NingBo G6300ZCA MaintenancesManuals 02
NingBo G6300ZCA MaintenancesManuals 02
NingBo G6300ZCA MaintenancesManuals 02
Maintenance Manual
This part of manual provides user with technical data necessary for maintenance as well as
information about main parts.
During maintenance work, user should record the maintenance data such as technical data,
replaced parts and others.
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Contents
1. Main technical data
Longitudinal and transverse cross-section
General outline
Mass of main parts
Tighten torsion for main bolts
Hydraulic testing pressure for main parts
Fit clearance and usage limit for main parts
3. Crankshaft
Crank web distance difference
Crankshaft maintenance
2
Cylinder head maintenance
Cylinder head installation
Water seal pipe
Intake and exhaust valves
Intake and exhaust valve seats
Valve rotator
Removing and installing valve spring
Valve maintenance
Valve driven mechanism
Valve clearance adjustment
Safety valve and indicator valve
8. Turning mechanism
Turning control valve
3
Lube oil filter
Pressure regulating valve
Lube oil cooler
4
Valve maintenance
Manoeuvring system for non-reversible engine with electric control gearbox
Manoeuvring system scheme
Working procedure
Working procedure for local control mode
Engine starting
Idle running (disengaging condition)
Ahead (astern) running
Reversing (ahead→astern)
Engine shutdown
Working procedure for remote control mode
Speed protection and safety device
P Manoeuvring system for non-reversible engine with pneumatic control gearbox
Manoeuvring system scheme
Disengaging valve and reversing control valve
Disengaging release valve
Interlocking valve
Disengaging time delay valve
Solenoid valve
Working procedure
Working procedure for local control mode
Engine starting
Idle running (disengaging condition)
Ahead (astern) running
Reversing (ahead→astern)
Engine shutdown
Working procedure for remote control mode
Working procedure for independent mode
Valve maintenance
Manoeuvring system for generating set
Manoeuvring system scheme
Operating principle
14. Governor
Governor maintenance
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1. Main technical data
Longitudinal and transverse cross-section
6
Longitudinal cross-section for G300 stationary diesel engine
7
Transverse cross-section for G300 starboard engine
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Transverse cross-section for G300 port engine
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General outline
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Rear view for G300 diesel engine
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Free end view for G300 diesel engine
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Top view for G300 diesel engine
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Installation drawing for G6300 diesel engine
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Installation drawing for G8300 diesel engine
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Mass of main parts
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1.4 Tighten torsion for main bolts
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1.6 Fit clearance and usage limit for main parts
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Nominal Type of Tolerance Usage limit
No. Name Dimension fitting (mm) (mm)
(mm)
15 Compression ring openness Clearance 1.4-1.75 4
16 Oil scraper ring openness Clearance 0.9-01.1 4
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Connecting rod small end bush Ф144 0.04-0.06
and connecting rod
Camshaft
18 Camshaft and camshaft bearing Ф90 Clearance 0.08-0.14 0.25
Valve mechanism
19 Intake valve and guide Ф22 Clearance 0.06-0.101 0.30
20 Exhaust valve and guide Ф22 Clearance 0.08-0.121 0.30
21 Intake valve seat and cylinder Ф110 Interference 0.109-0.166
head
22 Valve guide and cylinder head Ф42 Interference 0.009-0.05
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Nominal Type of Tolerance Usage limit
No. Name Dimension fitting (mm) (mm)
(mm)
Injection pump and injector
38 Delivery valve lift of injection 3.5
pump
39 Needle valve lift of injector 0.45-0.55 0.65
Lube oil supply pump and
extracting pump
40 Driven gear shaft and bush Ф60 Clearance 0.072-0.147
41 Driving gear shaft and bush Ф50 Clearance 0.075-0.142
42 Terminal cover and bush Ф60 Interference 0.015-0.065
Water pump
51 Impeller back surface and Ф100 Axial 1.5-2.5
shroud body Clearance
52 Impeller and fore cover Ф100 Radial 0.50-0.675
clearance
Air distributor
53 Distributor seat and bearing Ф102 Interference 0.02-0.07
54 Short shaft and bearing Ф90 Clearance 0.095-0.165
55 Bush and slide valve Ф38 Clearance 0.025-0.077
56 Bush end face and distributor Axial 0.2-0.4
body clearance
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2. Cylinder block and bedplate
2.1 Cylinder block
The cylinder block is a cast iron construction in one piece. The cylinder block is provided with a
door for each cylinder on both the camshaft side and the exhaust side of the engine.
Explosion-proof doors are mounted on the exhaust side of the engine.
The lube oil main pipe is mounted on the exhaust side of the cylinder block. The lube oil pipe
inside the camshaft housing is connected with the lube oil main pipe through the No.3 cylinder
lube oil pipe for 6-cylinder engine or the No.5 cylinder lube oil pipe for 8-cylinder engine.
The inlet water main pipe is mounted on the exhaust side of the cylinder block. Passing through
water passage (42mm diameter) on the cylinder block, fresh water from the inlet water main pipe
enters the water cavity between the cylinder block and cylinder liners, and flows up to each
cylinder head through five tubes between the cylinder block and the cylinder head.
Cylinder block
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The cylinder liners can freely expand downwards. Cooling water leakage is prevented by means of
three cylinder liner seal rings. Between the second ring and third ring a hole is drilled in the
cylinder block, through which hole the cooling water is visible at the exhaust side of the engine, if
the fore two rings leak.
The anti-corrosive zinc plate is mounted on the water inlet cover for marine engine. The cylinder
block and cylinder liner must be carefully treated, maintained and monitored so as to avoid
corrosion, cavitations and scale formation. The anti-corrosive zinc plate should be checked
regularly and renewed if necessary.
Explosion-proof door
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2.1.2 Water sealing ring
There are ten water sealing rings fitted on both ends of five water sealing blocks for each cylinder
head. When mounting the cylinder head, pay attention to these rings and coat sealing glum on
them if necessary. It is recommended to renew these rings after removing the cylinder head.
2.2 Bedplate
The bedplate is made of cast iron in one part.
As shown by installation drawings in 1.2, there are 28 holes for 6-cylinder engine and 34 holes for
8-cylinder engine, which are used for installing the bedplate on ship. Among these holes, 7 holes
for 6-cylinder engine and 9 holes for 8-cylinder engine should be reamed together with foundation
by the shipyard.
Six M30 screw holes for 6-cylinder engine and eight M30 screw holes for 8-cylinder engine on the
bedplate are used for alignment screws. These alignment screws must be taken out before
tightening the foundation bolts.
There are 8 main bearings for 6-cylinder engine and 10 main bearings for 8-cylinder engine on the
bedplate. Except for the last thrust bearing, each main bearing is fixed with four studs on the
bedplate. For removing the last bearing easily, four short bolts are used for fixing this bearing, and
the last bearing can be easily removed with a special box spanner in the engine room.
For the same purpose, the rear shell on the flywheel end consists of two halves. After removing
the half on the exhaust side, the last bearing can be removed easily. This split construction of rear
shell is also convenient for removing the camshaft from the engine.
The fore shell is of transverse girder construction, which ensures that the fore shell with five
openings to be rigid enough. There are two inspection opens on both sides of the fore shell, which
are used for checking working condition of gears and measuring the gear backlashes.
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a. Pay special attention to tightening torque of main bearing bolts to be up to the stipulated
value.
b. Check the lube oil pipes on the main bearing caps regularly for leakage.
The clearance between main bearing and crankshaft can also be measured with the attached
crankshaft bridge gauge as the following figure.
The clearance between bridge gauge and main journal is equal to total wear of the main journal
and the lower half-bush. Comparing with original data, operator can know the change of main
bearing clearance.
It is absolutely prohibited to adjust the clearance by filing the interfaces of main bearing cap and
main bearing bush.
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Measuring clearance with crankshaft bridge gauge
The standard bearing bush is 7 mm thickness (6.955-6.98mm). The main bearing bush cannot be
scraped. If main journal is worn seriously, thick main bearing bush can be provided for option.
The main bearing bush should be accurately fit to the main bearing, the contact surface between
the main bearing bush and main bearing should be not less than 75 percent of entire surface,
otherwise the main bearing bush may be damaged due to poor heat flow.
Contact rate of main bearing bush can be checked with painting method.
