionof oil
feed (2) and entersthe fuel passageinsidethe injectorbody (7), then flows into the oil
chamberof the needlevalvebody(16).The fuel pressureactson the cone of needlevalve
Whenthis forceis higherthanthe springload,the
(14),producingan axialforcecomponent.
needlevalve is lifiedso that the fuel is injectedinto the combustionchamberthroughthe
orifices in atomized state. The needle valve opening pressure(fuel iniectingpressure) is
30MPa which can be obtainedthroughadjustingthe pressureregulatingspring (9) by
meansof the pressureregulatingrod (5) at the injectorhead,The regulatingrod shouldbe
lockedwith nut (4) afteradjustment.
The needlevalve (14) and nozzlebody (16) are matedby lappingto make up a precision
they are neverallowedto be
matchingpartsin pair.When assemblingand disassembling,
exchanged.The fuel injectorbody (7) and needlevalve body (16) are positionedto each
other by dowelpin (13)and fixedwith the nut case (12).When the injectoris installedinto
the cylinderhead,its lowershoulderis sealedwith a 2 mm ihick coppershim (15).A little
fuel seeping from the gap betweenthe matchingparts passesthroughthe fuel return
passagelinkedwiththe boreof the injectorbodyand flowsout fromthe holein the midJayer
cut in the injectorbody
wall ofthe cylinderhead.The fuel returnpassageat the intermediate
is sealedby rubber"O" rings(8) in the grovesaboveand underthe cut.
Only in the casethat the engineis operatedon heavydieseloil of highviscosity,the cooling
type injectorswill be used.The injectoris cooledby the independentcoolingsystem,the
coolingmediumis 40CD lube oil, the pressureof lhe coolingmediumis from 0.2Mpato
0.3Mpaand the temperatureis from 80Cto 90C.The independentcoolingmoduleof the
injectorneedorderindependently.
4.7 Maintenance and Overhaul of the Fuel System
4.7.1. VentingAir In the Fuel $ystem
Any air presentedin the fuel systemwill cause difficultiesin enginestarting,reductionof
poweroutput,even unfrcd. Air may leak into the fuel systemif the junctionsin the system
tightened,fuelfilteror transferpumpbeingimproperlysealed,insufiicient
beinginsufficiently
fuel storedin the fuel tank,or majorpartsin the systembeingseriouslyworn off, especially
when restartingthe enginewhichhad beenshutdowndue to no fuel supplied.
Priorto the startingof engine,expellingof air from the fuel systemshall be carefullymade.
To do this, toosethe air vent plug and needlevalve (1) atthe end of manifoldwhile pumping
fuel flowgoes out, retighten
fuel oil intothe engine.When no air bubblebut only continuous
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the plugand closethe needlevalve.

lf the fuel oil systemof the dieselengineand its pipingare empty,to fill themwith fuel oil, it
is recommended
to screwoff the air vent plug (14) at the injectionpumpin orderto expel
thoroughlythe air whichcouldbe retainedin the system.
4.7.2. Washingthe Fuel Filter
This engine is equippedwith semi-automatic
filter which is composedof the two parallel
filter drum. There is a wirewoundfilter core in every filter drum. When the filter core is
cleaned,loosenthe tightenednut and take out it. The mesh size of the fine filter is 400
mesh/inchand semi-finefilteris 202 meshes/inch.
When the decreasingpressureof the filterreachesthe stipulaledvalve , the enginedoes
not stop , the filteris not dismounted,the transitionhandleis swungfor severaltimes,the
filteris carryingout to backflushand dischargeautomatically.
One of the parallelfiltersmay be closed, dismountedand cleanwhileanothermay fulfillthe
Whenthe handleis at the
requirement
of filteringthe dieselengineduringengineoperating.
positionof "stop in the left' or "stop in the right' , one of the filter is closed.When the
backflushingof the filter can not reducethe pressure(more than 0.1MPa),the filter is
dismountedand cleaned.When the engineis operaledon heavy dieseloil and the filter
screenof the filtercorehas gumwhichis difficultto clean,the filtermay dip for sometime in
the waterwithmetalcleaningagent,then brushwiththe brush,finallydry it withcompressed
air.
Thereis a air reliefvalveon eve!'yfiltertop.When the filtersuppliesoil for the firsttime or
afterthe filteris dismountedand cleaned, the air reliefvalveshouldbe opened,the air in
the filteris discharged.
The valveis closeduntilthe air bubbleof the dieselis disappear.
4.7.3.
Repairof the Fuel DeliveryPumps
The fuel deliverypumpis dismountedin the followingsequence:

1)
Disconnect
the pipingof the pump.
2)
Unscrewthe connectingbolt(16) of the pumpand drivingshaftbracket,then remove

the pump.
3)
Unscrewthe nut of connectingbolt (34) for the pump seat, the pump body and
changeovervalvebody.Separatethem.
4)
Removethe bronzebushand gear insidethe pumpbody.
5)
Unscrewthe screw plug of the changeovervalve, removethe ball valves and spill
vatve.
The gear shafi and bush shouldbe replacedif the clearancebetweenthem exceeds0.15
mm. When the clearanceexceedsthe above-citedvalue,wear will occur on the gear and
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the pumpbody.lf the totalclearancebetweenthe end ofpump bodyand that ofthe bronze
bushexceeds0.25 mm, the end face of pumpbodyshouldbe scrapedto makeit meetthe
requirement.
The out-of-circleor rust ball valve must be replacedwith new one. The damagedvalve seat
shouldbe repaired.
Remountingis carriedout in the reverseorderof dismounting.
All matchingsurfacemustbe
clean. Betweenthe joiningfaces of the pump seat, pump body and reversevalve body,
gasketof tracingpapershouldbe placed,makingthejunctiontightand preventingleakage.
A fish paper gas jet should be placed betweenthe pump seat and the bracket.After
remounting,
the pumpshaftshouldbe checkedfor free rotation.
4.7.4 Maintenanceand repairof the Fuel InjectionPump
The engineperformanceis directlyaffectedby the workingconditionsof the fuel injection
pump. Deformation,
seizureeven damageof the pumpcomponentsmay happen,or fuel
may leak throughjoint face betweenthe barrel and deliveryvalve, if the pump being
improperlyassembledor with improperclearance,or the fuel being improperlyfiltered.
Reductionof fuel amountdelivered,increaseof unevennessof fuel suppliedto different
cylindersand incorrecttimingof fueldeliverywill be broughtaboutby wear of the barreland
plungeror deliveryvalveand its seat,by damageof sealingringsor by reductionof spring
forceduringthe fuel injectionpumpworking.Consequently,
the engineis workingroughlyor
unstable,the output decreasing,the fuel consumptionincreasing.The engine is more
difiicultto be startedup. The fuel injectionpumpmustthereforebe periodically
checkedand
maintained.In case any abnormalphenomena,e.9., remarkabledecreaseof the exhaust
temperatureof certiaincylindel had been observed,checkingshould be carried out
immediately.
Fuel suppliedto this cylindercan be cut off by meansof closingthe section
valvein ib fuel supplymanifoldso as to checkthe fuel injectionpump,or the engineis shut
downfor detailedinspection.
(a)
Dismantling the fuel injection pump (c.t. Fig. +3).
(1)
Cleanthe pumpexteriority.
(2)
Removethe pressureplate(19),dismountthe cap (20) usingtool 320.100.08,then

the spring(16)and deliveryvalve(12)and its seat(15).The deliveryvalveshouldbe
storedin pair.
(3)
Removethe locatingscrew(22)and anti-corrosive

screw(21).
(4)
Turn the pump upside down, press the guide sleeve (3) by rneansof tool 320.
100.150and removethe lock ring (1); slowlyreleasethe tool and removethe guide
sleeve(3), lowerspringholder(2), spring(4) and plunger(9),then removethe snap
ring (5),upperspringretainer(6) and gear (7)
(5)
Turnthe pumpupsidedown,takeout the barrel(10).Placethe plungerintothe barrel
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and put themin pair.
(6)
Unscrewthe locatingscrew(23)of the rack,removethe rack(8).
(b)
lnspection and repair of the pump
All dismountedpartsshouldbe washingin cleandieseloil and thendried.Inspectionshould

be carriedout for those dried parts.Those parb not agreedwith related requirements
shouldbe replaced,whilethosewith sornedefectcouldbe repairedand reused.
No scar is allowedon the gear or on the rack.The backlashshouldnot exceed0.10 mm.
The rack is not allowedto be bent.
The plungershouldmovefreelyinsidethe barrelalthoughthe clearanceis quite small.In
case slightresistanceshouldhavesometimesduringthe movement,both the plungerand
the barrelshouldbe thoroughlycleaned,and then let them run-inwith cleanlube oil. Afier
that, if the plungercouldstill not movefreely,very few chromiumoxide may be added as
abrasivematerialfor plungeriapping.lf this can not solvethe problem,the plungershould
havebeenbent.In this caseboththe plungerand the barrelshouldbe replaced.Normally,if
the pfungeris drawnfor 4O-45mm from the barrelwhenthey are inclinedwith an angleof
45', no matter how the barrel rotates,the plungershouldslide down freely by its own
weight.
All edges especiallythe edge of the helix shoulcjbe carefullycheckedfor defects.Any
defectin the helixedge shouldaffectthe fuel deliverycontrol,and will createscratcheson
the barrelsurface.Sucha plungerwith its barrelshouldthen be replaced.
lf any scar found on eitherthe plungeror the barrel,lappingwith abrasivematerialis not
allowed.Theyshouldbe replaced.
No slight defectsuch as burr,oii spot, scratchor crackshouldbe allowedon the sealing
surfacesbetweenthe deliveryvalve and the barrel.In case very light oil spot or scratch
existed,they couldbe polishedon a plateby usingvery fine abrasivepowderwith a grain
sizeof 300,then usingchromiumoxidewith a sizeof 3*5 pm for furtherpolishing.However,
lf the contact
or excessively.
specialattentionshouldbe paidnotto polishthemexcentrically
of the deliveryvalveis not so good,lappingcan be donewith chromiumoxidewhichshould
be completelyremovedafterlapping.
(c)
Assembling the fuel injection pump
(1)
Placethe banel (10)intothe pumpcasing(11),screwin the locatingscrew(22)and

screw(21).
anti-corrosive
(2)
Inversethe pump casing.place the gear (7) and rack (8). Their marks should be
facedwitheachotheras shownin Fig.4-6. Screwin the locatingscrew(23).
(3)
Placethe upperspringretainer(6),snapring(5),plunger(9) and lowerspringholder
o
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(2). Markson the plungerlug and on the rackshouldbe facedwith as illustratedin Fig.4-6.
Fig. 4-6 Facingwith the Marks of the Fuel InjectionPump

(4)
Placetheguidesleeve(3) andlockring(1) by usingtool320.100.150.
(5)
Turnthe pumpupsidedown.Placethe deliveryvalve(15)and valveseat (12),spring

(16),cap (20)and pressureplate(19). Tightenfour boltsin severalsteps.
All componentsshouldbe thoroughlycleanedin cleandieseloil, no any mechanicalparticle

on these componentsis allowed.The pump should be checkedfor free movernentand
resistancein the wholeoperatingrange.
(6)
Placethe pumponto the enginewhenthe fueltappetbeingin the lowestpositionby
meansof turningthe camshaft.lf the ejectorpin had beendismantledor replaced,it should

then be screwedin a littlebit to preventthe tappetto be too long.In the case of the tappet
beingtoo long,the lug of the plungerwill pressagainstthe barrelwhenturningthe camshaft,
damagemay thus be resulted.After havinginstalledthe fuel injectionpump,the injection
timingis adjustedas follows.
The pumpshouldbe checkedif thegearand the rackcan rrrlvesmoothly.Manuallypushing
the connectingarm of the rack fromshufdown to full-loadpositionas the operatinghandle
being at stop position,and then releasingit, the rack shouldgo back to the shut down
positionunderthe actionof the springwithoutseizingup, otherwisethe connectingarm
shouldbe recalibrate.
lf this couldnot solvethe problem,pumpcheckingshouldbe carried
out.
Every 1000operatinghours,or the pump had been dismantledfor repairing,the following
adjustmentshouldthen be carriedout:
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When the operatinghandlebeingat stop position,the racksof all the fuel injectionpumps
shouldproject0-3 scalemarks.
Duringidling,racksshouldprolecf10-13 scalemarks.
Duringfull load operation,racksshouldproject28-33 scale marks.Underthis condition,
exhausttemperatureand firing pressureof each cylindershould be checkedso as to
determinethe correctrackpositionfor the cylinder.
Under nominaloperatingconditions,the differencebetweenthe exhausttemperatureand
its rneanvalueshouldnot exceedt5 %, and shouldnot exceed+ 4 % for firingpressure.
4.7.5. Gheckingthe AdvancedAngle for Fuel lniection
The advancedanglefor fuel injectionshouldbe checkedaftercertainperiodof operation.
The fuel deliverywill startas the plungertop coversthe fuel inlet port,the corresponding
crankanglebeforeTDC is knownas advancedanglefor fuel injection.
The methodfor checkingthisangleis as follows.
(1)
Connectthe inspectionglass gauge shown in Fig. 4-7 to the connectorof the

clampingcap of the deliveryvalve.
(2)
Manuallypush the rack to the scalemarks 15 and put a woodenblockbetweenthe

pumpcasingand drawingarm to preventthe rackfrom releasing.
(3)
Manuallypumpthe fuel untilfillingabouthalfheightof the glassgauge.
(4)
Observethe fuel levelin the glassgaugewhile slowlyturningthe flywheeluntilthe

fuel level moving up. This moment is termed the startingpoint of fuel in.jection.
crankangleand repeatthe proceduretwice.The tolerance
Recordthe corresponding
for the crankangleshouldnot exceed1'.
4.7.6. Adjusting of the Advani:edAngle for Fuel Injection

The advancedangleis well adjustedin the workshopfor each new enginebeforedelivery.
This angleshouldbe checkedand/oradjustedaccordingto the maintenanceplan.lf some
relativepositionsbeingaltereddue to, for example,looseningof the adjustablecap of the
tappet,replacingone of the drivinggears of the camshaft,plungerand barrel,or pump
casingetc.,this affectsadvancedanglefor fuel injectionwhichshouldthen be checkedand
adjustedif necessary.
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Fig. 4-7 Glass Gaugefor Gheckingthe AdvanceAngle of Fuel Injection

Thereare two methodsto adjustthisadvancedangle:(a) alteringthe lengthof the tappet;(b)
alteringthe peripheralpositionof the fuel cam on the camshaft.
Openingof the fuel inletportwill be reducedwhen alteringthe lengthof the tappet.
When advancedangleis muchdeviation,alteringthe peripheralpositionof the fuel cam on
the camshaft.
It should be noted here that the openingof the fuel inlet port shouldbe maintainedin range
of 4.0-4.3mmno matterwhichmethodyou adoptedto adjustthe advancedanglefor fuel
injection.
The downwarddistancefromthe scalemarkon the pumpcasingto the steppededgeof the
guidedpart of the plunger,observedvia the sight-glassin the lowerpart of the pump(Frg.
4-3 "a" ), representsthe inlet port opening.
(1)
Alteringthe lengthof the tappet
Removethe coverof the sight-glassin the tappethousing,loosenthe lock nuts M8. Screw
the adjustablecap:the advancedanglebeingdecreasedwhenscrewingout, but increased
when screwingin. Once the positionof the cap being all right,tightenthe lock nut, and
the abovemethod.
checkthe advancedangletwicer.rccording
(2)
Alteringthe peripheralpositionof the fuel cam
Removethe coverof the camshafichamber,fit the oil pipe of the manualpump onto the
oil from the
hole on end face on the fuel cam as shown in the Fig.4 -8. High-pressure
is deliveredto the annualgrooveA of the cam which is thus
manualpump (320.103A.00)
swelledup and the oil oozesout of both sidesof the cam. The cam is swelledup as the
pressurereaches180-200MPa,an oil film is thus formedbetweenthe matchingsurfaces
and the cam can be freelymoved.
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Beforeconnectingthe oil pipeontothe holeof the cam,the flywheelshouldbe turnedfirstof

all to the angle needed for adjustingthe cam in question,and the inspectionpipe
320.100.160shouldbe fittedto the fuel injectionpump.As soon as oil oozes out of both
sides of the cam and the cam can be treelymoved,turn the cam 5'-10" manuallyto the
directionof loweringthe plungeras the manualpumpis continuously
working,then slowly
pipe.As soonas
inspection
turn backthe cam whilecarefullykeepan eye on the levelof the
this level starts raising up, stop turning the cam and oil pumping,and releasethe oil
pressure,the cam is thus ftxedon the new position.Renpve oil pipe,checkthe advanced
angleand the positionof the camshaft.
No pressuregaugeis requiredfor the manualpump as the pressureis in fact higherthan
the range of the gauge.Oil used for the manualpump is gear oil or locomotiveoil with
higherviscosity.
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Fig. 4-8Adjusting of the AdvancedAngle for Fuel Injecfion

4.7.7 Maintenanceand Repairof the Fuel Injector
Requiredconditionfor normalworkingof the injectoris to maintaina fuel injectionpressure
and no dripping,to stopfuel injectionflatly.All this
of 30MPa,to ensureperfectatomization
should be checkedbeforefittingthe in.iectoronto the engine.
During engine operation,the working conditionsof the injectorcould be checked by
fuel oil pipe,observingthe colorof the exhaustgas, measuring
touchingthe high-pressure
the exhausttemperatureand fidngpressureetc. In caseabnormalconditionssuch as dark
exhaustcolor,high exhausttemreratureor abnormalfiringpressureetc. being observed,
the injector should be replaced ir\ time, and those abnormalinjectorsshould be carefully
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checked.
(1)
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The injectorcould be checkedfor faults based upon the conditionsof the exhaustgas.
Consequently,
of the exhaustcolorshouldbe carriedout duringidlingwith one
observation
cylinderstop fuel deliveryin turn. In this way, the exhaustcolorwill be normalwith a very
littlespeedvariationas the faultinjectorstopsinjection.lf the enginespeedbeingevidently
reducingdue to one injectorstopsfuel injection,this injectorshouldthus be a normalone
withoutfault.
The injector removed from the engine should be tested using injector tester before
disassembling
so as to judgethe abnormalconditionof the injectorand repairit.
Generally,
fuel injectorfaultsare:
(a)
The needle valve is opened as the fuel pressure has not yet reached 30MPa;
(b)
The fuel is continuously flowing into the comhustion chamber without

atomization;
(c)
Fuel injection could not sharply stop but with dripping;
(d)
Fuel sprays from differcnt injection holes differ from each other;
(e)
No fuel injected or injected fuel being changed to branches as the hole being
blocked.
(2)
Disassemblingthe injectcr (Fig a-5)
(a)
Clamp the injector with the nozzle downward in a bench vise with soft jaws.
Loosen the lock nut (4), screw in the adlustable threaded rod (5) anti-clockwise
to release spring (9).
(b)
Turn the injector upside down with the nozzle upward, remove the nut case (12)
and then the needle valve and the valve seat Remove downward the lock nut
(4), the threaded rod (5), adjustable sprtng p) and push rod (10).
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Generalfaultsof the injector
All removedpartsshouldbe washingup in gasoline,carbondepositon needlevalvecasing

and nut case shouldbe removedusing a brush,depositin the injectionholes shouldbe
removedby usinga needle,thenall partsbe driedby compressedair.
In case the needle valve (14) and its body (16) are stickedtogether,they should be
immersedin dieseloil for a period,then clampthe tail of the needlevalve in a benchvise
with soft jaws, using a woodenpiece to protectthe end plane of the needlevalve body.The
needlevalvecan then be tappedout.The needlevalveand its bodyshouldbe put in pair.
(c)
Repair of the injector
The injector should be checked afier cleaning, injectorswhich did not neet the
requirements
shouldbe replaced,thosewith smalldefectsshouldbe reconditioned.
4-18
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The matchingarea of the needlevalve (14) and its body (16) should appear to be a
completebrightring.In orderto ensurethe tightness,lappingcouldbe carriedout with some
chromiumoxidein a sizeof 3-5 pm,
The needlevalveis placedinto its bodyafierdippingin gasoline.lt shouldfreelyseatdown

only by its weightafterbeingdrawnout for aboutonc thirdto half from the seat,otherwise
lappingshouldbe carriedout. lf such lappingstill couldnot get rid of difficultseating,the
needlevalveand its bodyshouldbe replaced.
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A blockedinjectionholeshouldbe clearedusinga needle.Injectorswith oval injectionholes

or with crushedhole edge shouldbe replaced.Seal surfacesof injectorbody (7), needle
valve body (16), limitersleeve (11) and nut case (12) should be carefullychecked,no
scratch,oil mark,crackis allowed.
(d)
a)
Placethe ejectorpin ('10),adjustablespring(9),threadedrod (5) with "O' ring (6) into

the injectorbody(7) one by one.
b)
Turnthe body(7) upsidedownto placedowelpin (13),needlevalveand its body,and

nut case(12).
c)
Adjustthe injectionpressurein the injectortester.
d)
Placethe lock nut.
e)
Checkthe injectionpressureonceagain.
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(e)
Assemhling the injector
Test and calibration of the iniector.
The injectormay be testedin the injectortesterdeliveredwith the engine,it can also be

testedby connectedto one of the fuel injectionpumpswith manuallyfuel pumping. In the
lattercase,high pressuregaugeshouldbe installedin the connectingpipefor checkingthe
in.iectionpressure.
a)
Operatethe manualpumpiirghandleto keepthe fuel pressure2MPa lowerthan the

injectionpressure,i.e. 2BMPa,to checkthe needlevalvefor leakagein 10 seconds.
Fuel injectionhole is allowedto be wetted but not leaked.lf there should be oil
dripping,reconditioning
shouldbe carriedout.
b)
Adjustthe openingpressureof the needlevalve to be 29.4-30 MPa, then carryout

atomizationtest with 40-80 injectionsper minute.The fuel spray should be well
atomizedwith evenly distributedoil dropleb in every section of the spray. Fuel
injectionshouldstart and stop in time with ringingsound.When the injectionhole is
blocked,removethe dirtwiththe steelprobe.The diameterof the probeis thinnerthan
the iniectionhole.
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Fig. 4-9 Fuel InjectionPump Test Band
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LUBRICATING
SYSTEM
CHAPTER 5 LUBRICATINGSYSTEM
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Fig. 5-1 LubricatingSystem