When replacing main bearing bush, contact condition between the main bearing lower half-bush
and main journal should be checked with painting method. The main journal should be in good
contact with the main bearing lower half-bush, the radial contact angle should be within 40 to 60
degree and the axial contact length should be not less than 60 percent of the main bearing bush
length.
The main bearing bush can be replaced according to the following method with the crankshaft not
being lift. It is, however, not allowed to remove two or more main bearing bushes simultaneously.
a. Loosen and remove the main bearing nuts.
b. Carefully take out the main bearing cap and main bearing upper half-bush.
c. Place the special tool GJG-07-100A in the oil hole of the crankshaft (For the first and last
main bearing bushes, the special tool to be GJG-07-200A), turn the crankshaft to take out the
main bearing lower half-bush.
Attention!
Turning is to be done in such a way that the shoulder side of the main bearing bush is turned
upwards.
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When dismantling main bearing lower half-bush, turn the crankshaft clockwise viewed from
flywheel end. When mounting main bearing lower half-bush, turn the crankshaft
counter-clockwise.
During replacing main bearing bush, pay attention to the shoulder position and make a mark for
next time. The position of the upper and lower half-bush should not be mistaken.
d. Install the upper half-bush and main bearing cap.
e. Tighten the bolts in two steps with a torque spanner.
f. Measure the crank web distance difference, which should not exceed the allowed value.
The main bearing cap can be removed with the special tool GJG-04-100 as follows.
a. Fasten the top plate (1) to the lower terminal surface of the cylinder liner with two M12 bolts
(2).
b. Fix the bolt (3) of the threaded rod on the side surface of the main bearing cap. Turn the
thread rod to lift the main bearing cap.
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semi-circular locating holes equally distributed on the outer periphery of the external flange, and
the cylinder liner is located on the cylinder block by one locating pin. Therefore, the cylinder liner
can be used alternatively in four positions. On the top surface of the cylinder liner an annular
groove is cut for installing the cylinder head, the cylinder head copper gasket in the groove can be
used for sealing and adjusting compression ratio. At the lower part the cylinder liner is sealed with
three rubber seal rings. Between the second and third sealing rings a groove is cut for collecting
water if the first and second sealing rings leak. Water in the groove is led out the cylinder block
through a leakage canal drilled on the exhaust side.
2.3.1 Inner surface inspection
a. Measure the cylinder liner inner diameter together with its piston. If the inner surface is worn
seriously or its cylindricity exceeds stipulated limit, replace it.
b. Check the inner surface of the cylinder liner for scores. Turn the crankshaft to move the piston
to top dead center. Check the inner surface of the cylinder liner with a mirror. If necessary,
remove the cylinder head for detail inspection. Replace the cylinder liner if severe scoring
occurs.
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mount the cylinder seal rings on the cylinder liner.
b. The cylinder seal rings mounted should be 0.5-0.8mm above the outer periphery of the
cylinder liner.
c. The cylinder liner copper gasket is provided under the cylinder liner external flange, and the
gasket should be smooth and free of burr.
d. Put up the cylinder head and make a hydraulic test on the cylinder liner to check the tightness
of the cylinder liner seal rings and cylinder liner copper gasket. After replacing a new cylinder
liner, check fitting condition between the cylinder liner and piston.
b. Tighten all pull rod bolts with an one meter long spanner by one person on three steps.
c. Put the hydraulic stretcher on the nut; pump oil with the high-pressure oil pump until the oil
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pressure to 63.7Mpa (65kgf/cm ), and then tighten the nut.
Notes:
The cotter pins cannot be reused during mounting the pull rod bolts.
Removal of pull rod bolts
The pull rod nut should be removed according to the order contrary to that of installation.
a. Put the hydraulic stretcher on the pull rod nut, pump oil with the high-pressure oil pump until
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the oil pressure to 63.7Mpa (65kgf/cm ).
b. Loosen the nut to withdraw a distance of 2-3mm,discharge the oil, and then remove the nut.
c. Tighten a lifting screw on the top of the pull rod bolt, remove the cotter pin and slotted nut on
lower end of the pull rod bolt, and then lift out the pull rod bolt.
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3. Crankshaft
The crankshaft is of high strength rare element-Mg alloy ductile cast iron with a 100 mm diameter
hole in the center of each journal. The diameter of main journal and crankpin journal is 245 mm.
A 16mm diameter oil hole is drilled in the crankshaft from the center of each crankpin to the center
of an adjacent main journal, through the main bearing to the crankpin bearing. From the latter it
passes up through the rifle-drilled connecting rod to the piston-pin bearing and piston for cooling
and lubricating.
On the free end of crankshaft the fore gear, which drives the lube oil pump, fuel transfer pump,
water pump and other accessories, is hot shrunk on the 305 mm diameter journal (304.968-305 mm).
The shrinkage should be 0.199-0.263 mm. When dismantling the fore gear, heat the gear and
simultaneously knock the side surface of the gear with a copper hammer to take it out.
At the fore side of the fore gear an oil slinger is provided, and at the rear side of the fore gear a small
flywheel is hot shrunk on the 306 mm diameter journal (305.968-306 mm) for stationary engine and
marine engine with rated power below 1103 kilowatt.
On the rear end of crankshaft are mounted rear gear for driving the camshaft, rear oil slinger and
flywheel. The rear gear bears the axial thrust of crankshaft on its both sides, and its axial clearance
to thrust bearing must be ensured. Machining the side surfaces of the rear gear for adjusting the axial
clearance is permitted if necessary. The two halves of the rear gear are tightened with four gear bolts,
which tightening torsion to be 235.2-254.8 Nm. Check the joint surface of the two gear halves with a
feeler, and the 0.05 mm feeler should be not inserted. On the outer periphery of the flywheel are
stamped the marks indicating the top dead center position and the angle scale before and after the
top dead center. The flywheel gear ring can be engaged with the gear of electric turning mechanism
or pneumatic starter. A hand turning device is also mounted beside the flywheel.
For marine engine, the coupling should be Geislinger type coupling or highly flexible coupling. For
stationary engine, the flywheel can be connected with the flange of the alternator through a rigid
transiting disc for 6-cylinder engine or a Vulkan type highly flexible coupling for 8-cylinder engine.
To eliminate vibration due to unbalanced parts, balance weights are applied to the crank webs for
6-cylinder engines with rated power above 1323 kilowatts and 8-cylinder engines. Each balance
weight is secured to the crank web by the double process of two heavy steel studs and stout
countersunk dowel pin, each-by itself-being strong enough safely to withstand the centrifugal and
bending forces that could be engendered. The two studs should be tightened on three steps with a
tightening tension of 450-470 Nm.
Notes:
a. The balance weight studs should be checked for every 1500 hours. The studs should be replaced
immediately if loose is founded, which states that there is deformation on the studs.
b. The balance weight studs should be replaced for every 9000-10000 hours operation.
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Crankshaft without small flywheel
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3.1 Crank wed distance difference
The crankshaft should be accurately fitted with the main bearings. Not only contact rate between
main journals and main bearings, but also the crank web distance differences should be measured
by rotating the crankshaft. Poor contact between main journal and main bearing and serious wear
of lower bearing half-bush might cause crankshaft failure due to periodic deflection.
The crank web distance difference is the distance change of two adjacent crank weds on different
crankshaft position, i.e. the difference between the crank wed distances measured at stipulated
points on the crank webs with the crankpin journal at TDC and BDC respectively.
The crank web distance difference states the deflection of the crankshaft.
The crank web distance difference is measured with the dial gauge.
Measurement should be carried out at 0°, 90°, 180°, 270° of the crankshaft positions, and
the piston and connecting rod need not be removed during measurement. The connecting rod may
hinder the operator from making measurement when the crankpin journal is at BDC position,
measurement can be carried out at 15°before and 15°after BDC positions. The average value
can be regarded as the value at BDC position.
If the measurement distance at BDC position is larger than that at TDC position, it means this
section of the crankshaft bends upward. On the contrary, the crankshaft bends downward.
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crankshaft and main bearing bushes for further inspection to determine the necessity of
repairing the crankshaft or replacing the main bearing bushes.
b. At the case of seizure of main bearing or piston, the crank web distance difference should be
checked carefully.
c. Remove the doors on the cylinder block and check lube oil pipes on the main bearing caps for
leakage regularly after a long time operation.
d. Check the oil holes in journals carefully for clogging or presence of foreign matters and
journals for burrs or score before mounting the main bearings and connecting rods to avoid
such serious incident as crankshaft seizure. Pay attention to coating qualified lubricating oil
on the journals and bushes during mounting.