pump 3.one-wayvalve 4.lube strainer 5.lube
l.circulatingtank 2. pre-lubricating
suctionpump 6.lubepressurepump 7.lubepressurereliefvalve
8. valve holderanglecoupling 9. filterscreenfor the firstrun of the engine 10.mainlube
pipe 11.emergencybrakedevice 12.mainlube pipefor camshaft 13.mainlube pipefor
'17.ball
rockingarm l4.overspeedlimiter 1S.needlevalve lG.temperatureregulator
valve 18.lubeoil cooler 19.lubeoil filter 20.lubeoii pressureregulatingvalve
The functionof the lubricatingsystem,in Fig.5-1,is to lubricatefrictionalsurfaceof the
engine,and to carryout the heat generated.The majormovingcomponentsof the engine
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LUBRICATING
SYSTEM
are forced lubricatedby pressurizedoil from the lube oil pump,only very few surfacesby
splashing oil. The lubricatingsystem for the turbochargerand the governor are
independently
fittedinsidethemrespectively.
The crankcaseis of dry-type.Lubeoil collectedin the bedplateis pumpedby the oil pumpto
the circulatingtank (1) via the oil hole in the frontend of the bedplate.This tank is generally
providedby the user,of whichthe minimumcapacityis recommended
to be 1.36 L/kW.A
provided
in the tankbottom.
cockor valvefor drainingof settledimpuritiesor watershouldbe
An oil dipstickfor oil levelcheckingand a washingholeshouldalsobe providedfor the tiank.
The lube oil which is gatheredto bedplatecan flow from the oil outletin the flywheelend
surfaceof the bedplateto the cycleoil tank underthe bedplate,in this case,the oil-pumping
pipeshouldnot be mountedon the bedplate.
It shouldbe notedthat beforethe enginestarts,an prelubricatingoil pump (2) shouldbe
startedto pumplube oil to each bearingof enginein orderto avoidthe dry frictionbetween
frictionsurfaces,whichis causedbecausethe enginehas restedfor a long time and is lack
of oil.
Lubeoil is suckedin by the lubeoil pump(6) fromthe re-circulating
tank (1). Lubeoil is then
deliveredto the filter(18)for filtration,to the cooler(19)for cooling,to the mainlubeoil pipe
(10) and dishibutedto main bearings.Lube oil frfri the throughhole in mainjournaland
crank-pinflows to the connectingrod bearing,and along with the oil passagein the
connectingrod flows to the pistonpin, then via a hole in the pin seat into the pistoncrownfor
cooling.Afier coolingthe piston,lube oil flows back to the bed-platevia a hole in another
side of the coolingchamberof the pistoncrown.The cylinderlineris lubricatedby way of
splashing.
There is a righfanglejoint (8) fittedin the entranceof the main lube oil pipe,with a filter
screenfor the first run of the engine.This filter screenshouldbe removedafter 2 hours
operationof the firstrun,and needn'tto fit it again.Otherwise,on the bossof the right-angle
joint, there are five pipe connectorsfor connectingthe lube oil manometerand the
relayand the pressure
telethermoneteron the instrumentpanelas well as the temperature
relyto the instrumentpanel.
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A pressurereliefvalve (7) is fittedin the end face of joint (8), which reducesthe lube oil
pressureto 0.1 - 0.3 MPa.Lubeoil is then dividedintotwo branches:one into the lubeoil
pipe (12) for lubricatingthe camshaffand the other to lube oil pipe (13) for rocker-arms.
Lube oil in the forner pipe is dislributedto all cams,tappedseatsand all pipesfor driving
gears. Lube oil in the latter pirrriis distributedto lubricatelhe rocker-armseats, tips of
rocker-arms,and governordrivinggears.All the lube oil will flow back to the camshaft
interlayer,
andfinallyis deliveredby the lubeoil pump
to the bed-platevia holesin interlayer,
(5) to the re-circulating
tank.
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SYSTE]V
LUBRICATING
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to limit
Thereis a needlevalve(15)locatedat the jointof the lubeoil pipeto the rocker-arm
so as to reducethe oil leakage
the amountof oil for lubricatingthe ball tip of rocker-arm,
guide.
valve
of
needle
should
not be largerthan 0.25 mm.
along the valve
Opening this
When adjustment,the valve is first of all completelyclosed,then it is screwedoul for 114
turn.Too muchopeningof the needlevalveresultsin too muchlubeoil flowsto the airlgas
passage,leadingto more depositon inlevexhaustvalvespressurecontroller(20)to
Pressurein the mainlubeoil pipeis regulatedby an independent
ensurethe oil pressurein the mainpipebeingin the rangeof 0.45-0.55MPa.
cleaningtypefilter(19)and the cooler,thento the lube
Lubeoil flowsto the semi-automatic
oil main pipeof the engine.
Thereis a pipe connectedthe mainpipe in the flywheelend to the over-speedlimiter(14),
lubeoil fromthis pipewill be the powersourcefor the emergencystop device(11
).
(16) is fittedat the inletof the lubeoil coolerand connectsoutletof a
The thermoregulator
by-pass pipe. Duringthe engine startingup, the lube oil cooler passageis cut off by
thermoregulator (16), lube oil flows into engine directly without cooler, so that the
(16)will
temperatureof the lube oil in the systemcan be increasedrapidly,thermoregulator
parameterwhichis set, then
openthe lubeoil coolerpassageaccordingto the temperature
the lubeoil coolerbeforeinletto engine.This is necessary
mostlyor full lube oil by-passing
especiallyin the severe cold area for the requirementof the lube oil temperaturein
maintenance
of the engine.
It is recommended
that ballvalve(17)shouldbe fittedon the inletand outletof the lubeoil
for maintenance
convenient.
coolerrespectively
5.1 Lube Oil Pump
The lube oil pump shownin Fig.5-2 is a single-stagegear pump,which is used as the
pressureoil pump,and supplythe lube oil for engine.
The lube oil pump works as follows:Drivinggear (3) is driven by a spring gear of the
crankshaft,
then drivesthe drivinggear shaft(7) whichdrivesthe drivengear shaft(9).Two
gears of oil pump are supporteciby the thin-wallbush (4), one end is fitted on the pump
housing(5) and the otherend is fittedon the bearingboss(6),they are designedskewgear
and the inclineangleis 8" in orderto ensurerunningstationaryand reducethe noisewhen
the gearpumpsmeshing.
5-3
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LUBRICATING
SYSTEIVT
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Fig. 5-2Lube Oil Pump

The bearingof pump is lubricatedby circuitwhich is formed by drillingon the pressure
chamberbetweenpump housingand bearingseat, via up and down bearingand suction
chamberdrilling,the lube oil circuitcan move heat in time and ensureworkingreliabilityof
lubeoil pump.The bearingneardrivinggear (3) is fittedin front-endcoverplateof engine,to
ensureenoughlube oil to lubricateby way of splashing.
A pressureregulatingvalveis composedof slidevalve(14),pressureregulatingspring(15),
dampingoil cylinder(16) and pressureregulatingtube (18),which is fitted in the suction
chamberunderthe pump.The pressureregulatingvalve shouldbe openedwhen the oil
pressureis over 0.7MPain the pressurechambel,then the plessurechamberand suction
chamberare connected,the oil pressurewill be released,contrarily,when the oil-pressureis
under 0.7MPa,the valve close,to ensure securityof the lube oil pump. The pressure
regulatingvalve has set up and lockedwith flat nut (17) and cap nut (19),generally,user
shouldnot dismountand adjust.
Maintenanceof the lube oil pump:
The lube oil pump shouldbe di;mantledfor every 5000 operatinghours.The procedures
are as follows.
5-4
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LUBRICATING
SYSTEM
1. Disconnectall pipesand biockall holeswithcleancoversto preventforeignmatterfrom
entering.
2.
Loosingthe bolts for connectingthe pump with the front cover of the engine,and
removethe pump.Put a preparedcardboardcoveron the holein the frontcover.
3.
Inserta steel bar in the hole of the hub of drivinggear (3) to preventthe shaft from
rotating,then loosethe nut (1), removethe gear (3) and flat key 16x 55..
4.
Loosethe boltM10x35 andthe pin G8120-810X40,

removebearingboss(6).
5.
Removethe drivinggearshaff(7) and drivengear shaft(9).
6.
Loosethe cap nut, measureand recordbulgeof pressureregulatingtube (18),then

removeothercomponents
of pressureregulatingvalve.
7. Cleanall the componentswith dieseloil, inspectthe wear for pumphousing,gear and

and replaceaccordingto actualcondition.
bush,maintenance
procedures,
The pumpcan be assembledin the reversesequenceof the above-mentioned
it shouldbe notedas follows'
1. All componentsto be assembledshouldbe cleanwithoutany burror partingJineflash.
2. Axial and radialclearancesgivenin Chapter1 shouldbe ensured.Axialclearancecan
be ensuredby meansof suitablenumberof shirnsor scrapingdown the end faces of
the pumphousing.
3. The seamingof bush(4)is accordingto Fig.5-2if the bushshouldbe replaced.
4. When the pressureregulatingvalve is assembled,it shouldbe ensuredthe dimension
then lock it. lf
of bulge quantityfor pressureregulatingtube when disassembling,
replaceany componentof pressureregulatingvalve, it should regulatethe opening
pressureto 0.7MPa.
5.2 Lube Oil PressureRegulatingValve
The pressureregulatingvalvefittedin parallelwith the lube oil pipeworkfor regulatingthe
lube oil pressurehas been adjustedin the workshopbeforedelivery.However,attention
In casethis
shouldbe paidto the lube oil pressureof a new engineduringcommissioningpressurebeingbeyondthe recommended
values,the valveshouldbe re-adjusted.
The pressureregulatingvalveworksas follows.
As shown in Fig. 5-3, the inlet,shown by chamberA, is connectedwith the pressureoil pipe
5-r
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LUBRICAI'ING
SYSTEM
afier the lube oil pump; the outlet,shown by chamberB, is connectedwith suction oil pipe
beforethe lube oil pump,chamberA and B are closedby valve(7).The lubeoil pressureis
adjustedby adjustingscrew (3.) and spring (6), (the adjustedvalue is 0.45-0.55MPa).
Whenthe lubeoil pressureis overthe adjustedvalue,the pressureis actedon the valve(7)
forceof spring(6),thus the valve (7) opens
by chamberA is higherthan the pretightening
with the resultthat inletis connecledto the outlet,and the pressurein the inletdecreases.
When the pressure in the inlet decreasesto adjustedvalue, the force at the valve (7) and
spring(6) are balancedeachothel the valve(7) stopsai the positionshownin the Fig.5-3.
When the pressureis lowerthan adjustedvalue,the forceat the valve (7) is less than the
pretightening
forceof spring(6),the valve(7) is closed.
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Fig. 5-3 i.ube Oil PressureRegulatingValve

l.valve housing 2.pressureregulatingvalve seat 3. adjustingscrew 4.O-typesealed
ring S.springseat 6.spring T.valve
5.3 Lube Oil Filter
Lubeoil filteris usedfor removingmechanicalimpuritiesandjelly sedimentsin re-circulating
oil. A semi-automatic
cleaningfillertype is employed,whichis composedof six filterdrums
dividedinto two filtersin parallel.Each filter drum has a filteringelementis bundledby
wire-steel,it can be removedto cleanby loosingthe lockednut.The net meshof the lubeoil
filteris 264 meshoeLinch.
5-6
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LUBRICATING
SYSTEM
When the pressureof filterdecreasingto the prescribedvalue,it can backwashand drain
automatically
as long as movingtransferhandlefor manualseveraltimes,withoutstopping
the engineand dismounting
the filter.
Two filtersin parallel,eitherfllterscan be cut off for cleaningduringengineoperation,while
'left
the other can meet the requirementof the filtration.Turn the handleto the position
stopping"or "rightstopping"to close one filter.The pressuredecreasingof filter can't be
dismountthe filter
reducedwhen movingthe handlewith manualto backwashautomatically,
to clean.Duringthe engineoperateon the heavyfuel oil,thereis jelly sedimentscementon
the filterscreenwhichin the filteringelementis hardto clean,here,put the filteringelement
to the waterwhichis addedmetalliccleaningagentto lookfor a periodtinreand scrubwith
air.
brush,finallydry it usingcompressed
A vent plug(3) is providedin the top coverof eachfilter.lf the filterbeingthe firsttime in use,
or reuseaftercleaning,this plugshouldbe loosenedto releaseair in the filteruntilno air in
the out-tlowingoit.
5.4ManualOiling
for example,the bearingsof the
Someof the bearingsare not suitablefor forcedlubrication,
fuel controlrod for the fuel pump,those in the controlbox etc. Handoilingis thus required
for thesebearings.Somegreaseor few dropsof lubeoil are requiredfor an intervalof one
week.
Coppercupsare providedfor aCdinggreaseusinga greasegun,for example, the bearings
of the fuel control rod for the tuel pump and supportsin the front and back ends while for
handoiling,an oil holeis provided,for example,the bearingsin the controlbox.
All cupsor oil holescan be foundby the operator.The controlbox covershouldbe opened
to oil the slidingsurfaces.For some other flexiblejoints,such as the controlrods for the
controlbox, speedgovemor,speedcontroller,emergencycontrolling,oilingis requiredfor
every one or two weeks.
The rackofthe injectorand its connectingpartshouldadd the lubeoil everyday.
5-
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COOLINGSYSTEM
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CHAPTER 6 COOLING SYSTEM
thiln
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Fig.6-1 Cooling System

pump 3.freshwaterpump 4.maininletpipefor fresh
l.seawaterstrainer 2.seawater
regulator7.lubeoil cooler S.temperature
water S.freshwater cooler o.temperature
valve 11.mainoutlet pipe for fresh water
relay 9.air cooler 1o.three-way
waterbank 14.angle{ypeshutoffvalve
l2.superchargerl3.expansion
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COOLINGSYSTEM
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The coolingsystemadoptedis of an closedsystem.The coolingcircuitdiagramis in Fig.

6-1. The cylinder,cylinderhead and the turbochargerare cooledby the fresh water and the
lubeoil coolel freshwatercoolerand supercharging
air coolerare cooledby the sea water.
Thereare two centrifugalwaterpumpson the front coversof the engine.One is sea water
pump(2),the otheris the freshwaterpump(3).Seawaterentersthe sea waterpump(2) via
the sea valve in the cabin,to inletwater valve,to sea water filter (1). The sea water is
pumpedby the pump(1) to the air cooler(9),then to the lubeoil cooler(7) and to the fresh
water cooler(5), finiallyto the sea via dischargingpipe.The freshwatersystemis a close
type circulatingsystem in which the fresh water pump make the fresh water circulate
betweenthe coolingchamberof the engineand freshwatercooler(S).Thesteamor air in
fresh water comingfrom the water outletmanifoldare dischargedto the expansionwater
tank (13) throughthe pipe connectedbetweenthe expansionwater tank and the water
outlet manifold.The expansionwater tank is equippedwith water adding pipe for
compensating
the freshwaterof the coolingsystem,an overflowpipeand a pipeconnected
with the inlet of the freshwater pump.The tank'spositionshouldbe 4 m higherthan the
The freshwatercomingfromthe wateroutletmanifold
centerline of the enginecrankshaft.
(6)
regulatesthe water flow into the
entersthe temperatureregulator which automatically
freshwatercooler(5) to maintainthe waterintolhe enginewithin60-70C, and then passes
throughfreshwatercooler(5),afterthat,the freshwateris pumpedby freshwaterpump(3)
into the water inlet manifold(4). There,the fresh water is dividedinto two branches:one
branchcoolscylinderlinersand windsup to cylinderheads;the otherbranchdirectlyenters
the turbochargerfrom the end of the water inlet manifoldto cool the turbine and the
compressorcasings.Then, the two branchesfinallyjoin each other in the water outlet
manifold. After that, the fresh water is again pumped by the fresh water pump into the
engineto repeatthe samecirculation.
There is a inletof the sparefreshwater pump in the inletmanifold, when the sparefresh
waterpumpis started,the angleshutoffvalve(14)is closed.
of cylinderheads,the thermometer
In orderto monitorthe coolingwateroutlettemperature
pipeof eachcylinderhead.
is installedon the waterdischarging
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As shownin the coolingwatercircuitdiagram,thereare severalshutoffvalvesmountedon

pipe linesfor the purposeto regulatethe waterflow passingthroughcoolersto controlthe
air.When the engineis started
temperatureof the lube oil, freshwater and supercharging
and operatedin the cold season,it is necessaryto reducethe coolingwater flow to maintain
lube oil at an appropriatetemperature.The water inlet pressureis measuredby the
by thermometers.
a temperaturerelaywith
manometerand the temperaturr,:
Furthermore,
alarm may be installedto monitorthe conditionof the coolingwater system.
To preventthe water chamberof the enginefrom cracksdue to cold weather,remaining

water in the dieselengineand coolersshouldbe dischargedwhen the enginestops.In an
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COOLINGSYSTEM
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the enginecan be cooledwith seawatersuppliedby a stand-bypump.

emergency,
Apart from the water inletand outletpipesmountedon lhe engine.All other pipes,valves
and the expansionwatertankare suppliedby the user'.
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When the engineoperateson the HFO,it is equippedwith the cleaningdeviceof the turbo
in order to erase the carbonin the leafs of turbo,so the turbochargercan work in good
condition.The waterin the cleaningdeviceis the innercircuitwaterof the engine.
6,1 Gooling Water Pump
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Fig. 6-2 CentrifugalWaterPump

The coolingwaterpumpsis installedon the frontend coverof the engineand directlydriven
by the crankshaftspringgear.The pump body (8) is securedon the bracket(5), and the
6-3
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COOLING
SYSTEM
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waterinletpipe is connectedwiththe frontend coverplate(9) of the pump.Screwplug (16)

fittedat the lowerpartof the pumpbody (8) is usedfor removingthe remainingwater.The
impeller(10) is mountedon the taperend of the pumpshaffby the key (13) and pressed
tightlyby the nut (11).The nut(11)is screwedand lockedby the lockingpiece(12).
In orderto preventthe pressureowater in the pump bodyfrom leaKingback to the inletof
the pump,water-sealring (14) is pressedbetweenthe inlet rim of the impellerand cover
plate(9).The clearancebetweenthe water-sealringand the inletrim of the impellershould
be maintainedin 0.12-0.22mm.The mechanicalseal deviceshouldbe installedbetween
the pumpshafr(15)and the pumpbody(8) in orderto sealwater.
There is a section of cavum betweenthe pump body (8) and bearing box of bracket,The
screwplug (20)fitiedat the lowerpartof the cavumis usedfor removingthe water leaking
fromthe pumpbodyand the oil fromthe bearingbox.
The pumpshaft(15)is supportecon a type 1309ball bearing(6) at one end of the impeller,
two type 408 ball bearings(4) at gear end .All the ball bearingsare housedin the bracket
(5)lubricated
with the oil splashedfrom the crankcaseofthe engine.The type HG4-692-67
oil seal ring is fittedon the bearingseat and shaft near to the end of the pump body to
preventthe lube oil from leakingfrom the bearing,and waterenteringthe crankshaftbox.
The ball bearingsis directlylubricatedby the oil pipe.
6.1,1 Repairof the Water Pump
a. Removethe waterinletand outletpipe of pump.
b. Dismountthe pumpfromthe frontend coverofthe engine.
c. Removethe frontend coverolate(9).
d. Prizeup the lockingpiece(i 2), unscrewthe lockingnut (11)of the impeller(10)and pull
and then take out the
out the impellerby meansof the drawer(ToolNo. 320.100.40),
key (13).
e. Removethe mechanicalsealdevice(17).
f.
Separatethe pump body (8) from the bracket(5) by looseningthe bolts,then remove
the stop plate(7) and the oil sealring(2'l).
g. Screwoff the fixingnut (1) of the drivinggear (2) and pull out the gear by meansof a
tool fromthe pumpshafl .
h. Removethe lockingironwirJ the boltwith hole ,baffleplate(3),and shaftwith the type
1309ball bearings(6) and the sleeve(22)etc.dismountthe shaft,then removethe type
6-4
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COOLING
SYSTEM
408 ball bearings(4) from the bracket.
i.
Cleanoartsand checkand measurethem.
Renew the mechanicalseal device and the oil seal ring with new one if cracks and
scratchesare found on them whichaffectthe sealing.Renewthe ball bearingswhich are
fauttywith new one.
Renewthe impellerif the clearancebetweenthe impellerand pumpbody, 6 1, as well as 6
2. betweenimpellerand frontend coverplateexceed0.8mm.
Inspectthe impellerif there are crackson it and if the bladesare foundwith cracks,renew
the impellerwith a new one.
6.1.2 Mounting of the Water Pump
a. Mountthe collar(19)and the ballbearing(6) on the pumpshafi(15)and then intothe
bracket(S).Mount
the sleeve(22) andtwo ballbearings(4) on the pumpshaftwhichhas
been insertedin the bracket(5).Mountthe bearingcover(3) and pushthe drivinggear
(2) intothe pumpshaftand tightenthe gearby screwingthe nut intothe pumpshaft.Fix
the stop plate(7) and oil sealingring and mountthe coverplate(18).Checkthe pump
shaftfor turningfreelyin the ballbearings.The shaftshouldturnfreely,and then tighten
the fastenersat the bothends.
b. Put a shim on the bracket{5) and then connectand tightenpump body (8) to the
bracket.
c. Mountthe mechanicalsealdevice.
d. Mountthe key on the pumpshafiand then mountthe impeller.lighten the impellernut
carefullyand bendthe lockingpiece.The old lockingpieceshouldbe changedwith new
one.
e. Put a shimon the frontend coverplate(9) and mountthe coverplateon the pumpbody'
checkthe pumpshaftfor free rotation.
6.2 Lube Oil cooler and FreshWater Cooler
The diesel engine is usually equipped with tube{ype cooler. The 832OZCd-6and
equipmentaccordingto the user.
8320ZCd-8may be equippedwith platetypeheat-change
BLG
tube-type
heafchange
equipment.the plate{ype
The followingis basedon the series
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providedby the matingfactory.

equipmentmay referto the relatedinformation
heat-change
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COOLINGSYSTEM
6.2.1 The Basic Constructionof Cooler
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Fig.6-3 BLG cooler