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4. Piston and connecting rod
4.1 Piston
The piston is of ductile cast iron thin-wall integral type. The piston head is reinforced by ribs. The
piston pin seat is separated from the piston skirt, the gas pressure on the piston head will be
directly transmitted to piston pin seat without passing through the skirt. For improving the bearing
condition, the lower part of the piston pin seat is wider than that of the upper part. There is an oil
cavity for cooling piston head. Lubricating oil passes up through the rifle-drilled connecting rod to
the piston-pin bearing, enters the oil cavity, and then exit from the drain hole on the piston. The
piston crown of ω-shape forms the combustion chamber together with the cylinder head. On the
piston top surface there are two M12 screw holes for lifting. Each piston is equipped with four
compression rings and two oil scraper rings.
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connecting rod is split at an angle of 35°.For satisfactory performance from such angularly split
big end, the rod and cap are tongued and grooved. The connecting rod cap is fastened with 2 M30
×2 screws on the upper part and 2 M30×2 bolts on the lower part. For improving bearing
condition, the connecting rod small end and its bush are machined in step shape, matched with the
piston pin seat.
On the same side if the connecting rod body and its cap are stamped matching marks. During
assembling the marks must coincide. The connecting rod cap is on the exhaust side.
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The small end bush may be assembled selectively according to the outer diameter of piston pin to
ensure their clearance of 0.14-0.19mm.
The big end bearing bush may be assembled selectively according to the outer diameter og
crankpin journal to ensure their clearance of 020-0.25mm.
Replace the small end bush or big end bush, if the wear of their bores exceeds the limited values,
the alloy layer on the working surface is seriously peeled off or the bush is scored or seized.
During removal of the connecting rod big end bush without dismounting the piston, the special
tool GJG-07-600 can be used for supporting the piston and connecting rod assembly
Fix the tool on the lower end side of the cylinder liner with two M12 bolts, and the piston and
connecting rod assembly will not drop down.
Removal of the connecting rod big end bush without dismounting the piston
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Use the special tool GJG-05-100 to mount the piston and connecting rod assembly into the
cylinder liner. During installing piston and connecting rod assembly, pay attention to the following
directions.
a. The piston rings should be placed with the gaps 120°apart from each other.
b. The serrated interface direction of the big end cap should be assembled properly; otherwise it
will affect the working conditions of the connecting rod bolts and screws. The correct position
of the connecting rod cap is on the exhaust side. See the transverse cross section of the engine.
c. The tightening torque of the connecting rod bolts and screws must be up to the stipulated
value.
d. When installing a new piston or cylinder liner, it is recommended to coat the piston and the
liner with lube oil mixed with 20-30% of molybdenum disulphide to improve the lubricating
condition and prevent piston seizure. The compression chamber height should be also checked
by putting two 17mm thickness lead blocks on each side of the piston crown along the
crankshaft centerline. The compression chamber height is 11.5-12.5 mm except for the
engines with rated power above 1323 kilowatts (8.5-9.5mm). If necessary, increase or
decrease the copper gaskets of the cylinder head.
e. The mass tolerance of piston and connecting rod assembly should be less than 1.5 kilogram
for engines with rated speed below 500 r/min, and be less than 1 kilogram for engines with
rated speed to be or above 500 r/min.
Piston aligning
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5. Cylinder head
On the top surface of the cylinder liner an annular groove is cut for installing the cylinder head
The cylinder head is one of the parts composing the engine combustion chamber. It is installed in
the annular groove on the cylinder liner and secured to the cylinder block by 8 M36×3 studs. Two
intake valves and two exhaust valves are arranged around the centrally placed injector. There is a
starting valve and rocker arm mechanism, which are covered with cylinder head shell. The safety
valve and indicator valve are located on the right side of intake port.
On the early Model engine is adopted the water-cooled exhaust valve cage, which together with
exhaust valve guide, exhaust valve and valve spring composes an assembly installed on the
cylinder head. On the new Model engine is adopted the water-cooled exhaust valve seat like the
intake valve seat, which is pressed into the cylinder head by means of cold shrinkage,
On the surrounding wall of the cylinder head there are two rectangular covers in symmetric
positions, an anti-corrosive zinc plate is fixed on the inner side of each cover.
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done alternately and diagonally. Don’t re-tighten the nuts on hot engine to avoid undue stress
applied to nuts.
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rotator can rotate the valve slowly on its seat, which would tend to make valve contact band
uniform, improve gas-tightness and prolong its service life. If the valves fail to rotate, the steel
balls or diving spring of the device may be broken and should be replaced.
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5.3 Valve-actuating mechanism
There are an intake guide rod and an exhaust guide rod on the top surface of cylinder head, on
which an intake tappet and an exhaust tappet are mounted respectively. The two tappets actuated
by intake and exhaust rocker arms move perpendicularly to open or close the valves. On one end
of the tappet is mounted a tappet adjusting screw, on the other end is mounted a tappet block,
which is used for adjusting the valve clearance and prevent the tappet from rotating. A rotating
tappet will damage normal valve operation and cause a serious accident.
The valves and rocker arms are actuated by means of cams, rollers, tappets and push rods.
When installing intake and exhaust rocker arms, make sure that the arms are free to rotate.
The roller pin is locked in the tappet seat with a M6 screw, which can prevent lube oil break due to
the roller pin rotating in the tappet seat.
The roller is of nitrogen-hardened alloy steel, and bears very high contact stress during operation.
The roller should be checked periodically for abnormal wear, scores and other damages.
The push rod is made of seamless steel pipe, the push rod head with a spherical seat is welded on
each end.
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valve will open automatically and make a put-put sound. At this case, reduce the engine load first,
and check and remedy the fault.
If gas leakage with sizzle sound is found on the safety valve during normal operation, turn the
square head of the valve stem with a spanner first. If leakage cannot be eliminated, dismount the
valve for lapping or replacing the valve core.
Indicator valve is used to measure peak pressure in the cylinder. When measuring, mount the peak
pressure gauge on it and then open the valve by turning its hand wheel. The valve should be
closed tightly after measurement. High temperature and high-pressure gas leaked from the
cylinder liner may damage the valve core and its seat; the valve should be dismounted for repair
immediately.
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6 Camshaft and its driven mechanism
1. Thrust block 2. Bolt 3. Lock wire 4. Oil hole cover 5. Fuel cam 6. Intake cam
7. Exhaust cam 8. Camshaft 9. Lock wire 10. Bolt 11. Snap plate 12. Key
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Reversible engine camshaft
During installation put the cam sleeves at stipulated positions on the camshaft, pay attention to the
direction of the cam sleeve. The cam sleeves for port engine should be mounted with their big
ends towards the camshaft gear. For starboard engine the small ends of should be towards the
camshaft gear.
Mount the cam on its sleeve according to its timing; push the cam along conicity direction of the
sleeve with hand. Mount the hydraulic tool on the cam sleeve to shrink the cam on the camshaft.
The hydraulic tool consists of two high-pressure handle pumps, one is connected with the cam and
another is connected with the hydraulic tool, as shown in the following Fig.
When the oil pressures reach 109-124 MPa (1109-1260 kgf/cm2) for intake and exhaust cams or
127-147 MPa (1300-1500 kgf/cm2) for fuel cam respectively, the cam will be expanded. The
plunger on the hydraulic tool pushes the cam to move along the cam sleeve till reach its end face.
After the cam reaches the end face of the cam sleeve, release the oil pressure within the cam first,
and then release oil pressure within the hydraulic tools. At this time, the cam will shrink and tight
the cam sleeve on the camshaft. When mounting cam with the hydraulic tool, the plunger stroke is
8 mm.
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When dismounting cam, pump oil into the cam slowly by means of the high-pressure pump, and
the cam will slide along the cam sleeve automatically after the cam is expanded. To prevent the
sleeve from deviating its original position and the cam exit suddenly, mounting the hydraulic tool
during dismounting the cam is recommended.
The axial positions and angles of the cams have been adjusted correctly before ex-works. If the
cams or the timing need be adjusted during maintenance, this work should be carried out under the
direction of the manufacturer.
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for the large intermediate gear. At that time, the locating hole on the pivot flange should be reamed
anew and a new dowel pin should be fitted.
After replacing a new gear, check the valve timing. If necessary, remove two dowel pins on two
intermediate gears and adjust the valve timing by moving the relative position of the two gears.
After adjusting valve timing, ream the locating holes and fit the dowel pins anew.
When mounting the gear back, pay attention to the marks on the gears, otherwise, the valve timing,
injection timing or starting timing will be incorrect.
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7. Front end transmission gears
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fly-ball valve through the fly-ball valve transmission bevel gear 4 (z=34, m=2.5).
The fly-ball valve is only used for reversible engine. For non-reversible engines, the fly-ball valve
and fly-ball valve transmission gear are cancelled, and the seat hole for installing the fly-ball valve
on the fore shell is sealed with a cover.
If the Hall sensor is used for replacing the tachometer motor, the gear 2 should be changed with a
new bevel gear (z=30, m=2.5), and the tooth number of its driven gear is 36.
All above-mentioned gears are made of Grade 35CrMoA alloy steel with their surfaces
nitrogen-hardened
The lube oil pipes are led to lubricate the transmission gears from left and right sides of the fore
shell. On the upper side of the fore shell there is another pipe for lubricating the fly-ball valve
transmission gear.
For the backlashes of these gears, see chapter 1.6 “Fit clearance and usage limit for main parts”.
Abnormal noise or knocking noise is not permitted in the fore end transmission gears during
operation. If any, stop the engine immediately and dismantle the pumps, check the fore end
transmission gears to remedy the fault.
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8. Turning mechanism
48
9. Fuel oil system
1. Daily fuel tank 2. Preliminary filter 3. Fuel transfer pump 4. Fine filter 5. Pressure gauge
6. Injection pump 7. Injector 8. Overflow valve 9. Sludge fuel tank 10. Main fuel pipe
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9.2 Fuel transfer pump
There are two types of fuel transfer pumps respectively for reversible engine and non-reversible
engine, and there are starboard model and port model for each type.
The reversible fuel transfer pump for starboard engine, as shown in Fig.1, is driven by the
crankshaft fore gear. In the pump body there are four ball valves. Among these valves, two inlet
valves are on lower part and two outlet valves are on upper part. When the engine runs ahead, the
inlet valve 1 on the lower-right part opens, the fuel is delivered by the gear pump to open the
outlet valve 4 on the upper-left part. When the engine runs astern, the fuel is sucked from the inlet
valve 2 on the lower-left part and delivered from the outlet valve 3 on the upper-right part.
The delivery capacity is same for ahead and astern running. On the bottom of the fuel transfer
pump is a pressure-regulating valve with set pressure of 0.2MPa. When the delivery of the fuel
transfer pump exceeds the required amount, fuel pressure rises to open the pressure-regulating
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valve, surplus fuel flows back to fuel inlet port. The pressure-regulating valve should be checked
immediately if an abnormal fuel pressure occurs.
The assembled fuel transfer pump should be turned freely with one hand force
During engine operation pay attention to the oil seals (PD16×13×10). In the case of serious
leakage, stop the engine and replace the damaged oil seal if necessary.
The preliminary filter being not mounted on the engine before delivery needs to be installed by
customer. The fuel preliminary filter of Model SBL25 or Model SPL25CT is of the manually
cleaned duplex type. It consists of two groups of screen elements in parallel with mesh density of
158.8 holes per square inch. There is a changeover valve to cut off fuel on the filter, turning the
changeover valve can shut off one of the two barrels, and the screen element can be removed for
cleaning. The damaged screen element must be soldered or replaced.
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The fine filter of Model SBL25 or Model SPL25FT is mounted on the exhaust side above the fore
shell with mesh density of 363 holes per square inch. Its construction is similar to that of
preliminary filter.
Fuel quantity per stroke is controlled by the lower helical edge of the plunger. During assembling,
the helical edge should be positioned on the return oil hole side opposite to the inlet oil hole. The
plunger couples are universal for both starboard and port engines.
On the opposite side of inlet oil hole in the pump body there is a plug to withstand the scouring of
returning fuel with high pressure. Replace the plug if it is corroded seriously.
When assembling regulating pinion, make sure that the mark on the pinion coincides with that on
the rack.
On the left side of the injection pump are provided a lube oil inlet connector “A” and a lube oil
filter “B”, which are used for lubricating the lower part of the plunger in the case of operating on
heavy fuel oil. Under the action of the lube oil, the fuel leaking between the plunger couple will
return to the inlet cavity through the hole on the upper part of the plunger, rather than leaks out.
The filter “B” inside the oil inlet connector must be cleaned once every 1,000 operating hours.
The delivery valve is of lower seat type, which can down the return speed and impact force to
improve performance and reliability. The lift of the delivery valve is 3.5mm and limited by the
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spring seat. The washer of delivery valve seat holder is made of special material and cannot be
reused after being dismantled.
Pre-stroke
Fuel injection pump pre-stroke ”S” shown in the above figures is the plunger lift from the lowest
position, where the injection pump roller is on base circle of the cam, to the injection beginning
position where the inlet hole of the barrel is just shut off by the plunger.
The pre-stroke can be measured as follows:
a. Set the injection pump roller on base circle of the cam, where the plunger is on the lowest
position.
b. Remove the eccentric shaft on the tappet seat. Lift the tappet with a lever bar till the plunger
rise to the injection beginning position.
c. Measure the distance between the roller and the base circle of the cam, the pre-stroke should
be 5.5-6mm, otherwise the fuel delivery and performance will be affected.
On the injection pump body is provided an observing open shown in the below figure. When the
mark on the guide barrel coincides with the mark “M” on the open, the plunger is on the lowest
position. The distance between two marks is the plunger lift.
Remove the delivery valve, and measure the distance from the top end of the barrel to the top end
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of the plunger with a depth gauge
When the plunger is on the lowest position, the distance should be 26-26.5 mm. When the plunger
is on the highest position, the distance should be 2-2.5 mm. During measurement, the gauge rod
tip should not be inserted into the center hole of the plunger. This method has higher accuracy, but
the sealing ring is liable to be damaged.
Observing open
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begins to rise. The angle reading on the flywheel at this time is the fuel injection advance
angle.
Repeat the above procedures, the measuring deviation should not exceed one degree.
If the glass tube is not available, the fuel injection advance angle can be measured by observing
the fuel level in the outlet connector directly. The angle can also be approximately read on the
flywheel by observing the mark on the pump body as described in 9.5.2.
The fuel injection advance angle can be adjusted according to the following two methods:
a. Turn the cam with the special hydraulic tool.
b. Adjust the height of injection pump tappet as shown in below figure.
Loosen the adjusting nut inside the tappet seat and turn the adjusting bolt to the required height.
When the bolt is turned through an angle of 60°the height varies by 0.33 mm. Tighten the
adjusting nut and recheck the fuel injection advance angle. Adjusting the height of injection pump
tappet will change the pre-stroke, and it is only suitable for fine adjustment.
As the fuel injection advance angle varies by one degree, the maximum combustion pressure
varies by 0.4-0.5 MPa.
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also influence the engine operation.
Dismantling and checking the injection pump
The injection pump can be dismantled as the following procedure:
a. Remove the delivery valve seat holder and take out delivery spring, delivery spring seat and
delivery valve.
b. Put the injection pump upside down. Press the guiding sleeve downward to take out the snap
ring. Remove the guiding sleeve, plunger, upper and lower spring seats, plunger spring and
fuel control gear.
c. Put the injection pump upright. Take out the locating screw on the back of the pump and the
plunger. The plunger and its barrel should be placed in couple.
d. Loosen the locking nut on the side surface of the pump. Remove the push rod and take out the
rack.
The dismantled parts should be cleaned in clean diesel oil and checked as follows:
a. The plunger should move freely in its barrel. When the plunger are inclined with an angle of
45°, the plunger due to its gravity can freely and gradually slide out of its barrel. If the
plunger sticks in some position, grind the plunger with abrasive. If stick results from bending
of the plunger, replace the plunger couple.
b. The plunger top and its helical groove must hold sharp edges free of defect; otherwise
delivery control will be affected. The inner surface of the barrel should not be scratched.
c. Carefully inspect the interface between delivery valve seat and the barrel. If slight burr, oil
spot, score or crack is found, grind the interface on the plane table with abrasive, and then
grind with fine chromium oxide abrasive with its particle diameter to be 2.5-5 um. The
delivery valve can be also grinded with above-mentioned abrasive.
d. The pinion and rack should be free of any defect, and can move freely after fitting into the
injection pump. The rack must be straight without any bending. After installation, push the
rack to check whether it moves freely without stick.