The cooleris of fixedtypewithexpansionringas shownin Fig.6-3, lt consistsof threemajor
that is the combinedbody (6) with coolingpipes(9), inleUoutlet
end cover(1)
components,
and waterpassagecover(11).
By way of pipe expanding,coolingpipesand leff plate,rightplate,body (6) are sealedand
made up an undetachablecomponent.Baffle plates (4) are fixed by means of rods
(7),spacersleeves(3) and (5).
Cooling pipe bundles are separatedinto two groups by a bulkheadin the mid of the
inleVoutletcover.Anti-corrosive
zinc rod (15) or zinc plate (12) is providedin inleUoutlet
cover and water passage cover, to prevent those parts contactedwith sea water from
corrosion.
When the cooler is working,coolingmedium(for example,sea water) enters the upper
group of the pipe bundles,and flows to the lowergroup of bundlesafter passingthroughthe
water passagecover.Finallyit flowsout from the outlet.The cooledrnedium(e.9. hot fluid
such as lube oil or hot freshwater)guidedby baffleplatesis flowingin the gaps between
cooling pipes. lt flows out after cooledfrom the outletfor hot fluid.
6.2.2 The lnstallationand Use of the Cooler
a. Oval bolt-holesin the rightr^andsideof the coolersaddleare for anchorbolts.Eachbolt
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COOLING
SYSTEM
has two nuts.The first one shouldbe screweduD.then screwedout for suitableturns
duringcoolererection.The secondone is thenscrewedup so as to ensurethe coolerto
be fixedon the groundbut extendibleas temperature
varying.
b. All valesand pipesshownin Fig.6-3 shouldbe connected.Spaceshouldbe available
for cleaningand replacecoolingpipes.
c. Sequencefor valve openingis as follows:cooling water dischargevalve *cooling
water inlet valve * hot fluid dischargevalve * hot fluid inlet valve.(Reverse
sequenceis for shut-offthe valve.)
d. The air vent valve(c) shouldbe openedbeforeoperating.Thisvalvecan be closedonly
afterno moreair but coolingmediumin the outflow.
e. Liquidmediumin the coolershouldbe completelydrainedoff afterengineshut-downin
coldweatherconditionto preventthe coolerfromdamagedue to freezing.In the caseof
enginestoppagefor a long period,the coolershouldbe dried by compressedair after
drainedoff the liquidmedium,all exposedsurfacesshouldbe greases,and all ports
shouldbe covered.
6.2.3 Mainlenanceof the Cooler
1. The cooling spaces should be checkedfor residualgas, the cooling pipes for
blockageby sundriesin case the coolingperformancebeing decreasedand the
resislanceincreased.lf everythingis normal,coolercleaningshouldbe considered.
a.
Cleaningthe cooledspace(outsidepipes)
Drainoff liquid,flushout pipeinletsand outletswith pressurized

water.Closehole(f)
and open hole (c) .Fillin sodawaterfrom hole(d) untilthe lowerpipe bundleshave
been immersedin. Supplysteamwith a pressureless than 0.3 Mpa to make the
sodawaterboilingfor severalhoursto dissolvethe deposit.Afterthat,drainoff soda
water,then flushout with aqueoussolutionof 2-3% sodiumcarbonatefor several
times,and finallywith plentyof hot water.(N.B.operatorsshouldstand away from
the pipe outleb for safetywhensupplyingsteam.)
b. Cleaningof the coolingwaterchamber(insidetubes).
Removethe inleUoutlet
andwaterpassagecovers.Brushthe pipeone by onewitha
pipe brush,then flush out using pressurizedwater.Attentionshould be paid not to
damagethe pipes.
2. Gasketshouldbe placedif no effectof screwingin the nut upon leakageat joint
6-7
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COOLINGSYSTEM
plants.
3. lf leakagehas beenfoundat the jointof pipeand plate,repaircan be carriedout by
meansof tin solderingor expandingof the pipeend. Placethe coolervertically,
block
the lowerpipeendswitha woodenplugs.Leakagecan be detectedif the waterlevel
beinglowering.Leakagepipeshouldbe replacedor repairedby way of tin soldering.
4. Periodically
checkthe anti-corrosive
zinc rod (or plate).ltshouldbe replacedif more
than 50% of it had been conoded.This can be done only by removingthe small
cover(13) or zinc rod (15).
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5. Water test should be carried out after reassemblingthe cooler. No leakage is

allowed.Test pressureis:
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a. Coolingspace(pipeinterior)
-0.4MPa
b. Cooledspace(outsirleof the pipe)- 0.9MPa

lf there exisls any discrepancybetweenthe abovetext and cooleroperatingmanual,
the manualfor BLG seriescoolershouldbe referredto.
6.3 SuperchargingAir Cooler
The supercharging
air cooler,shownin Fig. 6-4, is locatedat a placebetweenthe air inlet
The cooleris fixed on the end
manifoldand outletof the compressorof the turbocharger,
with
support.
turbocharger
lt is used to reduce the
surfaceof inlet chamberintegrated
chargedair temperatureso as to increasethe densityof the air admittedin the cylinderfor
more engine outputand lowerexhausttemperature,and to improvethermalstate of the
engrne.
The supercharging
air coolerconsistsof mainlythe coolingcase (5),coolingcore (6),water
cover(13),etc.
inleloutletcover(1) and water-passing
The coolingcore consisb of the big end plate(3), coolingpipes(6), coolingfins (8), small
end plate(12)and sideplate(7),etc.
Thereare fins on outersurfaceof the pipe.Finsare fixedto the pipe surfaceby way of tin
solderingto ensure a better contact.The joint betweena pipe and the endplateis a
cylindricalarea ,whichcan be sealedvia expandingthe pipe end. Sea waterflows inside,
the coolingpipesas the coolerbeingused,chargedair flowsin the spaceoutsidethe pipes.
Side plate (7) are usedto fill up the space betweenthe core and the case, so as to force a[[
from
the airto flowthroughgapsbetweenfinsto improveheatexchange.Heatis transferred
chargedair to coolingwatervia lirs and coolingpipes.
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Fig. 6- 4 SuperchargingAir Cooler

The big end plateof the coreis fixedto ihe case,whichthe smallend platesmallerthanthe
coolerchamberis sealedby way of rubberring (10) tightlypressingby pressureplate(11)
uponthe surfaceof the srnallend plate.This coveris freelyextendiblein the rubberringas
the pipesexpandingwhenheated"One sideof the big end plateis fittedwith inletand outlet
capson whicharrowsindicating
waterflowdirectionbeingcast.Attentionshouldbe paidnot
to make mistake when assemblingthese caps. Water passage cove(13) is fitted on one
side of the small end Dlate.Sea water flows around inside this cover to the outlet.
Anti-corrosiveplates (14) and (16) are fitted in the sea water chamberto weaken the
corrosioneffecton the core coverand end cover.
A vent plug (2) is providedin providedin the upperpartof the wateroutlet,whichshouldbe
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COOLINGSYSTEM
openedwhenfillingwaterto the cooler.
Thereis a draincock locatedat the lowerpartof the casefor dischargingcondensatein the
air chamber.
6.3.1 Maintenanceof the SuporchargingAir Gooler
Seawateris directlyusedfor the air cooler.The coolercan be usedfor a longperiodwithout
reducingits heat exchangeefficiencyif the water being cleanenough. However,if there
beingoily soiland/orothermuddymattersin the sea water,heatexchangeefficiencywill be
reducedquickly.Pipe wallsor sealedsurfacesmay have some problemsin certaincases,
which affectsthe normaloperationof the cooler.Workingconditionsof the cooler musr
frequentlybe judgedfromvariationof the pressureand temperature
differencesof charged
air beforeand afterthe cooler,fromexhausttemperature
and color.
1. Periodically
openthe draincockof the air chamberto dischargecondensate,especially
in wet or rainingseason.Flow rate of coolingwater may be graduallyadjustedto
increasethe air temperature
for reducingeveneliminatingcondensateif therebeingtoo
muchcondensatein the chanrber.However,the loadshouldbe controlledundersucn a
caseto ensurethe exhausttemperature
withinthe normalrange.
2. lf there being a lot of white smoke in the exhausl,the smoke still exists even the
rneasuregiven in point(1) had been takenfor sometime. In this case,attentionshould
be paidto checkif the coolingpipedbeingbroken,or any leakageat the joint surfaceof
the pipe and the end plate.Repairby way of pipe end expandingcan be carriedout if
only leakageat the joint surface.For the case of pipe wall brokenwhich could not be
repairedby sofi soldering,it is suggestedto use woodenor rubberplugsto block both
pipeends.The coolercan then be usedagain.
2
Evidentincreaseof the pressuredifferenceand decreaseof temoeraturedifference

betweenwater inlet and outietundersame engineworkingconditionsindicatesthere
beingdepositinsidethe waterchamber.
4 . Evidentincreaseof the pressuredifferenceand decreaseof temperaturedifferenceof

chargedair flowingthroughthe coolerundersameengineworkingconditionsindicates
there being deposit inside the air chamber of the cooler. The core should be
dismountedfor cleaningif above (2) and (3) had been the case. The pipe can be
cleanedby brushand flushedby water,then dried by compressedair, For pipeexterior
and gapsbetweenfins,loosedepositcan be blownaway by compressedair,whileoily
layercan be removedby immersingthe core into hotwaterfor cleaningand then dried
up by compressedair.
6-r0
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SYSTEM
STARTING
SYSTEM
7 STARTING
CHAPTER
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Fig.7-1StartingSystem
Purposeof the startingsystemis to ensurethat the coldenginecan easilybe started
systemconsists
provided
is notlowerthan+8C. Thestarting
thattheambienttemperature
(11),starting
of the air bottle(8), air lilter (9), main startingvalve(10),air distributor
(7)
(4)
(3),
control
valve
andcontrol
(1),starting
valve starting
fuellimiter starting
accelerator
air sourcesystem(5)with0.6MPapressure.Thecontrolair sourcesystem(5) consistsof a
valve,safetyvalve,shuttlevalve,one-way
valve,air filler,pressurereducing
changeover
pressure
etc.
valve,an oilsprayer,
andtheairbottlewith0.6MPa
valveof the air bottle(8)shouldbe opened.The
Beforestartingtheengine,the rJischarge
valve(10),
startingair flowsthenvia the air'fllter(9) intothe chamberA of the mainstiarting
waitingfor entering
the air mainpipe.Onebranchof theairflowsviathecontrolair source
of the barringand
system(5) withits pressurebeingreducedto 0.6MPaand mechanism
(7)
startlinkage,thenentersthe inletsof the startingcontrolvalve and valuefixer.The
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STARTINGSYSTEM
three-position-four
way valve (6) acts as ihe changeovervalve for the engine-sideor remote
operationcontrols.Therefore,the leverof the valve shouldbe sefion the "ENDINE-SIDE'
positionbeforestartingthe engine.
When the changeovervalve for the baning and startinglinkage mechanismis at the
starting position and after the handle of the operatingcontrol box is turned to the
"WORKING I " position,when the handle of the startingcontrol valve is moved to
'STARTING'position,
the startingcontrolvalve (7) is opened.The compressedair enters
the top chamber K of the main startingvalve (10) which is thus opened, and the
compressedair waitingin the chamberA of the mainstartingenterschamberC immediately,
and then flows into the air inletpipe,air distributor(11)and startingfuel limiter(3).The air
distributordistributes
the air accordingto the fire orderto openthe startingvalve(4) of each
cylinderby burning.Compressedair from the air inletpipe entersthe cylinderto push the
pistondownand lhereforerotatethe engine.At the sametime,whenthe mainstartingvalve
is opened and the enginestarts,the startingaccelerator(1) is actuatedby the compressed
air comingfrom one air line, pullingthe fuel controlrod to increasethe fuel injectedinto
cylinderswhile the startingfuel limiter (3) limits the fuel injected into cylindersat a
appropriatevolumeto preventthe enginefrom startingrudely.
of the injectedfuel is realizedwhich
As the enginerunningat a certainspeed,self-ignition
can be judgedby listeningto the exhaustgases.The startinghandleof the startingcontrol
valve (7) should be movedas soon as possibleto the originalpositionafter successof
starting.The startingcontrolvalve is then closed,air distributorand startingair pipingare
relieved,the startingvalveis closedand the startingprocessis completed.
Whenthe changeover
valvefor the barringand startinglinkagemechanismis at the position
of the barring,the startingair is cut off and the dieselenginecan not start.
7.1Air Distributor
Air distributorshownin Fig.7-2 controlsthe startingvalvein the cylinderheadto be opened
by startingair in the sequencea* the firingordel allowingthe compressedair to enterthe
cylinderto startthe engine.
there
The distributoris locatedat the freeend ofthe engine.In centralpartofthe distributor,
is a startingcam (12) fittedin one end of the camshafi.The cam is so designedthat the
enginecould be startedno matterwhich positionthe crankshaftbeing.
Thereare two ring grooves(A) and (B) in the housingof the distributor(7), and eightslide
valves (6) and (11).A pipe at the outlet of each slide valve (C) connectsthe distributor
accordingto the firingorderto the staringvalveof the cylinder.Thereis also an air inletfor
chamber(A). Compressed
air enteredchamberAfromthe mainstartingvalvepushesspool
(11)towardthe cam. As hole (C) beingopenedby shoulderof the spool,compressedair
7-2
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STARTING
SYSTEM
flows through hole (C) to correspondingcylindervia a pipe to open the startingvalve, and
then rotatesthe canshafi.Everyslidevalveis then openedat 50AfrerT.D.Cby turnwith a
periodof ggoCA.
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Fig. 7-2 Air Distributor

When the startingprocesscompietedand chamber(A) relievedfrom compressedair,slide
valve (11)is returnedby spring(4) and disengagesfrom the cam. Hole (C) is cut off from
chamber(A) but connectedto (B).The sectionof compressedair pipefromair distributorto
via chamber(B).
startingvalveis relievedas air beingreleasedto atmosphere
Thereare "O" ringsin innerand outersidesof the holder(1) for sealing.
7.2 Main Slarting Valve
The mainstartingvalveshownin Fig.7-3 is sucha majorcomponentwhichis swiftto supply
compressedair to the startingvalveof everycylinderfor enginestarting,and to relievethe
startingpipe-workfromcompressedair.
Compressedair with a pressureof 3MPafrom the air bottleflowsinto chamber(A) through
hole (P),the valve(19)in this caseis closed.Piston(15)in the upperpartmovesdownas it
receivingthe startingsignalvia hole K from the slartingcontrolvalve in the local panelor
1-3
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STARTING
SYSTEM
from a remotecontrolsystem,to open valve (19). Compressedair enters chamber(C),
flows to the inlet pipe for staftingvalves in cylinder heads. Compressedair is then
distributedinto branchesfor enteringstartingvalveof eachcylinder.Baseduponthe signal
from the air distributor,
compressedair flowsintothe cylinderin the sequenceas the firing
push
orderto
downthe pistonand startengine.The rubbersheetof valve(19) is pressedby
the bottomof piston(15)to cut off the connectionof chamber(C) and hole (O), preventing
the air in chamber(C) fromleakagethroughhole(C).As the startingprocesscompletedand
the enginebeingin normaloperating,hole(K) is relievedfromcompressedai1 piston(15)is
returnedby springs(16) and (1i'), valve(19) is closed.Compressed
air in the inletpipefor
startingair is relievedto atmosphere
throughhole(C) via the centralholein piston(15).Any
heattransferredfromthe startingvalvecan be rejectedvia hole(O).
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Fig. 7-3 The Main StartingValve

to the manometerfor starting
Theretwo holesin chamber(A),orreof themis for connecting
pressure
panel
of startingair,the otherone for connectingto
air in the control
to indicatethe
the pressurereducingvalveand air filter,etc. for conhollingair source.
Air distributor
A hole is providedin chamber(C) for connectingto inletof the air distributor.
will receivecompressed
air as air enteringchamber(C).Openingor closingsignalsare thus
emitted.
7-4
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SYSTEM
STARTING
@
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7.3 StartingControlValve
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Fig.7-4 Startingcontrol valve

The startingcontrolvalveshownin Fig. 7-4 is installedin localcontrolpanel.This valve is
openedby startingcam as the handlebeingmovedto the startingposition.Compressedair
directlyflows to top of the main startingvalvethroughthis valveto open the main starting
valve.
The valvebodyis dividedintotwo chambers:the lowerone connectedto hole(P) is the inlet
chamber,the upper one is conrectedto hole (A). These two chambersare separatedby
rubbervulcanizedon the valveface.A release
valve (9),of whichsealingis the oil-resistant
spring (11) is fitted in the lower part of the valve. Compressedair enters ihe valve through
Valverod (5) movesdown
hole (P) as valve (9) closed,hole(A) connectedto atmosphere.
(9),
compressedair flowsout via hole(A).In this
controlledby startingcam (3) to openvalve
case, bottomof the valve rod contactswith the rubbersealingsurfaceto tight hole (O).
When the startingprocesscompleted,the handleis restoredand the valve released,valve
air
rod (5) is returnedto the originalpositionby spring(13).Valve(9) is closed.Compressed
(A)
(O)
in valve(9),the
in the chamberconnectedto hole is relievedthroughthe centralhole
pipe-workconnectedto hole(A) is also relieved.
There are notchesfor two positionsof handle(1) with an indicatorto show the working
statusof the handle.
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STARTING
SYSTEM
7.4 Starting Valve
A startingvalveshownin Fig.7-5 is fittedslantinglyin each cylinderhead.Compressedair
from chamber(C) of the mainstartingvalveenterschamber(A) when starting,while valve
(2) is closedby upperspring(6). Piston(8) movesas compressedair comingfrom the air
distributorthroughhole (K),to openvalve(2), air waitingin chamber(A) entersthe cylinder
immediately
to pushdownthe pistonfor enginestarting.Strokeof the startingvalve(2)is
Zmm. Strokeshouldbe controlledin thisvaluein casethe startingvalvebeingdismantled
Whenfittedthe valveonto the cylinderhead,attentionshouldbe paidto
and reassembled.
tight two boltsevenly,and to cheekat hole (K) in the upperpirt if piston(8) can be freely
movedto avoiddeformation
of the valvecoverwhichmayseizethe piston,makingthe valve
ineffective.
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Fig. 7-5 StartingValve
7-6
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SYSTEM
STARTING
@
7.5 Starting Accelerator
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Fig. 7-6 StartingAccelerator
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The startingacceleratoris mountedon the platformof the camshaftwith the ball head screw
beingupwards,aligningwith the limitingarm of the fuel controlrod.At the beginningof the
starting of the engine, the oil pressureof the hydraulicgovernor has not yet been
will pushthe fuel controlrod to supplyfuel
At this time,the startingaccelerator
established.
to the engineso as to startthe enginerapidly.
The acceleratoris a pneumaticservo,with a piston(5) mountedin the cylinder(4). On the
piston,a ball head screw('1)is mounted.When startingof the engine,the compressedair
from the air inletpipe entersholeA, liftsup the pistontogetherwith the screwand pushes
the limitingarm of the fuel controlrod. At the time, the rod rotatesin the directionof
increasingfuel. In this case, the fuel injectionpump will supply certainamount of fuel into
cylindersand the dieselenginein the startingcoursewill soonbe ignitedand started.When
the startingprocessis completed,air in the pipelineis relieved.Piston(5) of the accelerator
resetsunderthe actionof spring(6) and is out of the fuel controlrod.
7.6 Fuel Limiter
The fuel limitershown in Fig.7-7 are mountedon the platformof the camshafl,placed
the startingof
againstthe limitingarm on the fuel controlrod. lt actsas the function:.during
the engine,it can limitthe fuelinjectedintocylindersto avoidan extremelyhighspeedof the
engineafterstarting.
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SYSTEM
STARTING
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Fig.7-7 Fuel Limiter

How does the Fuel Limiterwork?
pipe.When startingthe dieselengine,air
ScrewholeA is connectedto the mainair-starting
comesthroughthe screwholeand pushespistonrod (6) to the rightside at the sarnetime,
limitsleevebanel (7) is pushedtu the left side untilthe end face of piston(4) is stoppedby
the lefi end faceof limitsleevebarrel(7).At this time,ball screw(12)at the rightend of the
pistonrod is placedat the adjustedpositionto preventthe fuel controlrod from rotatingin
the fuel increasingdirection,thus the fuel injectedinto cylinderswill be limited at the
air is relievedthroughthe main
the compressed
adjustedvalue.Whenstartingis completed,
piston
rod (6) resetsundertheactionof the spring(5).At the time,the fuel
startingvalveand
controlrod can receivethe actuationof the rockerarm of the governorto controlfuel.
On top of the rightside,a fuel limitingscrew(11) is fittedof whichthe positionis adjustedat
the maximumload of the engine.Afteradjusting,the screwis sealedwith lead,so the screw
limib the maximumfuel amountsuppliedinto cylindersto avoid overloadof the diesel
engine,
7.7 Air Filter
The filteringelementof the air flltershownin Fig. 7-8 is composedof three sections.The
on a
uppersection(14) is madeup by three layersof copperwire fubricsof 80mesh/inch2
seamlesssteeltube. A platewith a centralthreadedhole is weldedon top of this section,
while a supportring is weldedin the bottom.A screenplateis weldedin bottomof the middle
7-8
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STARTING
SYSTEM
surface.A reinforcedringis weldedin the upper

section(7) whereno meshin the cylindrical
part,while a waterring (12)is fitted.Designof the bottomsection(8) is similarto that of the
upperone. Threesectionsare boltedtogetherby usinga long bolt (13),and supportedvia
the supportring whenfittedin the filterand pressedby a springload on the top. Air enters
from the uppersectionand flows axiallythroughthe middlesection,leavingwater drops and
dust behindthis section.The air reachesthe bottomspace and flows out via the outlet.
Wateraccumulated
in the bottomsectionand in bottomspaceof the filtercan be drainedby
periodically
screwingout bolt(11).Filteringelementshouldbe takenout by removingcover
(2) aftera periodof operationand cleanedin cleandieseloil and then driedby compressed
air.
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Fig.7-8Air Filter
7-9
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SYSTEM
STARTING
7.8 Air Bottle
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--17
-tE
d.s.
Fig.7-9Air Bottle
andstoredin theair
bya compressor
is pre-compressed
airforenginestarting
Compressed
pressure
fortheair bottleis 2.94MPa.
service
Capacity
bottleshownin Fig.7-9.Maximum
pressure
2.94
air
boftle
with
a
of
MPa is
of air in the
of an air bottleis 300L.Amou'nt
Thebottlebody(8)is weldedusingboilerplates,the
for6 timesof engineslarting.
sufficient
head(7)is boltedto thebodyby rneansof fourboltswitha bronzeshimforsealing.
Delivery
valve(3),inletvalve(16),safetyvalve(24),drawoffvalve(2) anda valvefor the
to the manorneter.
Valve(6)
manometer(6) are fiftedin the head.Pipe(a) is for connecting
7-10
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STARTINGSYSTEM
mustbe openedas chargingair to the bottle.Air pressureshouldbe frequentlyto avoidthe

manometer.
dangerof too highair pressurein the bottledue to the ineffective
Locationfor the air bottleshouldbe convenientfor checkingthe bottle.Bottlein vertical
positionis recommended.
alongthe ship,it is necessary
lf the bottleis placedlongitudinally
to make the bottomof the bottletowardsthe stern.The inclinedangle towardsthe stern
should not be less than 100.At this time, water-dischargetube (1) shoutd be bent to the
watereasily.
lowestpositionof the air bottlefor the sakeof discharging
7.8.1 Inlet and Outlet Valves
There are trapezoidalthreadsin outletvalve stem (3) for screwingonto valve cap (14).
Valve(15) is pressedto the seat (11)by valvestem (10) Stemand valve (15) are flexibly
ensuredwhich resultsin tightly
connected,valve seat centeringcan thus be automatically
closedofthe valve.The valvecan be openedor closedby turninghand-wheel(12),tomake
it easy,the hand-wheelcan be turnedto and fro to strikesoftlythe stopper(13). Conical
head of the valve stem tightlypressesuponthe valve cap for sealingwhen the maximum
when valve opened.
valve openingreached,this is convenientfor packingreplacernent
(16)
as
delivery
valve.
is
same
the
above-mentioned
the
Designof the inletvalve
7.8.2 Safety Valve
valve(22) andis presseduponthe valveseat

Rubbervalvesheet(23)is fittedin the bLtcket
(21).
openedto release
The valve is automatically
(24) by spring (19) via spring holder
some air as the forcefromthe air pressurebeinghigherthanthe pre{ighteningload of the
spring in the case of air pressurebeing higherthan 3.14MPa.The valve will be re-close
whenthe air pressurebeinglowerthan2.8MPa.
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The adjustedscrew (18) is to adjustthe jumpingpressureof the safety valve,whichhas

by cap (17)at the delivery,lt mustnoi openin orderthatthe
beenadjustedand lead-sealed
tensionof the springis changedandthe safetyvalvefailssafe.
The valve sheet shouldbe repiacedif the sealingbeingineffectiveas the sheet material
rubberwith a
deterioratedby corrosion.Materialfor the sheetshouldbe hardyoil-resistant
Shorehardnessof 75-85.
7.8.3 Draw off Valve
Condensateof vaporfrom compressedair will accumulatedin the air boftle.The draw ofi
valve shouldbe openedeveryweek in generalto drainthe condensatealongpipe (1). In
this case, there must be some air spurtedout with the condensate.
The valvestem(6) is
Designof the draw off valveis the sameas the valvefor manometer.
7-tr
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STARTINGSYSTEM
threaded.Thereis sorneleadedalloyin groovesin eilhersideof the valveplatefor sealing.