9.6 Injector
The injector is of multi-hole needle-valve type. A cooling sleeve is shrunken on the nozzle,
through which the nozzle can be oil-cooled, as may be required.
The injector is installed in the center of the cylinder head. The special tool GJG-46-100N can be
used for locating the injector. During assembly pay attention to uniformly tighten the nuts on both
ends of the injector pressboard.
A high-pressure filter is mounted on the injector, which is used for filtering the fuel from the
injection pump. There is a M5 screw hole on the filter spindle, which is used for removing the
filter spindle. The filter spindle joint passing through is on the outside of the cylinder head, which
can prevent the fuel from mixing with lube oil in the bedplate due to leakage, and can also short
the length of high-pressure pipe.
The return fuel from the injector flows out through the small hole on the middle of the cylinder
head.
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Injector
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b. Poor atomization.
c. Leakage or fuel dropping of nozzle.
d. Choking of nozzle hole, or uneven spray.
Loose the lock nut, and remove the nozzle couple. The spindle and sleeve are matched and cannot
be replaced separately. If the nozzle sticks in the locking nut due to carbon deposits, clamp the
injector in a vise with its jaws protected by copper sheet to push the nozzle out. Don’t hammer it
to avoid damage. After dismounting nozzle, check whether the cylindrical positioning pin of Ф40
×32 is deformed due to bending and the cooling sleeve fitted on nozzle body is loosened.
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When the control wheel is in “STOP” position, the stopping cam in the control box pushes the
fuel-regulating shaft to turn inward and the rocker arm of each cylinder pushes the injection pump
rack to zero position. When the output shaft of the governor is in the maximum delivery position,
the fuel-regulating shaft turns outward and the rocker arm pulls the injection pump rack to
maximum delivery position.
Fix the rocker arms on the fuel-regulating shaft pull-rod with dowel pin after the fuel regulating
mechanism is adjusted according to the requirements above-mentioned.
The fuel-regulating shaft should rotate easily. If sticking occurs, find the cause and remedy it.
The rocker arm on the fuel-regulating shaft can be disengaged with injection pump by pulling out
the inserting pin and turning the pin through a 90-degree angle, and the cylinder can be stopped
separately.
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10 Lubricating oil system
The lubricating oil system of the dry-type crankcase consists of daily lube oil tank, lube oil suction
pump, lube oil supply pump, lube oil filter, centrifugal-type filter and others. The lube oil is
pumped from the bedplate, by means of the lube oil suction pump, to the daily lube oil tank
through the lube oil cooler. The lube oil supply pump draws lube oil from the daily lube oil tank
through the strainer and to the lube oil main pipe. Part of the lube oil passes the centrifugal type
filter and returns to the daily oil tank, which can be filtered by-pass.
It is recommended that an emergency electrical lube oil pump should be installed by customer,
which will replace the lube oil suction pump or supply pump in case one of them failures.
The electrical or hand pre-lubricating pump is mounted between the daily lube oil tank and the
lube oil filter, which is used for pre-lubricating before starting.
Lube oil passes through the lube oil main pipe and enters the main bearings. Through the oil hole
drilled in the crankshaft from the main journal to the adjacent crankpin, the lube oil passes from
the main bearing to the crankpin bearing, and then passes through the oil passage in the
connecting rod to the piston-pin bearing, enters the oil cavity in the piston to cool the piston crown.
The another part of lube oil is led from the branch pipe in the cylinder block to the oil main pipe
of the cam case to lubricate the valve-actuating mechanism, the tappet of injection pump and cam
bearings.
At front end of the lube oil main pipe, there are branches to lube oil pressure gauges on the
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instrument panel or the local control desk, and to the fore shell and cover on the fore shell, through
which the lube oil is fed to lubricate the front end transmission gears, bearings and tachometer
gear.
The lube oil from the rear end of the lube oil main pipe is divided into three parts.
The first part passes from the cylinder head lube oil main pipe through the regulating needle valve
and enters each cylinder head to lubricate valve rocker arm mechanism and valves. The lube oil on
the cylinder head from the branch pipe returns to the return oil main pipe and flows into the rear
shell.
The second part is fed to the air distributor.
The third part through the fuel pipe joint on the rear shell divides into two parts. The first part
passes through the lube oil pipe in the rear shell to the branch pipes to lubricate the intermediate
gears and crankshaft gear; the later enters the pivot to lubricate the bush for the intermediate gears.
The return oil from the turbocharger flows to the rear shell through the return oil pipe and collects
in the bedplate.
The lube oil suction pump and supply pump are reversible gear pumps for reversible marine
engines and non-reversible gear pumps for non-reversible engines.
The lube oil pumps are installed on the fore shell. For the starboard engine the supply pump is on
the exhaust side and the suction pump on the intake side. For the port engine the supply pump is
on the intake side and the suction pump on the exhaust side. The inlet and outlet oil pipes can be
arranged at the left or right side as shown in the above figure. Except for the front cover and
transmission gear, other parts for the two pumps are the same.
On the front cover of lube oil pump is installed a safety valve, which is used for adjusting the
delivery pressure by means of the adjusting screw and protecting the pump itself. The pressure for
the lube oil supply pump is adjusted to 0.343-0.441 MPa and the pressure for the suction pump is
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adjusted to 0.294 MPa before delivery. The adjusting screw of the safety valve screw cannot be
screwed to the bottom position, otherwise it will cause failure due to overpressure inside the lube
oil pump.
The pump body incorporates double suction and delivery valves, to make them deliver in the same
direction whether running ahead or astern for reversible engine. Two delivery valves are on the
upper and two suction valves are on the lower. According to clockwise or counter-clockwise
rotating direction, two valves in the diagonal position is opened and other two valves is closed
under the action of the back pressure of lube oil.
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Model SPL80BX lube oil filter
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10.4 Pressure regulating valve
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11. Cooling water system
On the engine with close circulation cooling system are provided centrifugal type fresh water
pump and seawater pump, all installed on the fore shell and directly driven by the crankshaft gear.
There are two circuits for the close circulation cooling water system: a fresh water cooling system
and a seawater cooling system. The seawater cooling system is used for cooling the fresh water
cooler, lube oil cooler and injector cooler if provided. The engine is cooled by fresh water and can
run under the condition of higher cooling water temperature, which can improve its economy.
1. Expansion water tank 2. Outlet water main pipe 3. Water-cooled heat insulation cover
4. Turbocharger 5. Inlet water main pipe 6. Fresh water cooler 7. Thermostatic valve
8. Fresh water pump 9. Emergency fresh water pump
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Fresh water cooling system for 8-cylinder engine
1. Expansion water tank 2. Outlet water main pipe 3. Water-cooled heat insulation cover
4. Turbocharger 5. Inlet water main pipe 6. Fresh water cooler 7. Thermostatic valve
8. Fresh water pump 9. Emergency fresh water pump
The fresh water is pumped by the fresh water pump to the inlet water main pipe, enters the
cylinder cooling cavities of the cylinder block through the branch pipes on the inlet water main
pipe and flows up to the cylinder heads, and then enters the water-cooled heat insulation cover and
finally exits to the outlet water main pipe. The cooling water for the turbocharger flows from the
inlet water main and exits to the outlet water main pipe together with the engine cooling
water .The cooling water from the outlet main pipe enters the fresh water cooler through the
thermostatic valve, and then is drawn again by the fresh water pump after being cooled by sea
water.
The expansion tank must be located at least 3 m above the outlet water main pipe. The expansion
tank is connected with the outlet water main pipe and the fresh water pump inlet, which can
release the air or vapor within the system and replenish fresh water that may decrease due to
vaporization and leakage. On the expansion tank is provided a water supply pipe to replenish fresh
water in time according to the variation of water level in the cooling system.