The valvestemshouldbe movedro its top positionas the valvebeingopened,to ensurethe
sealingsurface(leadedalloy)tightlycontactedwith the cap (5), preventingthe air from
leakagevia threadedpan of the stem.
If the air tightnessof the safetyvalve being no more in efiect due to deformationof the
sealingsurfaces,the leadedalloycan be re-casted.
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7-12
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CONTROL
SYSTEM
GHAPTER8 CONTROLSYSTEM
8.1 Principleof ControlAction at local engine
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renotoir sorrcpfron o./tslde

6):Connect
Fig.8-1Principleof the control system

1.air bottle 2.main air filter 3.main startingvalve 4.manometer 5. air dishibutor
6.startingvalve T.startingoil quantity limiter S.speed controller 9. shuttle valve
l2.control handle l3.starting control valve
11. value fixer
l0.control box
gas filter 17.cut-offvalve
l4.conversionvalve 1S.oil sprayer 1G.water-separating
l S.manometer l9.security valve 20.air bottle assembly 21.check-valve 22.relief
pressurevalve 23.low-pressure
air bottle assembly 24.emergencystop device 25.
mechanism 26.startingaccelerator.
barringand startinginterlocking
8-l
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CONTROL
SYSTEM
Fig. 8-1 showsthe principleof controlaction.Referenceshouldbe madeto Chapter7 for
the functionand construction
of majorstartingelements.
As shownin Fig.8-1, the partswiththe number(15)-(23) are the controlair sourcesystem
with the air pressureof 0.6MPa.
8.1.1 Starting
At the first,open the outletvalve of the air bottle(1),and move the controlhandle(12) to
"WORKING I "position,then move the lever(13) to the "STRATING" position,thus the
engine starts.In this case, the changeovervalve of the barringand startinginterlocking
mechanismshouldbe 'STRATING" oosition.Referenceshouldbe madeto Chaoter7 for
the workingprinciple.
8.1.2 Operation
The lever(13)shouldbe returnedto its originalpositionas soonas the startingis successful.
In this case, the speed of the enginedependson the positionof the handle(12), i.e. the
largerthe angleof handletowardsthe directionof working,the higherthe enginespeedis.
panel.
However,the correctspeedshouldbe readon the tachometerin the instrurnent
The lifi ofthe valuefixingcam dependson the positionofthe handle(12),The pressurized
signalis deliveredby the valuefixer(11), accordingto the lift of the valuefixingcam,which
flows via the shuttlevalve (9) into the one-waythrottlevalve and the speed regulating
cylinderof the speedcontroller(8) to makethe pushingbar of the speedcontrollermoveto
controlthe arm of the governorso as to changethe springpre{ighteningforce of the fly
weights ,so the governorcontrolsthe supply system ,and thus the engine speed is
value.
controlledat an appropriate
In case that the valuefixeror the speedcontrolleris out of orderto fail to controlthe engine
speed,ihe enginespeedcan be controlledby the emergencyhandlebesidethe governor
(see Frg. 9-3 in Chapter9).
8.1.3 Shut-down
Move the controlhandle(12) to the "SHUT-DOWN"position,the fuel injectionpump is
forced to stop fuel deliveryby meansof the fuel controlrod and the arm movedby the value
The engineis thus
fixingcam behindthe controlboxvia the tie rodand the clawrocker-arm.
shutdown.
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8-2
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CONTROL
SYSTEM
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8.2 Control Box

The handle(6) of the controlbox shownin Fig.8-2, is for controlling
fuel amountfor engine
positions
(speed
Different
of
shut-down,normal operation
control).
the handle are shownin
the indicatorboard.
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Fig, 8-2 Control Box

In the handlebase (2),thereare a locatingpin (1), and threesprings(5). The pin insertsto
handle(2) can only be movedas it has
the pin holesin difierentpositions.Consequently,
beenlifieda littlebit for the pin leavingits hole.The springis usedfor the pressingthe plate
(4) to preventthe handlefrom losing due shock arisingduring engine operation.After
enginespeedbeingset, the handlecan be lockedby tighteninghandlenut (3).
The value fixingcam (8) is fittedin the rearend of the handleshaft(7). When the handle
being set in "WORKINGI " position,the tie rod (10) connectedwith the value fixing cam
releasethe controleffecton the fuelcontrolrod via the clawrockerarm (9) and at the sarne
time the valuefixingcam pressesdownthe valvesleeveof the valuefixer as a resultof a
limitedfuel amountinjectedintocylinderthus the enginestartswiththe appropriatespeed.
the
Afterthe enginestartingbeingsuccessfuland whilethe handlebeingmovedclock-wise,
rocker arm (9) has no controleffecton the fuel controlrod but the value fixer will changeits
lifeaccordingto the positionin whichthe handleis set andthe valuefixer (14)will followthe
lift deliveringcompressedair with differentpressuresto the speedcontrollerto conholthe
governor,thus the enginespeedis controlled.
8-3
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CONTROL
SYSTEM
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position,the fuel controlrod is forcedto

When the handle(6) is set in the "SHOUT-DOWN"
the positionof fuel deliverystopby the tie rod and the clawrockerarm whichare connected
with the valuefixingcam and the engineis thusstopped.
valve ('11)which is used as the startingcontrolvalve.
There are a two-position-three-way
Whenstartingor tryingstarton startingair withoutfuel injection,pullout the spacingpin (12)
positionto openthe
and movedownthe handleof startingconlrolvalveto the "STARTING"
startingcontrolvalve,the engineis then rotated.As the handle(6) ofthe controlbox is in the
'SHUT-DOWN" position, starting the engine on starting air without fuel injection can be
lengthof time,it shouldbe
carriedout, lf the enginehas beenshutdownfor an appreciable
startedon startingair withoutfuel injectionand all tesl valvesin cylinderheadsshouldbe
openedto checkif any wateror fuel oil in the cylinders.
-three-wayvalve (14)for resetof the engineemergency
Thereis an anothertwo-position
brakingdevice.
lf the user buy the remotecontrolin our company,we shouldsupply a changeovervalve for
engine-sidecontrol and remote control. lt should be noted the handle positionof the
changeovervalveduringthe enginebeingcontrolled.
8.2.1 ChangeoverbetweenRemoteand Engine-sideControls during Operatingthe

Engine
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controlto remotecontrol
a. Changeoverfromengine-side
Firstly,move the speed controlhandleon the remotecontrolconsoleto the positionon
which the enginespeed correspondsto the one underthe engine-sidecontroland then
positionto the "REMOTE
move the handleof the changeovervalve from "ENGINE-SIDE"
CONTROL'posilion.Again,movethe handle(6) to its maximumpositionafterthe engine
speed becomingnarmal one and put the locatingpin (1) into its pin hole. NoW the
changeoveris completed.
control.
b. Changeoverfrom remotecorrtrolto engine-side
Firstly,pull out the locatingpin (1) from its pin holeand movethe handle(6) to the position
on which the enginespeed correspondsto the one under remotecontrol,lhen lock lhe
handle(6) by turningthe nut (4).Againmovethe handleof the changeovervalvefrom the
"REMOTECONTROL' positionto the "ENGINESIDE"position.Now, the changeoveris
comoleted.
8.3
Value Fixer
elementfor the enginespeed.lt has two types,one is

Valuefixer is a pneumatic-6snlpi:,lled
8-4
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CONTROLSYSTEM
control,andtheotheris for remotecontrol.Theirbasic

the valuefixerusedforengine-side
structure and principle are identical.The value-fixerfor engine-sidecontrol is of
is 0.6MPa,seeA in Fig.B-3.
tube-connection
type,of whichthe inputair sourcepressure
The one for remoiecontrolis of plate-connection
type, of which the input air source
pressure
seeB in Fig 8-3.
is 0.6MPa,
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Fig. 8-3 ValueFixer

Lettersmarkednearthe inletand outletof valvebody (1) havingthe followingmeanings:P
*air inlethole,A*air outlethole.The workingprincipleas follows:
When the valuefixer is at work,air sourceflowsinto cavityvisa holeP lf at that time valve
steeve(2) has been forced to go downwardsfor a certaindistanceby the value-fxing cam,
underthe actionof spring(16),the valve rod (3) goes alongwith the valvesleeveto valve
plate(7) on the lowerpartand reachesvalveseat (12)on balancepiston(6).The passage
forceof balance
fromcavitiesb to c is thus closed.At this moment,sincethe pre-tightening
spring (8) is largerthan that of valve rod spring (16) on the upper part, the valve rod is
stopped.While the valve bush continuesto go downwards,valve seat (14) mountedon
valve sleeve (2) will go away from the valve plate on valve rod (3), the passagesfrom
cavitiesa to b will be opened;thuscompressedair is throttledand lhen will go intothe cavity
b. As a result,the pressurein the cavityb will rise up and the compressedair goesout from
the holeA. Sincethe forcethat balancepistonreceivesfromaboveis higherthan its original
pre{ighteningforce of the balani:espring,the pistongoes downwards.
When the pressure
in the cavityb reachesthe adiustedvalue,the valve(14)is shutand the actingforcesabove
and underthe balancepistonis balancedeach other.Afterthat,the pressurein cavityb is
kept steady.When valve sleeve (2) is controlledby the value-fixingcam and moves again
8-5
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CONTROLSYSTEM
motion.But
downwardsto a new position,the valuefixerwill repeatthe above-mentioned
the outputpressurewill be changedto a new stablevaluewhich is a functionof the axial
displacement
of the valvesleeve.
After valve sleeve(2) resetsand movesupwards,the pressingforce of valve (12) will be
relivedinstantaneously.
air in the cavityb is led to atmospherethroughthe
The compressed
cavityc and the pressureis reduced.The forceof balancespringis higherthanthe air force
actingon the balancepiston,so the pistongoes upwardsuntilthe pressurein the cavityb is
reducedto the adjustedvalueand valve(12) is shut.Whilevalve(14)on the upperpartwill
be in closed state. As a result,the output pressurewill be reducedto a slable value
cam.
corresponding
to the lift of the value-fixed
The outputof the valuefixeris 0.1-0.6MPaor 0.6-1MPa.The outputair is led intothe
speedcontrollerto controlthe governorand steplessvariablespeedcan be obtained.
8,4 Speed Controller
Speed controlleris a action elernentfor remote control system, it can control the engine
speedaccordingto the signalwhichis sentby valuevalvein the remotecontrolsystem.
Speed controlleris consistedby speed controlsever with diaphragmtype and one-way
throtllevalve.the pressureshouldnot be exceed0.49MPa.
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CONTROL
SYSTEM
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Fig. 8-4 SpeedController

In the speedcontrolseverwith diaphragmtype,rubberdiaphragm(11)and pushingrod (14),
the up and down supportingplatesof diaphragm(10),(9) is connectedby nut (13),on the
top of the diaphragmis fitted balancingspring (12), while on the top of the pushingrod
connectthroughhingejoint(16)via swingrod (3) and rotaryhinge(1). When the pressure
of the compressedair from the value fixer increases,the compressedair flow into the
chamberB via the hole A and then the throttlevalve (4). The pushingrod (14) is pushed
upwardby the compressedair till the pressureof the compressedair in the chamber(B) is
balancedwith the pressedtorce of the balancespring (12) and the pushingrod at the same
time stops a position;bui when the pressureof the compressedair from the value flxer
decreases,the pushingrod is pusheddown by the pressedforceof the balancespring(12)
and the compressedair the ChamberB flows backto the fixervaluevia one-wayvalve (5)
and the hole A till the oressurein the chamber B is balancedwith the pressedfotce of the
balancespring(12) and the pushingrod stopsat a new position.Duringthe movernentup
and down of the pushingrod,it makethe swingingrodconnectedwith the speedregulating
shaft of the governorvia a set of controllinkagesswingto move the fuel controlrod so that
speed.
the enginespeedis controlledat a corresponding
The open of the throttlevalve has been adjustedin the Factoryfor delivery.lf the engine
speedis foundunsteadyduringoperationof the engine,the openof the throttlevalveshould
be readjustedby the userfor a steadyenginespeed.
8.5 Shuttle Valve
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Fig. 8-5 Shuttle Valve

The shuttlevalve shown in Fig- 8-5, is a two-waycheckvalve,which is connectedto an
8-7
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CONTROLSYSTEM
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actuatorand two commandelementsin the remote controlcircuit.When the valve is

connectedto the channelbetweenone of the commandelementsand the final control
element,it plays a functionof closingthe channelbetweenthe actuatorand the other
commandelement.
Valebody (4) is madewiththreeair holeA, B and C, and is eguippedwithvalve(2) of which
are equippedwith rubber valve clack on its both ends. A and B are air inlets, but
compressedair will not comeinto them at the sametime.When air entersA, B is shutand
viceversa,C is an air outlet.
The shuttlevalve works like this. When hole B is let to atmosphereand compressedair
entersA, valve(2) is pushedto the rightsideby the air to blockair hole B. At this time,A is
connectedto C and air flowsout throughC, and is let to the actuator.When holeA is let to
atmosphereand air comesinto holeB, valve(2) is pushedto the left side and air holeA is
blocked.At this monEnt,B is connectedto C; air flowsout throughholeC, is letto the same
actuator.
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., OVERSPEED
LIMITERAND
GOVERNOR
EMERGENCY
BRAK'@
,-
'v'
llE c,
CHAPTER 9
LIMITERAND
EMERGENCY
BRAKE
GOVERNOR
. OVERSPEED
The load of an engineis frequentlyvaryingduringits operation,for example,changeof the
numberof electricalconsumersfor an enginefor powergenerationor the load variationof
the propellerin the case of a stormor part of the propellerbeing out of the water for a
marineengine.In otherwords,the load of an enginemay suddenlyincreaseor decrease.
The engine is endangeredto runawayif the load is decreasingwhile the injectedfuel
remainsunchanged.On the contrary,the enginespeedis to be apparentlydecreasedeven
be stoppedif the load beingincreasedwhilethe injectedfuel remainsunchanged.
In the governingsystem,the lever-typehydraulicgovernorof modelYT111VGis used for
hydraulicgovernorof modelYT111Vfor the motive
the marinemainengine,the rneter-type
generators
machineof
for marineand stationaryapplicationsThe governoris easilycontrolledthroughthe pneumaticelement(speedcontrolle$fromthe
thereis a set of manualemergencycontroldeviceon
localor the drivepanel.Furthermore,
the governor,whichmay controlthe speed-governor
in casethe pneumaticelementis out of
order.
In addition,the overspeedlimiteris also providedto protectthe enginefrom runawayin
casethe governorbeingout of work.The limiterwill be in effectas the enginespeedbeing
higherthan '112o/o-115o/o
of the rated speed.In this case, the oil-doormakesthe speed
decreaseto underthe ratedspeed.
9.1 Driving Gear for the Governor
locatedin each side of the engine
The governorand over-speedlimiterare symmetrically
rearcover.Eachof themis drivenby the camshaftgearwheelwitha similardrivinggearand
fromeach other.
with a samespeed,but the drivingmechanismis independent
The drivinggear is conposed of a horizontalshaft and a verticalshaft.
A helicalgear (14)anda segmentgea(15)arefitted on the horizontalshaft(9),which is
supportedon a holder fitted with a rollingbearingof type 206 (16) and two opposite
single-rowangularcontactball bearingsof type 36205(11).Helicalgea(14) is matchedto
the camshaftgear.
is integratedwiththe segmentgear.Thereis a triangle
The hollowverticaldrivingshatt(2O)
spline near the top end face, into which the governoror overspeedlimiter shafi is inserted.
The segmentgear is matchedto that on the horizontalshafi,The verticalshaft rotatesas
the camshaffis rotating.On verticalshaff(20)thereare two angularcontactball bearingsof
9-1
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EMERGENCY
BRAKE
LIMITERAND
GOVERNOR
. OVERSPEED
@
type 36107 fitted,which are fitted into the verticalhole in the governorstiand.The side
clearanceof gear can be alteredby way of varyingthe thicknessof shims(22)and (4).
Thickeror thinnershimsshouldnot be usedwhen replacingtheseshims.
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l-"-.-
-...di
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a_---:--'
3--'-'
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-.-.---.-
!L--"'
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,_._-----'
Fig. 9-1 Driving Gear of the Governor

Thereare locatingpins betweenstand(3)for the horizontalshaftand the rear coverof the
engine,as well as stand(3) and the stand(1) for the governor.Markingis requiredbefore
dismantlingthese drivinggears to avoid mistakeswhen reassemblingas they are quite
similar.
oil fromthe connector(2).
Gearsand bearingsare lubricatedwith lubricating
9,2
VariableSpeed HydraulicGovernor
9.2.1 Brief lntroductionof the Structure

The fly-weight(24)is the speedsensingand is fittedits stand(30)whichis drivenby gearof
the drivingshaft(31).The drivingshaftis a componentwith resilientdevice(37),Thereis a
oil-pump driven gear in the lower part ot the shaft, which is matched to the gear of the
rotiatingsleeve(8) to form a gear pump.The sleeve(8) is drivenby main drivingshafi (1).
Boththe flyweightand its standare rotatingduringengineoperation.
9-2
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LIMITERAND
EMERGENCY
BRAKr
covERNoR, ovERspEED
@
lv*c.
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Fig. 9-2 the HydraulicGovernor

The oil inlet hole D of the rot On top of the fly-weight,thereis the governorspring (23) with
its settingdevice,Enginespeedcan be alteredby rotatingthe speed regulatingshaft (19)
whichcan looseor tightthe governorspindle.On the shafi(19) is mountedthe limitingarm
(18) and on the governorbody is the limitingscrew (17) to limit the rotatingangle of the
speed regulatingshaft.On the shaftoutsidethe governorbodyis mountedthe emergency
controlmechanismfor the governor(see Frg.9-3). The elnergencycontrolmechanismis
connectedwith the speed controllervia a lever,which can controlthe governorin the
pneumaticmode or the manualmode. The lower part of the tappet of the fly-weightis
connectedwiththe floatingrod {10),theupperpartof lhe tappetis connectedwiththe tie-rod
(21) of engine-shutdown.
The floatingrod (10) is equippeci
with 3 hingesA, B, C. The hingeA is connectedwith slide
piston
follow-uprod (11)and C with smallcompensating
valveplunger(9), B with fly-weiEht
9-3
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GOVERNOR
LIMITERAND
. OVERSPEED
EMERGENCY
BRAKE
(2\.
The rotatingslidevalve bush(8) is connectedwith the chamberH on the upperpart of the
powerpiston(33),oil pump(34) and the pressureaccumulation
cylinder.Two gearsof the
oil pump are mountedon the above-mentioned
two drivingshafts,respectively.
The oil
pump is equippedwith the reversingvalve (35), which can supplypressurizedoil during
both ahead or asternturningof the engine.There are piston(36) and spring (32) in the
pressureaccumulation
cylinder,in whichan overflowgate is providedto maintaina stable
oil pressure.Hole(E) in the bush{8) is connectedto the chamberI underpowerpiston(33),
while the hole F in bush (8) is connectedto the oil sump.Powerpiston(33) is connected
with the arm (25) on governoroutputshaft (26) by rod (28).When the power pistonis in
action,the shaft (26) is rotatingalongwith it. A compensatingrockerarm (14) is fittedon
piston(7)and compensationrockerarm
shaft(14).Connecting-rod
of the big compensation
(14)are connectedby strokecontrolleverofthe big compensation
piston(15).Strokesof big
compensationpistons can be changed by means of rotatingcompensatingregulation
pointer(13)to changethe positionof the supportingpoint'O'.
The governoroutputshaft(26)outsidethe governorbodyis equippedwiththe drivingrocker
arm (27),whichis connectedwith the fuel controlrod of the enginevia the bufferbarrel.The
small hole in the chamberJ under large and small compensatingpistons(4) and (2) is
connectedto the oil sumpvia a compensating
needlevalve.
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Fig. 9-3 EmergencyControl Mechanismof the Governor
9-4
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LIMITERAND
GOVERNOR
. OVERSPEED
EMERGENCY
BRAKE
@
_ v.
*,r,
9.2,2. Working Principleof the Governor