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11.1.2 Seawater cooling system
1. Sea water pump 2. Air cooler 3. Injector cooling oil cooler 4. Lube oil cooler
5. Fresh water cooler 6. Emergency seawater pump
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Drawn by the sea water pump from the sea water valve through a filter, sea water enters the air
cooler, flows to the injector cooling oil cooler if provided, and to the lube oil cooler and the fresh
water cooler, finally is discharged out the board.
It is best, when finished with the engine, to drain the cooling system except for the expansion tank,
to prevent damage from freezing-which may occur in cold weather.
The coolers are cooled by seawater. To avoid corrosion by seawater, in their water cavities of the
cylinder block are provided the anti-corrosive zinc plates, which should be inspected periodically.
The rust on the anti-corrosive zinc plates should be cleaned with steel wire or scraper, and the zinc
plate must be replaced if the corrosion exceeds 50 percent.
If a sufficient water source is available for the stationary engine, the open cooling system may be
adopted. This system is simple and of easy maintenance. On the reservoir for open cooling system
should also be provided cooling tower and water supply device.
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Open circulation cooling system for 8-cylinder engine
Drawn by the water pump from the reservoir, the cooling water flows to the air cooler, and to the
injector cooling oil cooler if provided and to the lube oil cooler, and then enters the inlet water
main pipe and the turbocharger. Finally the cooling water is discharged out through the outlet
water main pipe. Between the inlet water main pipe and the outlet water main pipe there is a
thermostatic valve with a sensor at the engine outlet water main pipe, which by-passes part of the
outlet water to the inlet of the water pump to keep the water temperature to be not too low.
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11.3 Water pump
Water pump
The seawater pump and fresh water pump are centrifugal pumps with same rated speed and
delivery flow. The pump body of the seawater pump is of ZcuSn10Zn2 alloy cast iron, and the
pump body of the fresh water pump is of HT250 cast iron. On the bottom of the pump body there
is a screw plug for draining. The straight type impeller is installed on the conical terminal of the
pump shaft with a key and tightened with a M20×1.5 nut and a locking washer, which is bent to
seize the nut. The pump shaft is supported with two ball bearings. On the pump shaft are provided
a neoprene seal and a snap ring that are used to prevent water from getting into the bearings or
lube oil from leaking out the bearings. On the backside of the impeller a mechanical seal is
provided on the shaft, which consists of a motive ring, a static ring and a spring, and can prevent
water from leakage between the pump shaft and the pump body. The ball bearing on the
transmission gear end is lubricated with splashing lube oil. The intermediate ball bearing is
lubricated with the grease, and the grease should be filled through the inlet hole C periodically.
The hole B is used for inspecting leakage of the mechanical seal. If water leaking from the hole B
is more than 20ml per hour during running, the water pump should be stopped for inspection.
The hole cannot be blocked up the hole B, otherwise the leaking water may flow into the bedplate
of the engine.
On the inlet water pipe of the water pump must be provided a vent valve, otherwise the air exists
in the pipe will affect normal operation of the water pump.
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b. Remove the fore cover.
c. Remove the locking washer and the nut, dismantle the impeller with the special tool from the
shaft.
d. Take out the spring, spring seat, motive ring and static ring to check for crack and damage.
e. Loose the nuts to remove the bracket from the body, and take out the oil seal.
f. Loose the nut fastening the gear to the pump shaft. Remove the gear and key from the pump
shaft.
g. Screw the nut on the pump shaft, gently knock the nut with a wooden or copper hammer to
remove the pump shaft from its bracket
After reassembling the clearances between the impeller and the pump body as well as the impeller
and the fore cover should be 1.5-2.5 mm.
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The injector cooling oil cooler if provided is of shell and tube type cooler with cooling surface of
3-4 square meters.5 square meters. Seawater flows in the tubes, and cooling oil flows in the shell.
An anti-corrosive zinc plate is provided inside the seawater cavity. On the bottom there is a plug
for draining oil.
All above-mentioned coolers must be checked periodically for leakage on the tubes. If leakage is
found in an individual tube and repair is not available, the leaking tube can be blocked on its both
ends temporarily. But the total number of the blocked tubes should not exceed 3 pieces; otherwise
the cooler must be repaired.
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12 Turbo-charging system
The turbo-charging system consists of exhaust pipe, turbocharger, air cooler, water separator and
intake pipe.
To prevent heat from being transferred to the blower or to the turbine bearings, fresh water is
circulated through the turbine inlet and outlet casings. The air cooler can be cooled by fresh water
or seawater. There is an intake joint pipe between the turbocharger and the air cooler, and an
exhaust joint pipe between the air cooler and the intake pipe, which are designed to minimize the
energy losses. On the outlet of the blower is provided a rubber flexible pipe, and on the inlet of
turbine is provided an expansion joint that can absorb the thermal expansions.
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A water-cooled heat insulation cover is provided for per two cylinders. For each cover there is a
water jacket that will absorb the heat radiating from the exhaust pipes. The water flows from the
adjacent two cylinder heads to the water jacket, and then the heated water enters the water outlet
main pipe from the outlet of the cover. In the inspection plate there is an anti-corrosive zinc plate
for each cover, the cover should be checked periodically for blocking of sand or dirt after the
inspection plate being removed. The zinc plate should be replaced if there is serious corrosion.
When the engine will not be required to run for a long time, the water in the covers should be
emptied to avoid rusting or freezing.
12.5 Turbocharger
The turbocharger is of ABB VTR type exhaust-gas turbocharger.
The turbocharger consists of a turbine and a compressor. The exhaust gas from the engine flows
through the water-cooled gas inlet casing, expands in the nozzle ring, imparts energy to the blades
of the turbine rotor and passes via the water-cooled gas outlet casing and an exhaust pipe into the
atmosphere. The air passes through a combined filter-silencer to the inducer and impeller, flows
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through the diffuser and finally leaves the turbocharger via the pressure pipe of the compressor
casing.
The rotor is supported on two bearings, which are independently lubricated. The turbine inlet and
outlet casings are water-cooled which can prevent heat from being transferred to the compressor
or to the bearings. A labyrinth oil seal is arranged at each end of the shaft; they are pressured by
air from the compressor outlet.
For details of the turbocharger, please see the instruction book for turbocharger.
VTR251 turbocharger
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13 Manoeuvring system
13.1 Manoeuvring system for reversible engine
13.1.1 Manoeuvring system scheme
1.Air filter 2. Pressure reducing valve3. Air bottle 4. Starting control valve 5. Starting cam
6. Fuel control valve 7. Fuel cut-off cam 8. Release valve 9. Interlocking valve 10. Venting cam
11. Governing cam 12. Interlocking cam 13. Time-delay valve 14. Reversing cam (astern)
15. Reversing cam (ahead) 16. Air main pipe 17 Reversing control valve (ahead)
18. Remote control joint 19 Main starting valve 20. Starting valve 21Crossover valve
22 Fuel cut-off valve 23 Oil reservoir 24 Reversing valve (ahead) 25 Crossover valve
26 Reversing valve (astern) 27 Reversing cylinder 28 Fly-ball valve 29 Solenoid valve
30 Crossover valve 31 Over-speed protection device 32 Tachometer motor
33 Turning control valve 34 Camshaft 35 Air distributor 36 emergence reversing valve
The pneumatic manoeuvering of the engine is performed by a single control wheel, which may
control all maneuvers automatically and programmatically such as decelerating, stopping,
reversing, starting and accelerating.
The main parts of the manoeuvring system are described as follows.
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13.1.1.1 Air bottle and pressure reducing valve
Two air bottles are provided for the marine engine. The volume of each air bottle is 500 liter, the
maximum operating pressure is 2.94Mpa (30kgf/cm2) and the lifting pressure of safety valve is
factory set to be 3.14 MPa (32kgf/cm2) and should not be adjusted arbitrarily.
The air bottle must be located in accessible place with its top upward for convenience of
inspecting and draining. The drain valve should be opened once every week to discharge the
condensed water in compressed air.
The pressure reducing valve shown in the below figure is used to reduce the compressed air
pressure to the required pressure suitable for the manoeuvring system.
The pressure reducing valve is fixed on the main starting valve body. When the air pressure in the
upper cavity is less than 0.98Mpa (10kgf/cm2), the membrane 3 is bulged by the spring 4 to lift the
pressure-regulating valve 1. The high-pressure air flows into the upper cavity through the passage
between the valve 1 and its valve seat 2. When the air pressure in the upper cavity rises to
0.98Mpa (10kgf/cm2), the air pressure acting on the membrane 3 depresses the spring 4 to close
the valve 1. Thus the purpose of reducing air pressure is carried out.