(1)Stableload.
The fly-weights(24)and slidevaiveplunger(9) are in theirnormalpositionas shownin Fig.
9-2,.At this time,the hole E of the rotationslidevalve bush is coveredby the ring landof
slidevalveplunger(9) . The powerpiston(33)is in sucha positionset for the enginespeed
and load level.
(2)
Loaddecreased
forceof the flyweight(24) is

Enginespeedis increasedas the loaddecreasing.Centrifugal
in this case higherthan the preloadedforceof the governorspring(23)and the follower(11)
movesupwardsas the flyweightmovingoutwards. The hingepointA of the floatingrod (10)
rotatesaroundthe point C and the plunger(9)rnovesup. Hole (E) is thus connectedto (F) to
connectchamberI underthe powerpistonto the oil sump.The powerpiston(33) is forced
to move down by pressureoil .Thismakestransfershaft (26) to move in the directionof
piston(4) is thereforemovedup but the small
reducingfuel delivery.The big compensation
one down. The floatingrod (10) rotatesanticlockwise
aroundB as its instantcenter.The
plunger(9) moves down. Movementof power piston (33), big and small compensation
piston(4) and (2) as wellas plunger(9) is continuinguntilthe hole(E) havingbeencovered
again by shoulderof the plunger.Both the plungerand flywheelare thus returnedto their
originalpositions.Enginespeed is reducingin the courseto the normal lever, and the
piston(2) is returnedto its originalposilionunder
followerdrops,the small compensation
the engine
the springforcewith a speedsimilarto that of the follower(11) . Consequently,
operatesat the originalspeed
(3) Loadincreased
The enginespeed is redu@das the load increasing.ln this case,the centrifugalforceof
fly-weights(24)is lowerthanthe preloadedforceof speedgovernorspring(23),the follower
(11) moves downwardsas the flyweightmoving inwards.The floatingrod (10) rotates
downwardsaround(C) and the hingepointA movesdown.Hole(D) is thus connectedto (E),
top and bottom surfaces of the power piston(33)are subjectto a sarne oil pressure.The
pistonis thus movesup as the area of the bottomsurfacebeinglargerthan that of the top
surface.The drivesthe shafi(26)movingtowardthe directionof increasingfueldeliveryand
forces the big cornpensationpiston (4) moving down while the small one moving up. The
floatingrod (10)rotiates
clockwisearoundB as instantianeous
centerand slidevalveplunger
piston(4) and (2)
power
(33),big
(9) goes upwards.Movementof
and smallcompensation
as well as plunger(9) is continuinguntilthe hole (E) havingbeen coveredagain by shoulder
of the plunger(9). Boththe pluniier(9) and flyweight(24)arethus returnedto their original
position.Powerpiston(33) remainsat a speedcorresponding
to the set outputand speed.
9--5
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BRAKE
EMERGENCY
LIMITERAND
GOVERNOR
. OVERSPEi:D
@
to the normallevel,the follower(11)
In this coursethe enginespeedis graduallyincreasing
piston(2) is returnedto its originalpositionunderthe
movesup, the small compensation
the engine
spring force with a speed similarto that of the follower(11). Consequently,
operatesstableat the originalspeed.
Repositionspeed of the small compensationis relatedto the openingof needlevalve (6) in
load changingprocesses.However,displacementof the
the courseof above-mentioned
piston(4) , travel
piston(2) is affectedby that of the big compensation
srnallcompensation
pointer
(13). Governor
of which is in turn relatedto the positionof the compensation
whichshouldbe well adjusted.
is evidentlyaffectedby thesecomponents
characteristics
(4) Engineshutdown
Engine shut down from the remotecontroltingstate is executedvia the governor.When the
insidethe governorfor emergencystoppageis activatedor the emergency
electromagnet
shaft(19) on the governorwill
controlhandleof the governoris moved,the speedregulating
be rotated towards the engine shout-downposition.Engine shut-down tie-rod (2'l)
connectingwith fly-weightfollower(11)will be forcedto go upwardsto lift up slide valve
plunger (9) ,thus holes E and F are connectedwith the chamber I under the power
piston,sothe chamber I is relievedand the power pistonmovesdown,whichdrivesthe
transfershaft(10)to the shufdownposition,the engineis thus shutdown.
9.2.3 GovernorService
9,2.3.1Oil for the Governor
Clean and well filteredturbo oil 22# should be added to the governorup to the level
indicatedon the oil dipstickbeforethe enginebeing put into operation.This level shouldbe
maintainedall alongthe courseof engineoperation.No depositremovershouldbe addedin
the oil unlessde-foamingagent being used together.There must be not much foam or
depositas the oil beingstirringand no colloidaldepositwhenheated.Oil shouldbe drained
when hot if the oil beingdirtyor beingdegraded.The governorshouldbe washedup using
cleanlightdieseloil, and thenfillswith freshoil.
9.2.3.2CompensationAdjustment
The governorwas generallyweriadjustedbeforeenginedelivery.However,there mustbe
some change, leadingto incorrectadjustmentof the governorcompensationto cause
differentdegree of unstabilitysuch as over-speedor stall, too long period of speed
shouldbe re-adjustedif it
compensation
re-stability,
speed fluctuationetc. The go,./ernor
doesn'twork satisfactory.
Compensationadjustmentshould be carriedout after engine being warmed up but not
9-6
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LIMITERAND
EMERGENCY
BRAKE
GOVERNOR
. OVERSPEED
Theremust
loaded.and the oil insidethe governorhavingreacheda normaltemperature.
preparing
the
control
to
stop
engine
manually
to
box,
be an operatorstandingby the local
preventtheenginefromrunaway
pointer(13)to itsmaximum
position;
(1) Putthecompensation
adjusting
(2) Screwthe compensation
needlevalve(6)for 3-4 turns;
withspeedfluctuation
forabouthalfa minuteto release
(3) Allowtheengineto be running
of thegovernor;
anyair in controloil passages
pointer(13)to itsminimum
position;
(4) Screwthecornpensation
adjusting
speedfluctuation
has
(5) Closethe compensation
needlevalve(6)slowly,untilminimum
beenreached;
(6) Checkopeningof the compensation
needlevalve(6) by completely
closingit. The
openingshouldbe in rangefrcm114to 112tum:
lf theengineis
(7) Intentionally
disturbtheenginespeedto checktheresultof adjustment.
fix the compensation
is up to the requirement,
and the adjustment
stableoperating
is finished;
needlevalve(6)andtheadjustment
or the enginecan notworkstablein the whole
(8) lf the enginespeedis stillunstable,
pointer(13) shouldthen be gradually
position
compensation
of the
speedrange,
Openingof the
changed,and the abovesteps(5), (6) and (7) shouldbe repeated.
to 112-314
tum.
needlevalvenraybe increased
mightbe resultedas the
It shouldbe pointedout herethat apparentspeedfluctuation
position
its
(too
muchcompensation),
pointer
(13)
limit
beyond
beingin a
compensation
beingverysmall.
processmaybe quiteslowif compensation
whilethe speedregulating
mustbe as smallas possiblebut openingof
the compensation
it is rational
Consequently,
to be notlessthan114turn.
theneedlevalveis recomrnended
9.2,3.3 GovernorRepair
Very seldom the governorwill be in trouble during engine operating.However,
withtroublesnotbroughtaboutby oil used,by
of thegovernor
andrepairing
dismantlement
shouldbe done.
of compensation
adjustment
dirtyoilto jamtheslidingparts,or by irrational
job
sufficient
shouldbe done by agentswith
repairing
that this
It is recommended
governor.
with
experience
9-7
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LIMITERAND
EMERGENCY
GOVERNOR
. OVERSPEED
BRAKE
@
v
r
9.3
*6,
OverspeedLimiter
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Fig. 9-4 Over-speedLimiter
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drivingin the enginerearcover.

The over-speedlimiteris fittedin a standof an independent
mechanism.
The speed-sensitive
element
via
a
driving
The limiteris drivenby the camshaft
is the fly weights(5),controlelementsare the slidevalves(17). (18),workingmediumis the
pressurelube oil comingfromthe mainlubeoil pipe.
lnletA is connectedto the mainlubeoil pipe,whichthe outletB to the hydraulicservoof the
brake. Centrifugalforce of the fly weight (5) will go beyondthe preloadedforce of the
overspeedspring (15) as the enginespeed being exceededa preset limit value. In this
case,theslide (17) is movedup, A and B are connectedbut B and C are shut off by its
shoulder.Pressurized
lubeoil flowsto the servo,oil in whichmovesthe controlswinglinkto
actuatethe emergencybrake.Fuel oil rod is forcedto move in the directionto cut off fuel
delivery,the
engineis thusstopped.
The maximumpresetspeedlirnitcan be alteredby meansof regulatingthe preloadedforce
of spring(15)via bolt(13).The maximumlimitedenginespeedis set in the workshopbefore
enginedelivery, the usershouldnot adjustit again.
9-8
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BRAKE
LIMITERAND
EMERGENCY
- OVERSPEED
GOVERNOR
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Maximumspeed
Model
8320ZCd-4
560-575r/min
832oZCd-6
588-604r/min
832oZCd-8
588-604rimin
9.4 EmergencyBrake
O
I
The emergencybrakeis one of the engineprotectiondevices,The enginewill be stopped

by way of quicklymovingthe fuel oil rod to the no fuel oil deliverypositionas soon as
receivingthe signalof no lubeoil pressureor enginebeingoverspeed. This will protectthe
enginefromdamageas the governorbeingout of workor no lubeoil pressurein the lubeoil
system. The emergencybrake is composedof four parts, namely spring accumulator,
handleand hydraulicservo.(seeFig 9-5)
electromagnet,
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Fig.9-5 EmergencyBrake
is realizedas the springs(5) and (14)are compressedrightwardsby piston(6)
Accumulation
Spacingnut (7) of piston is pressedby rockerarm (11).The
in the spring accumulator.
action is as the following.
9-9
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LIMITERAND
EMERGENCY
BRAKE
GOVERNOR
. OVERSPEED
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(1) Powerfor electromagnetis automaticallyturned on by the pressurerelay as the lube oil

pressurein the systembeing lower than 0.12MPa.Rockerarm ('11)is shiked out by
push rod (12) under the effect of magneticpower and thus rotated leftwardsa certain
angle,the rolleris then lefi out the limitnut (7). Piston(6) is quicklymovedleftwardsby
spring force to skike the rockerarm (8), which pushesthe fuel oil rod to the no fuel
deliveryposition.The engineis thereforestopped.
(2) Pressureoil in the overspeedlimiterflowsto the hydraulicservovia connector(10) as
the enginespeedbeinghigherthanthe presetmaximumvalue.The oil movespiston(9)
rightwardsto rotaterockerarm (11)a certainangle,the rolleris then left out the limitnut
(7). The engineis thenstoppedas mentionedin (1).
(3) Emergencystop can be achievedunder emergencycases via liftinghandle (1) and
stirringrockerarm (11) Samesequencewill then be the caseas thosementionedin (1).
(4) Piston(6) in the accumulator
shouldbe pushedbackto the extremerightpositionif the
three-way
engineis to be re-started.In doingso, the restorehandlefor the two-position
valve in the controlbox should be rnoved(c.f. Fig, 8.3). This allowsthe compressedair
flows into the accumulatorchamberfrom connector(2) via needlevalve (3) to move
rightwardsthe piston.Rockerarm (11)is restoredby spring(15)to pressthe limitnut (7)
again.The handleshouldthen be restoredto cut off the air source,compressedair is
three-wayvalve.
via hole(o) of the two-position
escapedto atmosphere
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9-10
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SYSTEM
GASTURBOCHARGING
EXHAUST
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GHAPTER 10 EXHAUSTGASTURBOCHARGINGSYSTEM
15
\=
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#
Fig. l0-l Exhaust Gas Turbocharger System
in Fig.10-1.
systemillustrated
ThedieselengineadoptedMIXPCtypeturbocharging
of typeWR321-2P,air coolerandair
of exhaustpipe,axial{lowturbocharger
Thissystemis composed
inletmanifoldetc.
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The exhaustgas dischargedfrorr the enginecylindersdrivesthe turbineof turbocharger,

via the exit pipe.The air compressoris drivenby the turbine,
and dischargeto atmosphere
pressed.
air flows into air coolerfor coolingdown,
The supercharging
air is admittedand
fuel can be burntas the densityof air
More
and againflowsinto cylindersvia inletmanifold,
trappedin the cylinderbeingmuchhigherthanthat in aspiratedengines.So the meanefect
pressureis muchhigheras well.
The turbochargeris matchedlo the engine,of whichthe speed,chargedair deliveryare
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SYSTEM
EXHAUST
GASTURBOCHARGING
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functionsof engineload.The exhausttempeEturemustnot exceed640C beforethe

of boththeengineandtheturbocharger.
turbineforsafetyoperation
10,'l
Turbocharger
shouldbe referredto relatedtechnical

ano its maintenance
Detailof the turbocharger
VTR32'1-2P.
Heredoesn'tdescribe.
of turbocharger
documents
10.2
ExhaustAirpipes(Fig.10-1)
Theexhaustpipeis newandmixedstructurewhichis simple,utilityand highlyactive.Serial

number(1) is the exhaustbranchpipe for NO.1 cylinder,othersfor NO.2-8 cylinder
is mixed-pipe,
(Theexhaustbranchpipefor NO.4cylinder
to cylindersequence.
according
whiletheexhaustbranchpipesfor NO.s,6, 7, I cylinderaregeneraFpipe)
joints are fitted between
Exhaustpipe is madefrom seamlesssteel pipe. Expansion
on the pipeitselfand the
manifolds
to reducethe negativeeffectof thermalexpansion
provided
in everymanifoldof each cylinderfor
is
cylinderhead.Screwedconnection
Asbestosgasketscovered
to measurethe exhaustgas temperature.
electrothermorneter
with red coppersheetare usedfor sealingbetweenthe exhaustmanifoldand expansion
jointor cylinderhead.
pipenearturbineinlet,foran
in theshortconnecting
is alsoprovided
A screwedconnection
electrothermometer
to measureexhausttemperaturebeforeturbine.The connectingbolts
alloysteelin orderto preventcreeping
andnutsforexhaustpipesaremadeof healresistant
fromothernuts.
whenheatedandto distinguish
heat
heatlo.s. Forreducing
fortheexhaustpipesforreducing
Watercoolingis notadopted
The exhaust
of the enginecompartment.
and temperature
and heatconduction
radiation
pipeis cladwith a thermalinsulatinglayerwhichis madeof inorganicfibrewhichis both
proiection.
andenvironmental
insulation
10.3 Air InletPipes
shownin as Fig.
Theairinletmainpipeis madeof steelbyweldingwithanenoughvolume,
(3), (7), (8), eachsegmentis
10-1,is dividedintothe front,middleand rearsegments
headsviabranchflangerespectively.
withcylinder
connected
between
The movablejoints,shownin the acrosssectionB--B in Fig.10-1,are provided
in the
pipe
(9)
for
air
and
the
flange
the
main
between
cooler
segrnents
inlet
the two
jointconsists
ring
of thepipeclamping
turbocharger
shelfandinletmainpipe.Themovable
''O"
Tghteningthe clampingboltcan
(6),clamping
bolt(4) andrubbe! ring(5)for sealing.
(3),a cover(2)is
achievea verygoodsealingeffectforthepipe.At theendof frontsegrnent
t0-2
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SYSTEM
EXHAUSTGAS TURBOCHARGING
providedto seal it.
Expansionjoint (14) is mountedbetweenthe outletof the compressorand air inlet bent pipe
of supercharging
air on
of the air coolerto reducethe bad effectdueto the hightemperature
the turbocharger
or the air cooler.
Air cooler (seeFig. 10-1and Fig 6-4)
10.4
The constructionand maintenancerequirementsof the air cooler in the turbocharging

systemshould be refenedto section6-3 ,Chapter6.
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10.5
Air-water Separator (see Fig. 10-1: sectionA---A)
The air-waterseoaratoris fitted in the outletof the air cooler to reducedeposit in the
combustionchamber,whichis formedby combustionproductsof fueland lubeoil withwater
dropletscondensedfrom the chargedair dischargedfrom the cooler when the humidity
beinghigh.
bladeplacedvertically.lt can be seen from
The air-waterseparatoris a set of air-inducing
and dripping
sectionA-A that the end of the vans is in a beardshapeto allowaccumulation
of waterdropletsseparatedfromthe passingair.The wateris dischargedfrom the draining
devicein the bottom.
in the air coolercoverconnectedwith the turbocharger
The separatoris fittedtransversely
bracketwith its one end pressedby coverwith a gasketfor sealingwhile the other end
sealedwith rubber"O" ring and supportedin a seat by two fixingpins so as to ensureit to
expandor contractfreelyafterheatingor cooling.
However,periodicalcheck for
The drainingdevice (11) dischargeswater automatically.
wateraccumulated
in the drainingdeviceby openingthe cockis requiredas the devicemay
be blockedby deposits.Anywaterthereshouldbe discharged.
Amountof coolingwaterenteringthe air coolermay be regulatedto increaseslightlythe air
temperatureand reducethe condensedwaterin casethe humiditybeingvery highwith too
muchcondensedwaterfound.
Cock should be opened to dischargedpossibleaccumulatedwater after the engine
shut-down.
The connectorfor thermometeifor chargedair and for manometerfor air pressureare
providedat the outletof the cooler.
l0-3
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.A\
WgP
DEVtcEs
MoNrroRrNG
ANDALARMTNG
CHAPTER
11
DEVICES
MONITORING
ANDALARMING
11.'l Locallnstrumentation
as wellas localand
andpressures,
for measuring
Instrurnents
enginespeed,temperatures
of all systernsof
rernoteoperatingindicatinglampsareequippedfor checkingthe conditions
panel,someof themin the
are equippedin the instrument
the engine.Mostinstruments
points.
measurement
1l .1.1 InstrumentPanel
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Fig. 11-1lnstrumentPanel
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DEvtcEs
MoNrroRrNG
ANDALARMING
rc14?
\-/
r'v'r^
The instrumentpanelis fixedon iop of the controlbox via dampingrubbers(11).On rear

to different
arefirstlyconnected
facethereis a commonpipesaddle(10).All manometers
points,
needle
valves(9)
thereareadjustable
holesin thesaddle,andthento themeasuring
pointsto reducetheimpacting
pipesbetween
effect
in connecting
thesaddleandmeasuring
to
Openingof the needlevalvesshouldbe regulated
of pressurewaveson instruments.
to protect
variation
butwithouthighfrequency
oscillation
to pressure
allowthemsensitive
theinstruments.
when connectingpipes
Referenceshouldbe madeto the indicatorplateof the instrument
and the sensorto the measuringpointsin the systemto avoid possiblemistakes.
panel(seeFig.11-1).
in theinstrumenl
fnstruments
shownin Table11.1areprovided
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Table11.1 lnstrumentsProvided(c.f.
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I
Specification Display
No. Designation
1
for lubeoil
Manometer
Remote control indicator

lisht
0-1 MPa
Enginein remotecontrolmode
0-125C
Tachometer
0-800r/min Enginespeed
Temperature
at engineinlet
Enginein localoperationmode
Local operation indicator

light
Pressure
at engineinlet
Thermometer
for lubeoil
Thermorneter for
water
11-1
fresn 0-125'C
Manorneter
for freshwater 0-0.4 MPa
of the fieshwater
Outlettemperature
lnlet Dressureof the fresh water
Outletpressure
of theseawaterpump.
0-0.25MPa outlet pressureof compressorof the
Super-charging
1 7 Manometer
turbocharger
atr
for seawater
1 6 Manometer
0-0.4MPa
1 8 Manometer
for Startingair
0-4 MPa
Manometerfor fueloil
0-0.25 Mpa Pressureat outletof the fuel transfer

0-1 .6 Mpa
'to
Pressureof the startingair bottle.

pump
Pressureat outlet of the heaw fuel
transferpump
20 Advancingindicatorlight
Shipin forwardstate
21 Free indicatorlight
ShiDin free state
22
Countermarchingindicator
liqht
Shio in backwardstate
rt-2
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MONITORING
AND ALARMINGDEVICES
Pyrometer
11.1.2 Thermocouple
exhausttemperatures
of theexhaustmanifolds
The pyrometer
is for measuring
andbefore
jacket
protective
points
with
is inserted
to measuring
andaftertheturbine.ltsthermocouple
of everyexhau$tmanifold,
to thatbeforeandaffertheturbineof upperandlowerexhaust
pipes,and is wiredto a temperature
indicator(millivoltmeter)
whichcan be pacedin a
suitableplace.
in exhaustmanifold
to the
It shouldbe notedduringwiringto connecteachthermocouple
code,whilefor thatin before
as lhe cylinder
samenumberat the knobof the millivoltmeter
codescan be chosen.Attention
andafierturbines.
Numbers
otherthanthatof thecylinder
specially
so
resistor
foreachthermocouple
shouldbe paidnotto messupthecompensating
as not to affect the accuracyof measuredresults.Referenceshould be made to
operating
instructions.
thermocouple
Outside the lnstrumentPanel
| 1,1.2 Thermometer
and Manometer
jacketare mounted
(1)A mercurythermometers
of 0-100C with the metalprotective
respectively
in:
thelubeoiltemperature
a) the lubeoil inletandoutletof thelubeoilcoolerformeasuring
beforeandafterthe cooler,
b) the coolingwaterinletand outletof the lubeoil coolerfor measuringthe sea water
temperature
beforeandaftercooler,
thefreshwater
c) thefreshwaterinletandoutletof thefreshwatercoolerfor measuring
temperature
beforeandafterthecooler,and,
the seawater
d) the seawaterinletandoutletof thefreshwatercoolerfor measuring
cooler.
temperature
beforeandafterthe
respectively
in:
(2)Thedouble-metal
of 0-100C aremounted
thermomeier
for measuringthe temperatureof the
a) the outlet pipe of the air inter-cooler
supercharging
airafterthecooler.
of the freshwater,
b) the watermainpipefor measuringthe engineinlettemperature
c) the coolingwateroutletbranchpipefor eachcylinderfor measuringthe engineoutlet
temperatureof the coolingwater,
(3) The manometerof 0-1MPa is mountedin the pipebeforethe inletand outletof the lube
oil filterfor neasuringthe pressurebeforeand afterthe filter,for whichthe connectorin
11 -3
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.A\
\.W.7
\t/
MONITORING
ANDALARMINGDEVICES
lube oil pipeshouldbe providedby the user.

11.2 AlarmingDevice
The engineis providedwiththe alarmdevicesfor ib lubeoil and coolingwatersysterns.The
alarmsignalindicatinglightsare mountedon respectively
the localalarmindicatorbox,the
remolecontrolconsoleand the centralized-control
console.The engine-sidealarmindicator
box,shownin Fig. 11-2,shouldbe placedat a suitableplacein the engineroomby the user.
lights,(1) for engineemergency
On the localalarmindicatorboxare providedwith indicating
lube oil, (3) for high lube oil temperature,(6) for power
shut-down,(2) for under-pressure
(8)
supply, for high coolingwatertemperature,(7) for stand-by,the muffierswitch(4), and
the test switch (9).
When
1. The lubeoil pressureat the inletof the enginereaches0,2MPa.
at the inletof the enginereaches75C.
2. The lubeoil temperature
at the outletof the enginereaches85C.
3. The freshwatertemperature
and
4. The over-speed
stoppingdevicewiththe speedat 560-575riminfor 8320ZCD-4;
The opticaland acousticalarm
at 588-604 r/minfor 8320ZCd-6and 8320ZCd-8.
signalsare givenout.
the lube oil pressureat the inlet of the enginereaches0.12MPa,the alarm
Furthermore,
given
out,the enginestops.
signalis
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tl-4
ANt]ALARMING
DEVICES
MONITORING
Fig.11-2Local Alarm IndicatingBox
l1 -5
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OPERATION
OF DIESELENGINE
OFDIESEL
ENGINE
CHAPTER
12 OPERATION
12.1Working fluids
12.1.1Fuel oil
Fueloil usedfor the engineis givenin Chapter1, Shalelightdieselcan also be used.A long
period for settlementtreatmentof the fuel oil before used is required.Fuel oil used should
be strictlyfilteredfor mechanicalimpurities.Centrifuge,heater,filteringand settlingdevice
shouldbe providedby the clientin the caseof usingheavyfuel oil 20r.While heavyfuel oil
separator,lube oil separatorand HFO supplyunit shouldbe providedby the clientin the
case of usingheavyfuel oil 1B0cSV50C.
12.1.2 Lube oil
and governoris givenin Chapter1. Major
Lube oil for the engineand for rhe turbocharger
is listedin Table12.1.
soecification
of the LubeOil
LUBEOIL
G811122-97
Multifunctional
additive
Kinematic
viscoity.
cst
' 12.6-16.3
G811120-89
Yes
at 100C
at 50C
Viscosityratio(at 50C/'E)),
Flashpoint(open),C,
Lube oil quality,i.e. its viscosityand water contentshouldbe periodicallychecked(every
t2-r
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I
OF DIESELENGINE
OPERATION
200 operatinghours).
lf it is doubtedthat oil was dilutedby fuel oil, oil samplemustbe taken for lab analysis.lt
shouldbe notedthat fuelvapormayform an explosivemixturein the crankcase.
beingbeyondthe givenvalue.
Lubeoil mustbe refreshedif one of the followingparameters
Freshlube oil shouldbe pumpedto the engineby meansofan independentoil pumpso as
to 'force'out the old oil insideall bearings.
or -10o/o
to new oil):+20o/o
(a)Viscositychange(comparing
(b)Watercontent:
>0.3%
(c)Acidnumber:
<2 mg KOH/g
ln case no analyticalfacilitiesavailable,the simplecomparisonmethodof droplettest may

be applied,whichquicklyprovidesa generalideafor howseriousthe lubeoil contaminated.
Smallamountof lubeoil is sampledduringenginerunning,a cleanpipetteor a sharpstickis
used to take a little lube oil and allow the oil drops onto a clean piece of filter paper,put the
filterpaperwith nothingunderneathfor severalhoursand then observethe oil sludgeand
compareit with the originalor last test. Moredark the sludge,moredirtythe oil is. lf the oil
sample is sent to a lab for analyzing,the situationof harmfulcontentincreasedcan be
clearlyunderstoodif the color is gettinglighterand lighteroutwardsfrom the center,this
means the oil still with certaindegree of dispersibility.lf the sludge being only a dark spot,
this indicatesno moredispersedadditiveexistedin the oil.
lf such a iest is done periodicallyand all resultsare kept in order,developrnentof lube oil
can be
pro@sscan be easilyobserved.Experience
on lubeoil contamination
contamination
pointed
out here that
a cumulatedfor examiningif the oil can be furtherused.lt shouldbe
for suchtestssamef lterpapershouldbe used,and oil sampleshouldbe takenat the same
Dlace.
Samplediagramsgivenin the appendixcan be referredto in caselackof experience
Intervalfor refreshinglube oi! rs given in Chapterl. Used lube oil must be completely
refreshedas becomingdue. lf no analyzedresultsbeingbeyondadmissiblelimits,the oil
a longerperiod.
can then be furtherusedfor reasonably
o
a
tank shouldbe carefullycleanedout when refreshinglube oil, a fine

Lube oil recirculating
strainershouldbe providedfor fillingnew lubeoil.
12.1.3 CoolingWater
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12-2
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OPERATION
OF DIESELENGINE
The freshwaterfed intothe closedtype circulatingcoolingsystemshouldbe cleanwithout
any mud, sand and mechanicalimpuritiesin it, and with a low alkalinityand a low salt
contend.The qualityof the coolingshouldbe conforrnedwith the demandsas follows:
(a) Overallhardnessshouldtre in 6-10degree.(1 degreebeingequalto 1omgCaO/L)
(b) Chlorineion contentshouldnot exceed150mgiliter.
(c) PH valuelies between6.5-8.5at20'C.
Purificationand demineralizaitionshould be carried out if the water quality can not reach
to reducedepositon the cooling
Two nEthodsare recommended
the aboverequirements.
jacketand to reducecorrosion.
(A) Add potassiumbichromateand causticsodato the water.
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Amountaddedfor eachm3'
5kg.
Potassiumbichromate:
Causticsoda:1.5kg.
(a) dissolvethe groundpotassiumbichromateinto small amountof additionalhot water
(20L of hot waterper kg of potassiumbichromate):
a
o
(b) dissolvethe causticsodato smallamountof wateras well(5Lof waterper kg of caustic

soda);
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(c) pour the potassiumbichromatesolutionto the cooling(freshwater)and mix up, then

pourthe causticsodasolutionand carefullymix up.
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(d) Take5 cm3of the coolingliquidafterbeingcompletely

mixingup, and drop2-3 dropsof
phenolphthalein
solutioninto the liquidalreadytaken out. lf the liquidchangesto pink
color,the waler is thus correctlytreated.lf one drop of causticsoda solutionbeing
added,darkercolorwill be resulted.No colormeansnot sufficientcausticsoda added,
furtheraddingis required.
Protectionrrpasuresshouldbe takenfor operatorsto avoidskincontactwith the liquidsas

those solutionsbeing of toxicant.In case anyoneshouldbe splashedwith the solution
wash out with plenty of water. Mixing the solutioninto drinkablewater is absolutely
forbidden.
(B) lf depositor conosionis foutrdwhen usingthe ordinarytap wateras for cooling,adding

NL typeemulsionantirustoil
.5o/o
O.8o/o-1
of NL typeemulsioi,antirustoil is recommended.
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12-3
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I
OPERATION
OF DIESELENGINE
is a Chineseproductappraisedby the Ministryof Chemicallndustry.The amountof oil
added shouldbe based upon the hardness,contentof chlorideion and pH value of the
of
localtap water.Detailedmethodof usingthis productis givenin the serviceinstructions
the product.
Attentionshouldbe paid to the followingpointsno matterwhichmethodyou have chosen
for treatingthe coolingwater:
(a) Concentrationof the added solutionor oil is getting higher and higher as the result of
reasonableamountof freshwatershouldbe added.
watervaporization,
(b) Cooling water should be guided to a vessel when drained up for reuse. lt is
recommended
to maintainthe engineroomtemperaturehigherthan 15C. In this case,
the jacketwateris not requiredto be drainedup afrerengineshut-down.
(c) The pH value shouldbe checkedevery operating500 hoursif being in the rangeof
7.5-9. Refreshingcoolingwateris requiredif the pH valuebeinglowerthan 6.
(d) Checkingintervalshouldbe shortenedif use NL type emulsionantirustoil in the early
is mucheasiet
stageas reductionof concentration
(e) Oil floatson waterof the expansiontankif usingNL typeemulsionantirustoil shouldbe
removedfrequently,the tank shouldbe periodicallycleanedup. lf oil is found when
drainingwaterfromthe circuit,hot detergentshouldbe circulatedto removethe oil.
(f) lt is forbiddento mix the coolingwater added antirustagentand scale inhibitorwith
drinkable.ll is not allowedto use the stand-bypumpfor pumpingdrinkablewater.
12.1.4GompressedAir
Air is suppliedby the compressorto the air bottlewith a pressureof 2.8-2.94MPa.and
condensation
shouldbe drainedawayeveryday.
12.2 Preparation for Starting the Engine after Long Period Stoppage
Followcheckingwork shouldbe carriedout aflerlongperiodstopor afterrepairing.
(1) Open the crankcasewindowsto check if the bolts insidebeing tightenedup, if the
cotter pins being pertect.gpeciai attentionshouldbe paid to those bolts lor con-rods,
main bearingsand the nuts for shaftsupportof the intermediategears for camshaft
d riving.
(2) Checkif the connectingboltsfor the engineand itsfoundationbeingtightenedup.
t2-4
o
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o
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I
o
o
o
a
a
o
OF DIESELENGINE
OPERATION
(3) Check if any miscellaneousarticle presented in the crankcase or on the cylinder
heads.
(4) Carry out hydrostatictest of the coolingsystemby meansof an independentwater
pump with a pressureof 0.2MPa.Check the tightnessof connectionparts in the
system.
Specialattentionshouldbe paid to the tightnessof the "O" ring in the lower part of the
cylinderlinerand the supportflangeof the cylinderliners.
(5) Testthe startingsystemand startingvalveusingcompressedair. In doingso, the inlet
of the air distributorshouldbe stoppedby a pieceof sheetmetal.Openthe valveto be
tested and move the controlhandleto the positionof "WORKING I " . Check the
tightnessof connectingpartsof the system.
Any air leakageshould indicatepoor tightnessof the startingvalve tested.lt shouldbe
noted that any work on the engineespeciallyinsidethe crankcaseand on the shaft system
must be stoppedto avoidaccidenias the enginemay rotate.Remedymeasuresshouldbe
takenfor the leakedvalve.Removethe sheetmetalto allowthe inletof the air distributorin
normalstate.
(6) Cleanthe fuelflter.
(7) Test the fuel systemby pressuredifferencefrom positionsof the daily tank and the
system.Checkthe tightnessof connectionparts.Checkif the fuel can reacheveryfuel
injectionpump.Any possibleair in fuel pipesshouldbe escapedfromthe system.
(8) Check the advanced angle for fuel injection, no delivery position of the pump and
if necessary.
openingof the inlethole.Re-adjusting
(9) Fill up the fuel injectorby neans ofa specialhandle.lf the injectorhas been removed,
articleor fueloil presentedin the cylindervia the holeof the
checkif any miscellaneous
injectorseat.
(10) Cleanout lubeoil filter.
gradeto
(11) Wash up the crankcaseand lubeoil tank.Fillfreshlubeoilwith recommended
the tank and checkthe oil levelwhichshouldbe at a positionneat 314heightof the
tank.
a
o
a
o
I
a
o
o
a
a
of
drivenpump,witha pressure
(12) Fillthelubeoilto the engineby wayof an independent
pipes
parts
system
leakage
especially
for
of the
0.2-0.5MPa. Check all connection
insidecrankcaseas all valvesin the systembeingin the workingpositions.Rotatethe
crankshaftslowlywhilefeedinglubeoil, to checkif oil has reachedthe main bearings,
12-5
a
o
o
O
a
o
a
o
a
OPERATION
OF DIESELENGINE
smallends,camshaffbearingsand
connecting-rod
bearings,hushesin connecting-rod
'Jears
etc.
until
lube
oil
following out from the above
intermediate
bushes for
comDonents.
The lube oil pipeto the mainbearingshouldbe firstof all loosenedfor pumpingoil thtoughit.
This can helpto cleanit and checkif it is blockedup. The pipeis then fixed,and furthertest
is carriedout.
o
a
(13) Checkthe oil levelof the governor.Refreshthe oil if necessary.
(15) Checkcold clearanceof valves,valvetimingand startingtiming.
o
o
a
a
a
o
I
(14) Oilingwheremanuallyfeedingrequired.
(16) Supplycompressedair to the air bottleuntilair pressurereaching2.94MPa.drainany

water.
accumulated
(17) In case that engine is providedwith the remotecontrolequipment,changing-over
and remotecontrolside one or
operationmustbe carriedout betweenthe engine-side
valveon the controlboxto the
two timesand thenturnthe handleof the changing-over
positionof "REMOTE"to test the functionof the remotecontrolequipmentwithoutthe
enginerunning.
(18) Turn on alarmingdevicesand checkaiarmingsignals.
How manyitemsfor checkingshouldbe determinedbasedon the actualenginecondition.
a
a
a
o
o
o
a
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o
a
o
a
I
12.3 Starting
are as follows.
Enginedailystartingprocedures
(1) Checkif all cocksand valvesin everysystembeingin correctopen/closeposition.
tank, dailyfuel tank,governorand bearingof the
(2) Check oil level of the re-circulating
All oil shouldagreewiththe graderecommended.
turbocharger.
(3) Checkvia cocksif the coolingsystemhas beenfilledup withwater.
(4) Checkif the air bottlebeingfilledup with compressedair.
(5) Checkif stillany miscellaneous
articleon the enginespeciallyon the cylinderhead.
(6) Feedlubeoil to the enginehrya handor electricalpump.Openthe testvalveand rotate
the crankshaftfor 2-3 tuins-
o
a
a
t2-6
o
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o
o
a
o
o
a
a
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o
a
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t
O
o
o
o
o
o
o
a
a
o
a
a
o
a
o
a
I
a
a
o
a
o
o
a
a
I
o
a
o
ENGINE
OF DIESEL.
OPERAT]ON
(7) Check if the rocker-armof the baning gear being movedaway and locked.
(8) In casethat the engineis providedwith a clutch,the clutchshouldbe disengagedform
the engine.
(9) Openthe outletvalveof the air bottle.
(10) Putthe controlhandlein the positionof "stoppage",
openthe test valveof all valves,lift
up the spacerpin of startingcontrolvalve,put the handleof startingcontrolvalve in the
position of "starting" to make the crankshafi run for blowing the water and
miscellaneous
articlein the cylinderhead and cylinderlinerso that the dieselengine
run safely.Closethe testvalveafterfinishingblowing.
(11) Liff up the latch of the controlhandle,move the controlhandleto the positionof
"WORKING I " to startthe engine.Furthermovethe controlhandleto the positionof
"WORKING" afterthe firstfiring.Regulateenginespeed.Whichshouldbe in the range
of 210-230 r/min in early stage after starting.However,the criticalspeed shouldbe
avoided.
(12) The closeattentionshouldt'e paidto readingsof the instruments,
especiallythatof the
lube oil pressurewhichshouldbe not lessthan 0.20MPa.Admissiblevaluefor lubeoil
pressurebeforethe oil gettinghot is not higherthan 0.8MPafor a short periodbefore
waterby way of the waterpressuregageand observer,
the filter.Checkthe circulatirtg
check every part of the engine for possible troubles and take necessary remedy
measures.
12.4 Maintenanceduring Engine Running
(1) Engine warm-upis requiredafter starting.Engine speed is graduallyincreasedto
300-350 rpm. Load can be applied only when the water and lube oil outlet
temperatures
beingas highas 35-40C. The warm-upoperationcan be donewith25%
loadfor engineswithouta clutch.Howeverthe criticalspeedshouldbe avoided.
The load can be graduallyincreasedafter engine warm-up.lt takes about 10-15
minutesto reachfull load. However,neverbe less than 5 minuteseven in necessary
conditions.
loadrespectively
(2) lt is requiredto run the engineunder25o/oand50o/o
for 2-3 hoursfor
The enginecan
a new engineor for an enginewith majorcomponentsreplacement.
conditions
power.
shut
down
for
Engine
should
be
checking
then be run with the rated
afterthe first0.5-1houroperation.
of all movingcomponents
(3) Attentionshould be paid at all times to instrumentreadingsand engine operating
12-7
o
o
a
a
o
a
o
a
o
o
o
a
o
a
o
o
I
O
o
I
o
o
o
a
a
o
o
o
o
a
o
o
o
o
o
o
a
o
o
I
o
o
o
OF DIESELENGINE
OPERATION
shouldbe recorded.
conditionsduringenginerunningand the parameters
(4) The engine speed should not exceed the rated speed, but the diesel engine may be
overloadedwhenthe engineis runningunderthe conditionsthatthe shipis turningand
seaweedor shellfishadheredto the ship hull,that ambientconditionsis changedand
or the engineis drivinga heavy propeller,at the time, the enginespeed shouldbe
reducedproperlyaccordingto the exhausttemperature.
(5)
Readingsof lube oil pressuregages should be in the range given in Chapter1.

Pressure difierence between inlet and outlet of the lube oil filter should not exceed
0.1MPa. Otherwisethe filter should be cleaned up. lf this pressuredifferenceis
evidentlydecreasedsuddenly,the mosl possiblecauseis the burstof the filterscreen
whichneedsto be reolaced.
The lube oil temperatureshouldagreewith the value given in Chapter 1
(6) Water pressure gage should maintain certain pressure.Water flowing must be
observedfrom the outflowobserver.The freshwater outlettemperatureshouldbe less
than 85C. In casethatthe freshwaterpumpis in failureand the engineis cooledwith
sea water, the coolingwater outlet temperatureshould not be higher than 55"C while
the water inlet temperatureshouldnot be lowerthan 25C by regulatingthe heating
valve. lf the enginebeing seriouslyoverheateddue to no water by any cause, the
engine should be shut down for taking measures.lt is not allowedin this case to
quicklyfill up coolingwater,in orderto preventthosethermalloadedcomponentsfrom
cracking.
Regulateevery cylinderto ensureequalwater outlettemperatures.Toucheach cylinder
to checkif the readingbeingabnormaldue to passageblocking.
(7) Check the level of the re-circulating

lube oil tank, daily fuel tank, the governorand
turbocharger.
Apparentlevel decreaseof the recirculatinglube oil tank may indicateleakageor
blockingof the pipe systenror failureof the oil suctingpumpof the engine.lf the level
being increasingwhile the pressurebeing normal,some water or fuel may be mixed
with the lubeoil.At thistimethe engineshouldbe shutdownfor correcting.The oil tank
should be completelyrefreshed.
(8) Exhausttemperatureshould be checkedevery hour and should not exceed450C
(exhaust temperatureshould not exceed 430 C with HFO operation) with the
difierencebetweenthat of diffbrentcylindersshouldnotexceed30C.
(s) Observethe exhaustcolorli
accordance
withthe pointsgivenin Chapter13.
12-8
a
o
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o
a
o
a
o
a
a
o
a
o
I
o
o
I
o
o
o
o
a
a
o
a
O
o
a
o
o
o
o
o
o
a
a
O
o
o
o
OF DIESELENGINE
OPERATION
(10) Periodically
openthe test r,i-ri;eto allowflameblowingout for checkingthe combustion
and evennessof different,;'9,:",3"r".
(11) Listen to the engine noise. lf there is some abnormalnoise due to knockingor
loosenedbearings,and other abnormalvibrationandior noise,the engineshouldbe
shut downfor checkingand takingrernedymeasuresimmediately.
(12) Touchthe crankcasefor cornparingtemperaturesof differentmain bearings.lf there
should have some abnormalhigh temperatures,shut down the engine and take
remedyrneasures.
(13) Pay attentionto those exposedcomponentsfor their working,tighteningand locking
conditions,and to the inletflr:cexhaustvalvesfor theirfree movement.
(14) Touch the compressedair 1:ipeto the startingvalve to check the leak-proofness.The
pipewill get hot if air leakaEcexisted.The engineshouldbe shutdown in caseserious
leakagefound.
(15) Check the fuel injectionsystem.Seriousvibrationand/or heat evolutionmay result
from blockage of the tuel injectronpipe, or from overloadingof that cylinder.These
shouldbe eliminatedimmediately.
(16) Manuallyfeedlube oil to placesspecified.
(17) Keep an eye on engine speed fluctuation.The cause for serious fluctuationif
happenedshouldbe judgerijShutdownthe engineif necessary
(18) Writedownall placeswith ;,.iikageand untightness
for takingremedymeasLrres
(19) Maintainsufficientpressureof the air bottle.
12.5Shut Down of the Engine
(1) The load should be decreasedgraduallyuntil no load before engine shout down.
Reducethe speed to 210-230 rpm and run the enginefor 5-15 minutes.Attention
shouldbe paidnot to stopthe engineat the criticalspeedwhendecreasingthe speed.
In doing so, enginetemperatureis decreasinggradually,so as to preventthe engine
Underemergencycondition,the controlhandlecan be
componentsfrom overheating.
'SHUT-Dfr',.!N"
positionto shut down the engineimmediately.
In the
directlymove to
immediately
down
from
full
or
load
shut down,the water
case of suddenlyengines,i,i.l
purnp(not drivenbythe e,,;ire) shouldbe operatedfor 5-15 minutesto ensurefurther
coolingwatercirculation.
(2) lf not to startthe engineagain,all valvesfor fuel oil,lubeoil and compressedair should
t2-9
o
a
a
o
o
o
o
o
O
a
o
o
a
o
o
o
o
o
a
o
o
o
a
o
o
a
o
o
a
o
a
a
o
a
o
a
a
a
a
o
o
OF DIESELENGINE
OPERATION
be closed.
(3) In cold weathercondition,if the enginewill not be operatedfor a longer period,the
coolingwater should be drainedaway at a temperatureabout 30-40C to avoid
freezing.
(4) Open the crankcasedoor for checkingtemperaturesand tightnessof bearingsif
necessary.
(5) Get rid of all troublesfoundand preparefor startingthe engineat any time.
EmergencyOperationof the Diesel Engine
12.6
ln case that a certainmain valve such as the value fixer,etc. is out of order and cannot be
corrected,the speedcontrolcan be carriedout by meansof the emergencycontrolhandle
mountedon the exlensionshaft of the governor.(see Fig. 9-3).At this time, put down the
pawl to fix the emergencycontrolhandleby meansof the ratchetand then carry out the
speedcontrolby meansofthe handle.
12,7
EmergencyStopping the TurbochargerDuring Engine Running
may be in out of orderdue to a certain