The reduced pressure of the compressed air can be adjusted by turning the pressure-regulating bolt
5, and turning the hand wheel bottom 6 can cut off the air supply to the manoeuvring system.
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Starting cam and starting control valve
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13.1.1.6 Fuel control valve
When the compressed air flows to the fuel control valve, its piston actuates the rocker arm on the
fuel regulating mechanism to control the fuel supply. The position of the rocker arm on the fuel
regulating mechanism determines the fuel delivery quantity. If the rocker arm limit position is set
to be no fuel delivery position, the fuel control valve may be used as a fuel cut-off valve.
Crossover valve
13.1.1.9 Reversing valve
The reversing valve is a two-chamber valve. When the air from reversing control valve enters the
reversing valve, the corresponding chamber of the reversing valve opens and leads the air to the
oil reservoir to press oil into the reversing cylinder, which shifts the camshaft for reversing.
Time-delay valve
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13.1.1.11 Reversing cylinder
The piston of the reversing cylinder is connected with the camshaft. The oil in the oil reservoir
enters the reversing cylinder under the action of the compressed air to push the piston, and the
camshaft will make an axial displacement of 60 mm.
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13.1.1.13 Starting valve
One starting valve is installed on each cylinder head. When the compressed air enters the upper
piston of the starting valve from the distributor according to starting timing, the starting valve
opens and the compressed air from starting air main pipe enters the cylinder. After completion of
the starting operation, the releasing valve on the main starting valve opens to release the air in the
starting air main pipe. After the air is released, the starting valve will close.
The starting valve has a longer and thinner body. Therefore, during installing its two bolts must be
tightened carefully to avoid leakage and to prevent the valve from deformation that may cause
sticking of the valve stem.
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Air distributor for 8-cylinder engine
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enters the starting valves and waits for entering the cylinders; the second part enters the fuel
control valve to actuate the fuel-regulating lever to the start position; the third part passes through
the turning control valve to the air distributor and to the right inlet of the crossover valve to push
the valve core towards the left side, finally the compressed air enters the upper part of each
starting valve according to starting timing to open the starting valve and start the engine.
During starting the engine, another part of the compressed air from the starting air main pipe is
admitted through the adjustable inlet of the time-delay valve into its right chamber. After about 4
seconds delay, the air collected in the right chamber pushes the piston to the left and release the air
in the left chamber, and then the air under the lower piston of the starting control valve is released,
the starting control valve is closed. After the air under the lower piston of the starting control valve
being released, the air above the upper piston of the main starting valve is also released; the upper
valve of the main starting valve is closed. At this moment, air enters the valve cup through the
holes drilled on the valve cup to depress the valve cup down and close the main starting valve, the
remained air in the air main pipe is released, and the starting operation is completed.
c. “Ahead” starting when the engine is stopped from astern operation
When the control wheel is turned from “STOP” to “AHEAD” position, the fuel cut-off cam
releases the fuel-regulating lever. At this time, the slide sleeve on the control shaft is on the left
side, which is the astern position. The interlocking valve lifted by the interlocking cam cuts off the
air from the starting control valve to the main starting valve. The reversing cam lifts the reversing
(ahead) control valve. The starting control valve is also lifted by the starting cam and kept on open
condition during starting operation.
Because the interlocking valve is opened, the air cannot enter the main starting valve from the
starting control valve when the starting control valve is opened at this time. Meanwhile, the air
from the interlocking valve comes into the fuel cut-off valve to cut off the fuel supply. Thus, there
is no fuel delivery during the reversing operation due to the interlocking function.
After the reversing (ahead) control valve is opened, the air from the reversing (ahead) control
valve passes through the fly-ball valve to the reversing valve (ahead) to push the lower piston
upward and open the reversing valve (ahead), and then the high pressure air enters the ahead oil
reservoir to press the oil into the reversing cylinder. The reversing cylinder pushes the camshaft
towards the right.
When the air from the reversing control valve enters the fly-ball valve, another part of the air also
enters the right side of the crossover valve, pushes the valve core toward the left, and then enters
the left side of the crossover valve for each cylinder to push the valve core toward the right, finally
enters the upper part of the starting valve and opens all the starting valves, which can lessen the
forces on intake and exhaust cams pressed by the tappets, decrease the resistance during shifting
the camshaft and reduce abrasion of the cams.
With the camshaft moved toward the right, the linking lever also actuates the slide sleeve to move
toward the right. After completing the camshaft displacement, the interlocking valve and reversing
control valve are all closed due to disengaging with the interlocking cam and the reversing cam.
After the reversing control valve is closed, the air under the lower piston of the reversing valve is
released, the reversing valve (ahead) is closed, and then the remained air in the oil reservoirs is
released. Thus the reversing operation is finished.
After the interlocking valve is closed, the air in the fuel cut-off valve will release and the fuel
cut-off valve will release the fuel-regulating lever, the air from the starting control valve passes
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through the interlocking valve to the main starting valve. The following starting process is the
same as mentioned in the preceding section.
d. Governing
The governing process is the same as that of ordinary engine motivator system. When turning the
control wheel, the governing cam on the control shaft actuates the governor. Through the fuel
regulation mechanism the governor drives injection pump rack to change the fuel delivery.
e. Manoeuvring from “Ahead” running to “Astern” running
When the control wheel is turned from “AHEAD” to “ASTERN” position, the interlocking valve,
the reversing (astern) control valve and the starting control valve are all opened. At this time the
engine is still in ahead running with high speed. Therefore, the fly-ball valve is not opened.
Although the reversing (astern) control valve is opened, the air cannot pass through the fly-ball
valve, and the reversing operation cannot be carried out. Although the starting control valve is
opened, the interlocking valve cuts off the air from the starting control valve to the main starting
valve, and the starting operation cannot also be carried out.
The air from the interlocking valve enters the fuel cut-off valve to cut off the fuel supply, and the
engine speed will reduce gradually.
The air from the reversing (astern) control valve doesn’t pass through the fly-ball valve, and then
enters the left side of the crossover valve to push the valve core toward the right. The air passes
through the crossover valve and opens the starting valve, which can decrease the resistance during
shifting the camshaft and reduce abrasion of the cams. When the engine speed drops to below 80
r/min, the fly-ball valve opens, the air from the reversing (astern) valve passes through the fly-ball
valve to the reversing valve (astern), and then the air enters the astern oil reservoir to press the oil
into the reversing cylinder. The reversing cylinder pushes the camshaft towards the left for
reversing.
When the camshaft moves toward the left, the linking lever also actuates the slide sleeve to move
toward the left. After completing the camshaft displacement, the interlocking valve and reversing
control valve are all closed due to disengaging with the interlocking cam and the reversing cam.
After the interlocking valve is closed, the air in the fuel cut-off valve will release and the fuel
cut-off valve will release the fuel-regulating lever, the air from the starting control valve passes
through the interlocking valve to the main starting valve to start the engine. The engine will be in
astern running.
Manoeuvring from “Astern” running to “ahead” running is similar as that of the above operation.
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carried out.
Take a wrench to seize the square head of the reversing cylinder. If the reversing is from “ahead”
to “astern”, turn the square head in the clockwise direction. If the reversing is from “astern” to
“ahead”, turn it in the counter-clockwise direction.
For easily operating, the engine is also equipped with a hand emergency reversing valve. During
reversing operation, turn the control wheel to “STOP” position, open the air inlet valve on the
upper part of the emergency reversing valve beside the control casing and turn the valve stem
through an angle of 180°. Pull out the valve stem for reversing from “ahead” to “astern”, and
push in the valve stem for reversing from “astern” to “ahead”.
After reversing, resume the emergency reversing valve into its original condition according to the
inverted procedure as above-mentioned.
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13.2 Manoeuvring system for non-reversible engine with electric control gearbox
The reversing operation for the non-reversible engine is controlled by means of the gearbox. There
are electric control and pneumatic control gearboxes for option.