When the operationof the engine,the turbocharger
can be stoppedby brakingits turbineshaftonly and
reason.In this case,the turbocharger
operating.
the enginecan stillcontinueto operatewithoutthe turbocharger
After stoppingthe turbochargerin an emergency,work should be done in the following
procedures.
(1) Unscrewthe screwplug at the turbineside to drainthe lube oil and removethe end
cover.
to fix the oil plate.
(2) Use the fixingtoolfor the rotorof the turbocharger
(3) Remove the cover at the end of the air inlet manifoldand then rnounteda net with
meshof 5XSmm.
(4) After stoppingthe turbocr,afgelthe load of the engineshouldbe reducedand at the
The temperature
of each cylinder
sametine pay atlentionto the exhausttemperature.
prevent
After
the shipreturns
the enginefromoverload.
shouldbe notexceed450C to
to the base; the turbochargershouldbe repairedat once.
12.8
WaterWashingof the Compressorof Turbocharger
Air pressure and flow of the compressor,and thus the engine output and exhaust
l2-t0
o
o
o
o
o
o
o
o
a
t
t
a
o
o
e
o
a
o
o
o
a
a
o
a
o
a
I
t
a
o
o
a
a
o
o
o
o
o
o
o
I
o
o
OPERATION
OF DIESELENGINE
in difierentdegreesduringengine
temperatureare affectedby compressorcontamination
can be washedout by meansof water
operation.The compressorwith iightcontamination
jet to the inlet chamber-However,this will have not very good result for a seriously
contaminatedcompressor.ln this case,the betterway is to dismantlethe compressorfor
washing.
withwaterjet is to dash uponib vaneswith smallwater
Principleof washinga compressor
the water
droplets.This is a mechanicalway withoutany dissolutioneffect.Consequently,
used must be clean withoutsolvent,withoutany additiveto avoid adheringto the inner
surfaceof the inletchamber
It is a good way to preventfrom and reduce compressorcontaminationto wash the
However,this can not take the place of washingii
compressorby waler jet periodically.
through dismantlingfor maintenance.lt is suggestedto wash it for every 25-75 operating
nours.
Washingdeviceis shownin Fig. 13-1. Water reservoir(C) is fittedunder 1 meterfrom the
centralline of the turbocharger.
voluteto the inletof reservoir(C).valve(B)
Air pipe (a) connectsthe outletof the compressor
pipe
(W) connectsthe outletof reservoirto the
whilewater
separatesthe air from reservoir,
(A)
compressor.
Cover
should be opened for filling water to
inlet chamber of the
reservoir(C).
washingis as follows.
Operationfor compressor
(1) Loosenthe handwheeland opencoverAof the reservoir.
(2) Fill 0.5Lof cleanwaterintothe reservoir.
(3) Fit back coverAby screwingon the handwheel.
highas the enginehad gottenfullyhot
(4) When the turbocharger
speedid comparatively
throughwarm-upfirstlyand then runningat low loadfor a certainperiod,pressbutton
(B) for 5-8 secondsand then release.Chargedair entersthe reservoiras the button
beingpressedto forcethe waterto the inletchamberof the compressor.
(5) After each tinre of compressorwashing,the engineshouldbe operatedunderthe sanF
Ioadfor at leastt hourand can then be shutdown.
(6) The washingresultcan be ir;dgedby the fact of air pressureand exhausttemperature
variationbeforeand afterw$shing.lf no evidenteffect,furtherwashingcan be carried
out 20 minutesafterthe firsi washing.
12-tl
OPERATIONOF DIESELENGINE
Fig 12-1 Washing device for Compressor of the turbocharger
t2-12
o
t
a
t
OPERATION
OFDIESELENGINE
o
I
O
I
a
o
t
a
o
a
o
a
o
a
I
o
a
o
(l
I
I
I
a
o
o
a
a
a
a
o
I
o
o
a
o
a
o
12,9
Waterwashing of the turbine
12.9.1Water washing of the turbine

When the diesel engine operates on heavy fuel oil, turbine blades are easy to produce
deposit,so the efficiencyof the turbocharger
is reducedand bearingload is added,These
depositmustbe movedby meansof freshwaterjet.
12.9.2 fhe periodity of water Washingis decied by conhmination degree
It is suggestedthat the periodityof waterwashingshouldbe 24 hours,the water pressure
is not lessthan 0.05MPa,ltis notedthat the engineshouldn'twash beforestoppage,during
returningwith no-loador duringturningin low speed.when the turbochargeris seriously
contaminated,
the turbineshouldbe washedby the professionat.
12.9.3 fnstruction of pipes ( tig.12-2|
a. The functionof the stopvalveis to shutdownthe watersourceof washing,
b. The functionof the washwashingvalveis to switchthe water.
c. The functionof the drainingwateris to drainthe wastewaterinsidethe turbine.
12.9.4 The function of three-way cock
a. When the handleis in the normalposition. the watersourceis cut off from the turbine.
When the waterwashingvalve is open,the "inspectinterface"of three-waycock should
jet water.
b. When the handleis in the insl,ectposition, the watersourceis cut off from the turbine.
When the waterwashingvalveis open,the "inspectinterface"of three-waycock should
exhaust.
position, the watersourceis connectedwiththe
c. When the handleis in the water-washing
turbine.When the waterwashingvalveis open,the waterentersturbine.
12.9.5 Produceof the water washing of turbine.
a. Decreasethe load of the dieselengineso thatthe exhausttemperatureis between200C
to 300C.
b. openthe stopvalve
c. open the drainingvalve.
t2-13
o
t
o
t
OPERATION
OF DIESELENGINE
o
o
o
o
t
I
a
o
a
a
o
o
o
a
Voshing
vulve
-l
o
o
a
a
o
o
o
a
a
o
o
o
I
a
o
a
o
a
o
o
I
o
o
rooler
_l
Voter pipe
Bostspositing
B0sispositing
A Vlew
Voshinn-r-
Threewuvcock
Sosispositing
l.
r
l l l r n s p e cp0siTi0n
Y
Fig.{2.2 Washing device of the turbine
t2-t4
a
o
o
o
a
a
o
o
a
a
t
OPERATION
OF DIESELENGINE
d. put the handleof three-waycockof exhaustmainfoldin the positionof waterwashing
e. openthe waterwashingvalveto makethe waterjet for 2-3 minute
f. After finishingthe washing,closethe valveof waterwashing,stop valve,drainingvarve,
put the handleof three-waycock in the normalposition,makethe enginerun not less
than 10 minutesto ensureall oartsdried.
a
a
g. After finishingthe washing,checkthe water lever of expansionwater tank in order to

supplywater in tirne.
o
o
12.{0 TechnicalMaintenance
Schedulefor the Engine
o
I
o
o
o
a
o
I
o
o
o
a
t
o
o
a
a
o
a
o
o
a
a
a
a
o
o
)
Enginetroublewill be reducedto minimum

if the above-mentioned
operational
instructions
can be observed.The maintenance
schedulegivenin Table12.1for normaloperating
conditionscan be referredto however,troublesoccurwithinthe maintenance
interval
shouldbe treatedin time,and hopefullythe maintenance
will
be
work
carriedout in a
shorterinterval.
Addeditemin dailymaintenance
for newenginesafterputting
in operation
Operating
Hours
20
Cleaning
thedoublebaneltypelubeoilfilterin turn
Changinglubeoil
Checkingthe pretighteningforceof the connectingrod bolts
Checkingthe pre{ighteningforce of the tie bolts
t2-t5
CU
1 0 0 300
o
a
a
o
o
o
a
o
a
a
o
o
o
I
o
o
o
o
a
o
o
o
t
a
o
t
o
I
o
o
o
o
o
o
o
a
o
a
a
a
a
o
o
OPERATION
OF DIESELENGINE
Table12.1
ine MaintenanceSchedule
Operating
Hours
Checking the oil level in the
circulatingoil tank.
Checkingthe fuel levelin the daily
fuel tank and drainingthe water
accumulating
in it.
Checking the oil level of the
governor.
Checking the oil level of the
turbocharger
Checkingthe pressureof the

startingand remote control air
bottlesanddraining
thecondensed
waterin thebottles.
Checkingthe condensedwater in
the air filter and water-air
separatingfilter.
Drainingthe condensedwater in
the supercharging
air inter-cooler.
Checking the function of remote
Checkingthe circuit of the alarm
Manually
oilingpositions
required.
Checking
the readings
of all kinds
of instrumentation
and recording
them.
Cleaningthe surfacesof the diesel
Washingout compressorduring
operating
Washing out turbine during
(HFOengine)
operating
12-16
a
a
a
o
o
a
o
o
o
a
o
o
o
o
o
I
o
o
o
o
a
o
a
a
o
O
o
a
o
a
OPERATION
OF DIESELENGINE
llem
Operating
Hours
100 250
Cleanthe lube oil strainer
Cleaningthe fuel fine filter and

strainer.
Fillingthegreasecupwithgrease.
Checkingthe valveclearance.
Checking the tightness of the
connectingrod bolts.
thetightness
Checking
of the main
bearingbolts.
Checking the tightness of the tie
bolts.
Checking the silence-filterof the
turbocharger.
Cleaningthe startingair filter.
Checkingand cleaningthe safety
valveof each cylinder.
Check the fuel injectionpressure
and removingcarbondepositlayer
on the iniector.
Checking if the valve spring has
broken
o
o
o
Checkingif the startingvalve acts

freely
Checking if the starting air
distributoracts freely.
Checking if the explosion'proof

door acts freely.
Checkingthe inner surfaceof the
cylinderlinerby meansof a mirror.
o
a
o
o
o
o
a
o
o
Daily
Refreshing the lube oil of the

turbocharger
12-11
500 1000 2500 3000 5000
a
a
a
a
o
o
o
o
a
o
o
o
o
I
o
o
a
o
a
OPERATION
OF DIESELENGINE
Item
Daily
Operating
Hours
100 zcv
o
a
o
a
o
a
o
a
o
a
Checkingthedrivinggearsfor
threepumps.
Checkingthe foundationboltsfor
tightness.
Checkingthe crank-webdeflection
Testing
thefuelinjection
Advanceangle.
Checking
thewaterpumpshaftfor
leakage.
Lappingthe startingvalve
lf necessary
Lappingthe inletandexhaust
valves
lf necessary
Refreshinglubeoil of the engine.

Refreshingthe lubeoil of the
governor.
Checkingthe clearancebetween
the valvespindleand guide
Removingthe waterscaledeposit
in cylinderwaterchamber.
Replacingall the anti-corrosion
zinc plates.
Cleaningthe carbondepositlayer
on the pistons,and cylinderliners
and cylinderheads.
Checkingthe wearingconditionof
pistonrings.
o
O
o
o
1000 2500 3000 5000
Checkingthe evennessof different

cylinders.
Checkingthe drivinggearsfor the
camshaft.
a
o
o
a
a
500
12-18
o
a
o
a
a
o
a
o
t
o
o
o
a
o
I
o
a
o
I
a
o
o
o
a
o
a
o
a
a
o
o
o
o
o
a
o
a
o
o
o
o
OPERATION
OF DIESELENGlNE
Item
Daily
Operating
Hours
1 0 0 250
s00 1000 2500 3000 5000
Check the clearance of the

connectingrod smallend bush
Check the clearance of the
connectingrod big end bearing.
Checkclearance
of the rockerarm
bearings.
Checking rocker push rod roller
and its bushfor wearingcondition.
Checking the clearance of the
camshaftbearing.
immediatedrivinggear bush.
elasticgear bush.
Disassemblingand checkingthe
lubeoil pump.
Disassemblingand checking the
fuel deliverypump.
Removingthe water scale deposit
in cylinderlinerwaterchamber.
Disassemblingand checking the
fuel injectionpump.
Removingthe depositin bothends
of the lube oil cooler.
Removing the deposit in the
superchargingair inter-cooler
Checkingthe lube oil pressure

regulating
valve.
Checkingthe wearingconditionof
the mainbearingshell.
Whennecessary
t2-t9
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OPERATION
OF DIESELENGINE
12.11 EngineStorageand Reuse
o
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o
The enginehas beenpreservedbeforedeliveryto preventengineand its componentsfrom

corrosionduringtransportation
and/orin storage.The validperiodof the preservation
refers
to the "the deliverytechnicalcondition'.lf the preservationexceedsthe valid period,the
engine must be cleanedand preservedagain.The followingconditionmust be complied
with duringtransportation
and/orin storage.
(2) The enginepackingcase shouldbe cleanedout as arrivalat the storehouseand then

moveintothe storehousein time.
o
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12.11.l EnginaTransportationand storage
(1) The enginepackingcaseshouldbe coveredwith canvasduringtransportation.
(3) The storehousefor the engineshouldbe dry.The roomtemperatureshouldbe kept in

the range of 5-30C with the temperaturevariationduringthe clock round being not
exceeding10C.
The storehouseshouldbe completelyisolatedfrom any corrosivegases (suchas smoke,
acid, seam,ammoniaetc.).
The engine should not be stored togetherwith corrosivematerials and/ot producb (acid,
base, salt or other chemicals,rubberproductsand batteries\.
(4) The enginepackingcaseshouldbe checkedas soonas deliverybeingtakenover,since
the packingor oil seaiingmay have been damagedduring transportation.
The case
should be openedand remedymeasuresshould be taken immediatelyas water had
leakedinto the case. In general,the case shouldbe openedfor inspectionin ten days
from the date of arrival.Anti+ustoil shouldbe appliedagainto thosesurfaceswherethe
anti-rustoil layer had been damaged.lf rust corrodedarea found,the rust shouldbe
removedand then anti-rustoil applied.Cleanthosesurfacesfree of anti-rustoil with a
pieceof dry cloth.
(5) The oil sealingshouldbe checkedat leastonce a month.
12.11.2 Before the First Starting
Beforethe first starting,oil layer on the outer surfacesshouldbe cleanedup. The room
temperaturefor doingthis shouldnot be lowerthan +10C as too low a roomtemperature
will makethejob quitedifficultOil layeron the outersurfaceor on the movingpartsshouldbe cleanedwith a pieceof cloth
of 35-40C.
dippedin dieseloil betterwith a temperature
l2-20
a
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OPERATION
OF DIESELENGINE
Pump lube oil into the engineby an independentoil pump until lube oil flowingout from
bearingsand other oil holes.Removedirty oil in the enginebed-plateand clean it by dry
cloth.
Removepossibleoil on top of the pistonvia the injectorholes.Smallquantityof oil leftwitl
be blewout beforestartingup when"air blowing".
lf there being more than 15 days from finishingthis job to the first enginestarting,a thin
layer or lube oil shouldbe appliedto engineinnerand outersurfaces,and checkedevery
oay.
12.11.3 Temporary preservation
ff the engineis stoppedfor a shortperiod(forexamplefor 20-30 days).it shouldbe carried
out temporarypreservation.
(1) Drainingoff coolingwaterin coolingsystemand blowingout by compressedair.
(2) Pump lube oil beingdewatertreatedinto the engineby an independentoil pump until
lube oil flowingout from all lubricatedplaces.Turn the crankshafffor 3-4 turnsduring
lubeoil pumping.
(3) Rotatethe crankshaftand add lube oil to the valve spindleto ensure the oil flowing
throughthe gap betweenvalvespindleand valveguide.
(4) Injectdehydratedairshaftlube oil into cylindersvia their injectorholesand then slowly
rotatethe crankshaftfor 2-3 turns.
(5) Cleanout componentsurfaceswith a pieceof clothwith gasoline.and applya thin later
of grease to those surfacesnot pained.
(6) Fill up the fuel systemand deliveryfuel oil to injectorby pryingthe fuel injectorpump.
(7) Turn the enginefor 3-5 turns after pumpingsome lube oil into the engineevery five
oays.
12-21
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@,r"rE
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ANDREMEDIES
CHAPTER
13TROUBLE
SHOOTING
Commontroublesof dieselenginesand remediesare describedin this chapter.
Howevel treatmentof a troubleencounteredshouldnot be limitedto the contentgiven in
this chaptel the base of correctjudgmentfor any trouble occurred is to understand
completely the design and performanceof the engine itself via reading this operating
manual.
13.1 Engine Stop after Startingfor Less than One Turn
No. Causesand featuresof the trouble
a
a
o
o
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I
Remedymeasures
Checkthepressure
of thestartingair
bottleandchargeairto a pressure
of
2.94MPa
Insufficient
starting
airpressure
Toosmallopeningof the mainstarting

valve
valvedue to seizureof the valveor Checkthemainstarting
piston
Test the startingvalve in cylinder

Valve stem is seized at the opening headsusingcompressed
air to find
position or is not fully sealed, the out the failed valve and lap it as
necessary
or checkthe valvefor its
controlpistonis seized
movingfreely
The pipe betweenthe air distributor Introducedcomoressedair to check

if the pipeis all right
and cylinderis blockedup
Incorrect
of pipesof theair Check if the pipes are arrectly
connection
connected
distributor
o
a
o
o
sHoortNc
ANDREMED.E'
Fasteningbolts of startingcam are

Replacethe pin or tightenup the
loosened,or positionpin of the cam is
bolts
broken
13-1
o
o
I
BLESHOOTING
ANDREMEDIES
o
o
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I
13-2 No firing or uncontinuousfiring even the speed being quite enough, and
the engine stops as moying the control handlefrom 'Starting' to 'Operation'
No. Causesandfeatures
of thetrouble
Check if all valvesin the fuel pipeline

No or insufficient
fuelentersthe fuel have been opened,fill up fuel pipeline
pump
and fuel injector pump with fuel oil
beforestartingthe engine.
Air existedin the fuel systemand/or
Releasingair fromthe fuel system
fuel injectionpump
o
a
a
o
o
Veryfewor no fueloil injectedor very

Repairthe injector
pressure
lowinlection
Checkthe correctconnection
of pipes
Fuelcontrolrodcouldnotbe moved of starting accelerator or if the
accelerator
beingseized
Insufficient
compressedpressure:
(1) Toomuchpistonringwear
(2) valveleakage
(3) pistonringsburned
o
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o
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a
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I
)
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t
Drainofffueloilfromthedailyfueltank,
the fuel systemand filter, fill up the
systemwithcleanfueloil
Too much water in fuel oil
a
a
Remedymeasures
Replacepiston rings: replacecylinder

linersif necessary
Check valve springs and valves, lap
valvesif necessary
Poorfuelmobility
whenheavyfueloil
Preheatedthe fuel oil
used
As the control handle being placedon the position, 'stoppage',the engine
is started immediatelyas the outlet valve of the air bottle ooened
N o . Causesand batures of the trouble Remedymeasures
1
Seizureof the mainstartingvalveor Get rid of seizure
controlvalve
13.3
13.4
As the control handle being placed on the position, 'stoppage', the engine is
not
N o . Causesand featuresof the trouble
Remedymeasures
Find out those pumpsstill deliveringfuel
oil and push their fuel racks to no fuel
One or more fuel injectionpumps
position. lf being seized, loosen the
are still deliveringfuel oil as the
connectorof fuel injectionpipeto stop the
handlebeingat 'stop'position
engine, and check the no fuel delivery
position of the pump and get rid of
t3-2
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BLESHOOTING
ANDREMEDIES
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serzure.
13.5
No. Causesand featuresof thetrouble Remedyneasures

oil tank.
Insufficient oil pressure of the Check oil level of re-circulatino
1
and add lubeoil to it
re-circulatinq
oil tank
Air is suckedintoin thesuctionpipe check the suction pipeline,get rid of
2
untightness
Troublesin the non-return

valve,or Shut down the engine, wash out the
screenand checkthe non-returnvalve
blockage
of thefilterscreen
Seriousleakagein lube oil pipeline
o
o
o
a
o
a
t
Check the pipelineand get rid of the

leakaoe
Too much clearane or incorrect

assemblingof lube oil pump gears,
Overhaulthe lube oil pump
resultingin abnormalworkingof the
pump
o
I
No or insufficientlube oil pressure
thepipe
Blockageor ruptureof the pipefor Cleanup or replace
lubeoil manometer
Damageof the lubeoil manometer
Blockageof the slide valveof the Cleanupthevalveor replacethe springif

valveor damaged
lubeoil pressureregulating
damaqeof the spring
Too muchbearingclearance
Replaceit
Checkthe bearingclearance,replacethe
bearingif necessary
a
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t
o
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t
13.6 Pressuredifferenceof the filter beinghigherthan0.2MPa.

No.
Causesand featuresof the trouble

Blockageof the filterscreen
Rernedymeasures
Washout the filter
s
increased(ru
ne
N o . Causesandfeaturesof thetrouble Remedymeasures
Abnormal
workingof thegovernor Stop the engine immediatelyand check
13.7
1
2
3
the governor
Seizureof the gear rack of the fuel Stop the engineimmediatelyand get rid
of the seizure
injectionpump
Abnormalworkingof thc governorStop the engine and check it, repair if
necessary
drivinggear
13-3
t@,
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13.8Abnormalnoiseduringengineoperating
N o . Causesand featuresof the trouble Remedymeasures
Rhythmicalringing sound of metal Re-adjustingthe fuel injectiontiming or
knockingin the cylinderdue to too reducefueldelivery
1
early fuel injectionor overloadingof
the engine
Too much retardof fuel injection,Re-adjusting
the fuel injectiontiming
Air leakedinto fuel system
Enginecomponentnoisegenerated
(1) Noise from too much clearance Replacethe piston or the cylinderliner
between the piston and the accordingto the wear condition
cylinderliner,noiseis reducedas
enginewarmedup
Maintain the normal clearance by
(2) Sharp and low noise from too replacingthe bush of conneclrngro0
muchclearanceof the pistonpin, smallend
featured by more serious during
idling
Check the connectingrod bearing, its
(3) Noise from too much clearance clearanceand tightnessof connecting
of the big end gearing,featured rod bolts. Replacethe connectingrod
by more heavy noise when bearing if ne@ssary to maintain the
suddenlyreducedenginespeed clearancespecified
from rated one
(4) Ruptureof valvesprings,sticking Replace the valve spring, check the
of the valve stemwhich couldn't clearancebetweenthe valve spindleand
follow the movement of the guide,replacethe valveif necessary
rocker-arm, knocking noise
generatedas the piston closing
Stopthe engineimmediatelyand inspect
to T.D.C
(5) Commencementof scuffing of the engine,replacepiston and cylinder
the cylinder bore, heavy and linerif necessary
gradually increasing unsharp
metalfriciionalnoisegenerated
(6) Other kind of noise due to too Replace the gear and/or other related
much running clearance of partsaccordingto theirwear condition.
gearscouldbe listenedto as the
speedbeingsuddenlyreduced
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generatingnon-ringing,deep and
suppressed
knocking
soundfromthe
cylinder
a
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I
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BLE SHOOTINGAND REMEDIES
Get rid of air leakage
13-4
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sHoorlNc
ANDREMEDIES
@rrrE
13.9Abnormal
and non-uniformof
ne
of thekouble Remedymeasures
,|
Unfiring or poor combustion of Check the fuel injection pump and

individualcylinde(s)
iniector
pressure,
Difference
in fuel injection
Re-calibrate
amountof fuelinjection
andinjection
timingbetween
cylinders
Air leakedinto ihe fuel system
Fuel leakagefromfuel pipes,fuel oil Checkthe fuel pipelineand watercontent

mixedwith water
of the fuel
pressure Checkthe tightnessof cylinderheadand
Insuffi
cientcompression
vatves
High exhausl back pressuiedue to
pipeline
Cleanupexhaust
blockageof exhausipipeline
Abnormalworkingof the governor
Checkthe governor
13.10 Speeddecreasinounti
No. Causesandbaturesof thehouble Rernedv
measures
Check the water contentof the fuel oil.
1 Waterentersthefuel
Drain off the fuel oil from the fuel system
and add cleanfuel oil intothe svstem
a
o
a
O
o
o
a
o
a
o
o
Fuel delivery to the engine is

Add fuel to the dailyfuel tankand checkif
reducedas no morefuelin the dailv
all valvesbeingcorrectlyopened
fueltank
Air existedin thefuelsystem
o
o
a
Get rid of leakedair
Getridof airin thesystem
Fuel deliverycan not be increased

due to low lube oil pressurein Checklubeoil pressurein the govenror
servo
oovernor
Scuffingof the rylinderbore
Seizureof lhe bearing
Shoutdownthe engine.Cleanup, repair

or replace according to the actual
condition
Shut sown the enginefor checking.Pay
attentionto freeflowingof the lubeoil
13.1 I Dark smoke of engine exhaust

The light blue smokingin the exhaustgas meansthat the lubricatingoil has enteredthe
cylinder.The white smoke means that the water has entered the cylinder.The black
smokingrneansthat the diesd..Salis excessiveand not be fullycombusted.The lightgrey
13-5
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BLESHOOTING
A N DR E M E D I E S
is allowed.
1
o
o
o
smokedueto overloading
Overloadingof individualcylinders, Checkexhausttemperatures,
adjustfuel
somecylinderswith dark smoke
deliveryof eachcylinder
pressure,
Sometimes
the fuelinjection
the inlectorwith fuel oil Re-adjust
lap
lowinjectionthe needlevalve,replacefuel injection
drops,pooratomization,
nozzleif necessary
oressure
4
o
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a
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a
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o
a
o
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a
a
Remedymeasures
and dark Reduceengineload
Highexhausttemperature
8
I
Much retardof fuel injection,part of Re-adjustthe advancedangle for fuel

the fuel is burningin exhaustpipe, iniection
leading to dark smoke in exhaust
gases
lnsufficientcompressionpressure,Checkthe valve springs.Tightnessof

valvesor cylinderheadsleakage
valves and cylinderhead. Check the
wearcondition
of pistonrings
Lube oil leaks to combustion
pistonrings
chamberas the resultof wornoiston Cleanoutor replace
ringsor insufficient
elasticity
of rings
Lube oil splashes onto the liner
surface and leaks into c,?mbustionStop engine and check oil level of the
chambersdue to raisedoil levelas a crankcase.Checkthe pumpfor fault
resultof non-emptyinq
oil sump
Water in combustionchambersor Check if cracks in the cylinder head.
waterin fueloil
Drainoff the fuel contentswater
Poorfuelquality
Change fuel oil or add necessary

equipment
Too much carbon depositin nozzle

Removecarbondeoosit
rinqsof the turbocharger
Depositin compressorsilencerof the
11
Removedeposit
turbocharger
13.12 Oil level increasingin lube oil re-circulatingtank
iank risesdue mainlyto coolingwater leaksinto lube oil
The oil levelof the re-circulating
with lightyellowfoam,in comecaseswithoutcolorchangebut somewater bubbleson the
tank wall.Takea cup of lubeoil of 300 gramsand waitfor one hour,then checkif thereany
waterin bottomof the cup. lf waterfoundin the bottom,checkfor waterleakageand get red
of it. Refreshall lubeoil.
Rernedvmeasures
Damage of the lower "O" ring in the Replacethe "O" ring
1
cylinderliner
10
13-6
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BLE SHOOTING
AND REMEDIES
o
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O
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Waterleakageof the lube oil cooler
Checkthe coolerand get rid of water

leakage
Water leakagethroughholes resulted

Replacethe cylinderliner
from cavitationof the cylinder
I 3.13 startinq air pi
hot as e ne runn
N o . Causesand featuresof the kouble
Remedyrneasu
res
Air leakagein that startingvalve Shut down lhe engine to check the
1
wherethepipegettinghot
startingvalveandvalvebody,lap it, and
checkbycompressed
airafterassembled
Damage of the shim in such a Replacethe shim
2
startingvalvewherethe pipegetting
hot
13.14 oo
or too low exhausttemperature
No. Causesandfuatures
of thetrouble Remedymeasures
Toohighexhausttemperature:
(1)Toohighengineload
Reduceengineload
(2) Tooretardof fuelinjection
Re-adjustfuel injectiontiming
(3)
1
Leakage
of injectors Cleanup or replace
or dripping
(4)Thermometer
fault
Replace
(5)Blockageof the turbocharger
or Get rid of the blockage
compressor
Toolowexhausttemperature:
(1)Thermometer
fault
Replace
(2)Thermocouple
fault
Reolace
(3)insufficient
inserteddepthof the Maintainan inserteddepth of 112 pipe
z
thermocouple
diameteror above
(4)thermocouple
indicator
fault
Checkor repair
(5)no fuelinjectionin sucha cylinder Check fuel delivery of the fuel injection
where the exhausttemperaturepumpandiorinjector
beingquitelow
Exhausttemperature
of onecylinder Re-adjustfuel deliveryof cylindersto
being35C higherthan
theothers maintain
samefueldelivery
13-7
o
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o
o
o
o
O
o
o
o
a
o
o
o
sHoorlNG
ANDREMEDIES
@'"'E
13,15 Too high coolingwatertemperature
Causesandfuatures
of thetrouble
No or insufiicient
waterdeliveryof
thefreshor seawaterpumps:
(1)Closureor faultof theseachest Checkthe sea chest
(2) Btockageof the seawaterfilter
Clean out the lilter
(3)Air leakedintothewaterinletpipe Check and maintaintightnessof all pipe
connectors
a
a
o
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o
a
a
o
a
O
o
o
a
o
o
o
a
a
a
o
a
Remedvmeasures
No.
z
2
(4)Damageof the impellerof water

pumps
Check the water pump, re-adjust the
(5)Poortightness
clearanceor replacethe impeller
Replace "O" rings, rubber bushes or
(6)Insufficient
circulating
freshwater othersprings
Add fresh \it/aterinto the exoansionwater
tank
Gas cellsformedin cylinderheadsor Escapeup leakedair to allowfree flowing
in waterpipelines
of water
fault
Replace
Waterthermometer
Reduceengineload
Heavyengineload
part
Coolingwaterflowsthroughonly
Checkthe coolingwaterpump
of cylinderheadsdue to insufficientor startup the stand-bywaterpump
water output of the water pump,

temperatureof the cylinderhead
beinghigherthanwateroutletpipe
Thisshouldhappen
whentouching.
duringlow speedoperationas the
water thermometerbeing not in
effect
13.16 Too high lube oil temperature
of thetrouble
1
Heavyengineload
z
Deoositin the lubeoil cooler
q
Poorlubeoil quality
Remedymeasures
Reduceengineload
Cleanup the cooler
Refreshlubeoil
o
a
o
o
13-8
:@,
.
o
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BLESHOOTING
ANDREMEDIES
-::=
13.17 Vibrationand noiseof the turbocharger

Note:The speedof the turbocharger
is veryhigh,if any abnormal
vibrationand noisyis
found. lt is necessary
to stoptheengineimmediately
so asto checkandrepairthem.
of thetrouble
1
z
2
5
6
Remedymeasures
Vibrationor noisebeingsaboutby Dismantlefor inspection.Replace the

bentor ruptureof turbineblade(s) damaged blade(s)or remove both the
damagedone and that oppositeit and
then do dynamicbalance
too much Replacethe bearing(s)
Bearing damage or
bearingclearance
Shock spring ring of the bearing Replace
broke
Replace
Rotorshaftbent
air
Incorrectassemblingof
sealing, Re-assemble
and regulation
creatingfriction
Blade(s)of turbineor compressor
is Re-adjustthe axial positionof lhe rotor
collidedagainstitscasing
shaft
13-9
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SPECIALTOOLS
CHAPTER14 SPECIALTOOLS
Ordinarytoolsfor enginedismantlingand assemblingsuch as open-endwrenches,socket
wrenches,socketscrewwrenches,screwdriversin diffurentsizesetc. shouldbe provided
by the ctient.
They are:
Necessaryspecialtoolsare suppliedwiththe engineby the manufacturer.
Hydraulictensioningtool for cylinderhead bolts,tie boltsetc., togetherwith the hydraulic
tool for fuel cam regulation.
Specialspannersand sleeves.
Tools for pistons,connecting-rod
cover, main bearingcover, lower main bearingshells,
cylinderliner,valves,impellerof the water pump,camshaftgear,fuel injectionpumpsand
injectors.
Toolsfor valvelapping,for checkingthe advancedanglefor fuel injection,for enginelifting.
Applicationof thes tools is introducedin early of the manual,the followingdiagrams,
namesand relatedstatementsshould provideyou their purposes.
takingthemfor service.
The toolsshouldbe wellstoredfor conveniently
14-l
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SPECIALTOOLS
TOOL NO.
DESCRIPTION
APLICATION
REMARK
320.100.70 rorque
spanner
For fitting or removingbearing cap

and connectingrod bolb.
See Fig.1
320.100.05 Spanner
For fittingor removingconnectingrod

bolts.
See Fig.2
3 2 0 . 1 0 0 . 1 1 Socketspanner
For fitting and removingconnecting

See Fig. 3
rod bolts.
320.1
00.190
320.100.14
320.100.
13
Tool
SeeFig.4
Hand level
For fuel oil pumping of injection

S e e F i g .5
pumps
No.2 Spanner
Forhousing
fuelpipe
of highpressure
SeeFig.6
pump.
for injection
320.100.12 No.l Spanner

320.100.0'1 Spanner
320.100.03
For dismantlinginjectors
socketspanner
Forhousing
of highpressure
fuelpipe
SeeFig.7
pump.
for injection
For dismantlingthe flywheelbolts
For the cylinderheadstuds.
See Fig. 8
SeeFig.I
For fuel pipeconnections

and bollsfor
rockerarm supportingseats.
SeeFig.10
320.100.120ATool
For dismantlingconnectingrod big

end covers-
SeeFig.11
320.100.80
Tool
For fitting or removingpiston pin

SeeFig.12
circlio
Tool
For putting piston into the cylinder

SeeFig.'13
liner.
320.100.09
320.100.30
T-typespanner
Forliftingpistons
320.100.20 Tool
SeeFig.14
For mainbearingnuts.
3 2 0 . 1 0 0 . 1 7 Socketspanner
SeeFig.15
14-2
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TOOLS
SPECIAL
o
t
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TOOL NO.
DESCRIPTION
APLICATION
REMARK
For fittingor removingmainbearing
130A
320.100.
Tool
cap
SeeFig.16
o
a
o
o
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320.100.90
Tool
Forfittingor removing
cylinder
liners. SeeFig.17
320 100.50
Tool
Forfiftingor removing
conicalringsof
SeeFig.18
vatves.
320.100.60
Lappingtool
Forlappingvalves.
320.102.00A
Hydraulic
tensioningtool
For dismantlingand tighteningstay

SeeFig.20
bolts.
320.104.00A
Hydraulic
tensioningtool
For dismantling and

cylinderheadbolts.
320.103A.00
Pump
For tensioningdevice
SeeFig.22
o
o
o
o
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SeeFig.19
tightening
SeeFig.21
320.100.180 Tool
pistonpins.
Forfittingor removing
SeeFig.23
o
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3 2 0 . 1 0 0 . 1 1 0 Liftingtool
For liftingthe engine.
SeeFig.24
320100.08
Dismantling
tool
fueldeliveryvalvesof
Fordismantling
pumps
theinjection
SeeFig.25
320100.160
Testpipe
For checkingfuel injectionadvance

see trg. zb
angre.
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320,100.150 Dismantling
tool
32066.00
Tester
Fortestinginjectors.
SeeFig.28
320.100.40
Tool
Fordismounting
waterpumpimpeller.
See Fig.29
320100.10
Tool
gear
Fordismounting
camshaft
SeeFig.30
a
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For fittingor removinginjectionpump

SeeFig.27
springs.
14-3
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Solutions
KenmarkTech
POWERSECTOR/INDUSTRY& MARINE
services,engine&
KTS providesspecialised
Componentrepairsand major engineoverhaulsto
plants,land based
The power sector,co-generation
Industryand the oil & gas industry.
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In-situ
Lineboringofenginebedplate
c.,
test,repair
N4anufacture,
of fuelequiPment
& recondition
@
@
of alltypesof engine/equipments
ChocKast
(9
Lock'n'Stitch
of dieselengines
Gasconversion
Enginerepairandmajoroverhaul
Services
DoctorDiagnostic
Finetuningof engines
to run
loads.
at optimum
In-situGrinding
crankshaft
iA
Grinding
Bench
Crankshaft
Sparepaftsforallmajorengines
/ eqpmt.
(New/Used/Recond
itioned)
(n
Rods
Reconditioned
Connecting
andothersparesin our stoclvwarehouse.
Having associatecompaniesin Dubai, Shanghai,Korea, Japan& Cyprus.
Supplyof SparcsParts:CrankshaftGrinding:provides
As acknowledged
leadersin the field of crankshaftKenmark
sparepattsfor all majorenginesand
grinding,Kenmarkhavereconditioned
by crankshaftsothermachineries.
to tackleanykindof problem
with ReconditioningSeruices:andhavetheexpertise
thehelpoftheirprinciples.
Our principalshave developedproceduresfor
LineBoring:reconditioning
forcylinder
services
heads,Piston
crowns,
In-situlineboringsis anotrerKenmark
specialty
using Exhaustvalve spindlesand Connectingrods using
toolsand laser-guided
to specially
designedtoolsand machinery
specially
designed
equipment
and libraryof
dati formostenginemodels.
executeworkof exactprecision.
EngineRepairsand Overhauls:FuelEquipmentristhecoreseryice Kenmark
havea longtraditionin FuelEquipment
Diesel
enginerepairs
andmaintenance
repairc.
of Kenmark. Routine maintenancetrouble- We have, over the years, build up a World-wide
forexcellence
infuelequipment
shootingand repairson all majormakesof mainand reputation
services.
auxilliary
engines.
Seruicesto the Oil & GasIndustry:chocking:lGnmarksis privileged
to offerteamsof highlytmined
havepefectedan and experiencedengineers,techniciansand
Usingpoul"bleresinchocks,
l(enmark
dependable
andfastsystemfor alignment
and trudesman
available
for bothworkshop
accurate.
or in-siturepairs,
maintenance,
chocking.
upgrades
and troubleshootingproJects.
on both land based and offshoreOil and Gas
EngineDiagnosisrGives a completediaqnosisof the performanceinstallations.
of the enginebehaviourThis meansthat without Lock'n Stitch:findout Repairs
to castironComponenb
dismantling
variouscomponents
we canactually
usingspecially
adapted
pinsandlockswhich"Stitch",
thehealthoftheengines/componenb.
arrestandrepaitscrack.
PlantInspection:Specialistsrvices:
Providethird party Inspection/ Evaluation
services,lYarine-ISN4and ISPS systems development,
andmonitoring.
Conditionand monitoringof entire plant,Adviceon implementation
designmodifications
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and plantmaintenanceIndustry-Quality
Management
systemto ISO 9001:
programs.
2000,CEmarkingfor Pressure
Equipment
Directive
and
Condensrsand air coolerc:
systemfor Products,
developmen!
QualityAssurance
andMonitoring.
CTI has developedits patentedshieldsrepairfor Implementation
condensor
andheatexchanger
tubesin 1976.Therepair Expertise
from retiredsurveyorof leadingclassification
techniqueinvolves
the installation
of thin walledalloy socreW.
insertsintothe damaged
ends.Thisrepairmethodcan GasConversionof Enginesto DualFuel:
savefrom 75o/oto 90o/oversusthe cost of traditional Dieselenginescan be safelyconvertedto Dual Fuel
retubing.The shield,besidesrestoringthe tube end technology
forthefollowing
reasons
will restoretube-to-tubesheet
hole a.Toextendthebnk capacity
erosion/ corrosion,
of liquidfuel.casas
permitpropermechanical
integrity,
tubecleaning
andin
backupfuel.
many casesrestoreleaking, pluggedtubes to full b.To save on the high
cost of liquid fuel
mechanicallyor c. Tocontrolemissions.
operction.Once expanded-either
Hydraulically
or a hydridof the two , the shieldsthen
benefitshighlighted;
becomeintegralwith the parenttubes. CTI has also Some
.
Duai
FuelControlled
GasreleasecombustionDrocess
developed
dretechnology
failedor plugged
for repairing
is
highly
dependable.
tubeswith FULLlengthLiners.CTI hasinstalledmore
gasimproves
thereliability
of efficientdiesel
than5 millionshieldsin 32 countries
roundthe world. . Natural
in cost, practically
nilldowntime of the plant enqrnes,
Savings
Opemtors
havetheflexibilityto
andlifeextensionaresomeofthebenefits.
runanengineon
gasor 100%
a combination
of dieselandnatural
liouid
tuel.
Engine
lifeisextended
ReducesdieselconsumDtion.
which stretches
sitesupplies
duringemergencies.
gat lasb
Diesel
combined
withnatural
. properly
longerandeliminates
theneedfor largertanks.
pollution
Operate
cleaner
withoutexpensive
controleouiDment.
as clean
Kenmarkis tied up with a companydealingwith Turnsblackdieselsmokeintoemissions
manufacture
of Aircoolels.
Thesehavebeensuccessfully asair
usedon marineas well as powerplantapplications Givesbusiness
a lowcost/ environmentally
friendly
withoutany compromise
in quality.The savingto the
.
alternative
customer
is competitive
downtimeas
costandreduced
All the above- Wthout makingany changes
thesecanbemanufacturd
withina vervsmallfmme.
yourexisting
engine.
TECHSOLUTIONS
KENIYARK
- 400 053.INDIA
8-502,Orchid,Evershine
Park,VeeraDesaiRoad,AndheriWest,lvlumbai
. Tele/ Fax| +91 ZZ 26783775. Mobile: +91 9820557558. E-mail: kenmarktech@g
mail.com
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Guangzhou GDF 8320

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o

.' . ' .' ' . ' .. ' ... . .. ... 11- I

This operatingmanual is for 8320 marine Diesel engine (irreversible).lt introduces

i,,,,, S p e c l i ' fruc e l c r , ,.,; n p t i o nb

MAINSPECIFICAI IONSOF THE ENGINEAND ITS

Clockwise( seenfromthe flyv'rheel

Liftof sea waterpump

0.35 (tobe prepared

Strokeof theplungerof injectior'

Coefficientof soeed fluctuation

Open distanceof oil hole of plunger

Volurneof air bottle

7. ValveTimingand fuel injectionTimirg

Net weightof the engine

Stopfor too low lubeoil pressure

Alarmfor higherlube oil

Air pressurefor the remotecciitrolsystem

Open pressureof cylindersafetyvalve

Open pressureof air bottlesafetyvalve-(at whichthe safetyvalveis opened) --..-. 3.14MPa

Exhaust air temperatureafter the cylinder head {450C

1.3.4. Weights of main componentsneededfor overhaul

raulic Test of Main Com

1 . 3 . 7 RefreshingIntervalFor lube oil

1.3.8 THE FITTINGCLEARANCE

OFASSEMBLY MATCHED PARTS

Gap clearance of '1st

The distancebetweenthe top surfaceof

cylinderliner with tie piston being at

OIMENSIONSCLEARACE PERMISSIBLE WEAR

(at one side)

The structurefeaturesof the model8320Marinedieselengineare as follows:

Main Moving Parts

3.1.1. Nodular graphite cast iron crankshaft

Fig. 3-1 Nodulargraphite cast iron Crankshaft

to 5.orowith shim, adjustthe gap betweenend surfaceof passed-oilshaft and seal

Fig. 3-4 The resilientgear

A siliconeoil damperis installedat crankshaftfree end in orderto improvethe torsional

Fig. 3- 5 Elastic Oeflection of Crankshaft

Fig. 3- 6 Measurementof Crank-webDeflection

Crankshaftis supportedcn bearingswithoutflywheel

The crankshaffis fittedwith a standardflywheel,for thatcylinder

3) The crankshaffis elasticallyconnectedto the shaffingand the flywheelis mounted

limib for readiustrnent:

Regularcheckingthe qualityof lubricatingoil, preventingdust or foreignsubstances

Attentivelyobservesurfacesof the journalsand webs,especiallyfilletsand oil holes

Regularcheckingthe wear extent,ovalityand conicityof all journals.lf a reductionof

3.1.3 Piston and ConnectingRod Assembly

The oil-cooledintegral"suspendedtype" piston(1) is made of nodulargraphitecast iron.

417 477 210 330 417 477

Replacingof Piston Ring

Fig. 3-8Assemblingand Dismountingof Piston Ring

The connectingrod bolt is such an imporlantcomponentthat its fracturewill resultin

Removethe smallboltsand lockwasherson the connectingrod bolts.

Markthe relativepositionbetweenthe connectingbolt headand connectingrod.

Try to retightenthe bolt by a torquespannerwith a torqueof 800 Nm. lf the marked

The connectingrod boltsmustbe replacedif any of the followingsshouldhappen

Crack(s)is foundon the connectingrod boli;

The engineis shut-downas the pistonseizedup in cylinderliner.

Accumulatedoperationtime is over 20000hours.