13.2.1 Manoeuvring system scheme
1. Instrument panel 2. Control shaft 3. Injection pump 4. Fuel control valve 5. Governor
6. Crossover valve 7. Solenoid valve A 8. Hand-operated valve 9. Air distributor
10. Turning control valve 11. Starting valve 12. Main starting valve 13. Air bottle
14. High pressure air filter 15. Solenoid valve B 16. Air compressor 17. Gearbox
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accelerating, decelerating, gearbox disengaging, gearbox engaging and reversing, The second part
is the buttons on the instrument panel of the engine, which are used for engine starting, stopping
and changeover between local control and remote control.
The following two kinds of control modes can be carried out by the manoeuvring system:
a. Non-program control for of the engine and gearbox in local control mode;
b. Program control for the engine and gearbox in remote control mode.
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position, slow the engine down to 60 % of the rated speed, and then turn the control wheel to the
middle position (the disengaging position). At this time, the ahead (astern) limit switch disengages
with the ahead (astern) reversing cam, the 24VDC power supply to the solenoid valve on the
gearbox is cut off, the solenoid returns its middle position, the clutch disengages with the engine,
the engine is on idle running at minimum steady speed (40 % of the rated speed) and the signal
lamp of disengaging lights. The control wheel should be kept on the disengaging position for three
seconds after disengaging. When the propeller speed slows down farther, turn the control wheel to
the astern (ahead) engaging position, the astern (ahead) limit switch is lift by the astern (ahead)
reversing cam in the control casing, the solenoid valve on the gearbox is ON, the clutch on the
gearbox engages with the engine, and the engine is on astern (ahead) running. At this time, the
control wheel should remains on the engaging position till the hydraulic pressure for the clutch
rises up to the stipulated value and the astern (ahead) signal lamp lights.
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solenoid valve B, and to the fuel control valve to cut off or reduce the fuel supply and stop or slow
the engine down.
The multifunction protection device is optional for customer, it can be used for over-speed
protection and two-step protections for lube oil temperature, lube oil pressure and water
temperature.
13.3 Manoeuvring system for non-reversible engine with pneumatic control gearbox
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1. Air bottle 2. High-pressure air filter 3. Air filter 4. Pressure reducing valve
5. Reversing control valve 6. Fly-ball valve 7. Releasing valve 8. Remote-control linking flange
9. Solenoid valve A 10. Disengaging valve 11. Starting valve 12. Main starting valve
13. Ahead cam 14. Astern cam 15. Governing cam 16. Disengaging release valve
17. Disengaging cam 18. Pressure relay 19. Interlocking valve 20. One-way release valve
21. Control wheel 22. Control shaft 23. Disengaging time delay valve 24. Solenoid valve C
25. Regulating shaft 26. Solenoid valve B 27. Turning control valve 28. Injection pump
29. Crossover valve 30. Gearbox 31. Fuel limiting valve 32. Fuel cut-off valve
33. Hand-operated shutdown valve 34 Over-speed protection device 35 Speed sensor
36. Air distributor
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13.3.1.5 Solenoid valve
Solenoid valves are a kind of solenoid directional control valves. There are three solenoid valves
for the manoeuvring system. Solenoid valve A is used for starting. Its circuit is connected with the
starting button on the instrument panel and its air port is connected with the main starting valve on
the engine. Solenoid valve B is used for shutdown. Its circuit is connected with the stop button on
the instrument panel and its air port is connected with the fuel cut-off valve. Solenoid valve C is
used for releasing air. Its circuit is connected with the oil pressure relay on the gearbox and its one
air port is connected with the disengaging valve and another port is connected to atmosphere.
Therefore, the air can be released to atmosphere when the solenoid valve is energized.
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main starting valve to the main pipe, and then divides into two parts. One part flows to the starting
valve on each cylinder, another part passes through the turning control valve to the air distributor,
which opens the starting valves according to the starting timing and admits the high-pressure air to
enter the cylinders and start engine.
In addition, depressing the upper handle of the main starting valve may result in revolving the
engine without fuel supply or starting engine in emergency.
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release the air in the big piston cavity of the disengaging time delay valve through the one-way
release valve. The one-way release valve will resume its original position under the action of the
spring.
If the solenoid valve C fails to actuate, pull the release valve with hand to close the disengaging
valve and disengage the fuel cut-off valve disengage with the fuel-regulating lever.
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13.3.2.1.5. Engine shutdown
Turn the control wheel to the disengaging position and depress the stop button on the instrument
panel to actuate the solenoid valve B. The high-pressure air from the air bottle passes through the
solenoid valve B, and to the fuel cut-off valve to cut off the fuel supply and stop the engine.
If the solenoid valve B fails to actuate, the engine can be stopped directly by means of depressing
the button of the solenoid valve on the governor. If there is not power supply, depress the handle
of hand-operated valve to admit the high-pressure air into the fuel cut-off valve to cut off the fuel
supply and stop the engine.
In addition, if it is necessary to stop engine in emergency, besides the methods above-mentioned,
the engine can be stopped by means of depressing the emergency stop button on the instrument
panel, regardless of the position of the control wheel. However, the control wheel must be turned
to the disengaging position after stopping the engine in order to get ready for starting in next time.
Caution! In the case of stopping engine by depressing the stop button, don’t release the button
until the crankshaft of the engine does not rotate, otherwise it is liable to result in over-speed.
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of new sealing component. Tightness and operation test should be carried out for the repaired
valve.
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1. Control panel 2. Local indicator 3. Changeover switch 4. Remote indicator
5. Starting valve 6. Solenoid valve 7. Crossover valve 8. Main starting valve
9. Hand-operated starting valve 10. Pressure gauge 11. Air bottle 12 Tachometer motor
13. Over-speed protection device 14 Pressure gauge 15. Solenoid valve 16. Air distributor
17. Turning control valve 18. Injection pump 19. Fuel cut-off valve 20. Governor
21. Speed setting indicator knob 22. Load limit knob 23. Speed setting knob 24. Speed droop knob
1. Local control desk 2. Solenoid valve B 3. Crossover valve 4.Main starting valve
5. Hand-operated valve 6. High-pressure air filter 7. Air bottle 8. Air compressor
9. Starting valve 10. Turning control valve 11. Air distributor 12. Injection pump
13. Solenoid valve A 14. Fuel control valve 15. Governor
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13.4.2 Operating principle
There are local control mode and remote control mode for the manoeuvring system. The control
mode can be selected by turning the changeover switch. When the changeover switch is turned to
the “remote” position, the engine can be maneuvered on the center control desk in the control
room.
Starting:
There are starting buttons both on the control panel beside the engine and on the center control
desk. When depressing the starting button energizes the solenoid valve B, the compressed air
passes through the crossover valve into the upper cavity of the main starting valve to open the
release valve. The rear cavity of the valve cup is open to atmosphere. The valve cup is lifted by the
compressed air in its lower part; the starting air enters the starting air main pipe, from where the
air is divided into two pars, one part flows into the starting valves on cylinder heads, and another
part passes through the turning control valve, which will close during turning the engine for safety
and protection, to the air distributor, which opens the starting valves according to the starting
timing and admits the high-pressure air to enter the cylinders and start engine.
If the starting button fails to start the engine, which is probably due to poor contact of the starting
button or terminals or the damage of the solenoid valve, the engine can be started directly by
depressing the handle of the hand-operated starting valve to admit air passing through this valve
and the crossover valve to the main starting valve.
Caution!
In order to avoid rude starting, the load limit knob on the governor should be turned to the position
of starting before starting. After starting turn the button to the position of the rated output load.
Accelerating and decelerating:
Both on the local control desk beside engine and on the center control desk are provided
“Accelerating” and “Decelerating” buttons. Depressing the buttons can actuate the servomotor on
the upper part of the governor to rotate in clockwise or counter-clockwise direction, and the
servomotor can adjust engine speed through the transmission mechanism inside the governor,
If the buttons fail to carry out accelerating and decelerating, which is probably due to poor contact
of the buttons or terminals or the damage of the servomotor, the engine speed can be changed
directly by turning the speed setting knob on the governor.
Stopping:
Both on the local control desk beside the engine and on the center control desk are provided the
stop buttons. When depressing the stop button energizes the solenoid valve A, the compressed air
enters the fuel cut-off valve to push the fuel-regulating lever to cut off the fuel delivery and stop
the engine.
If the stop button fails to stop engine, which is probably due to poor contact of the buttons or
terminals or the damage of the servomotor, directly turn the load limit button on the governor to
zero position or depress the stop button on the upper cover of the governor to empty the oil under
the dynamic piston to cut off the fuel delivery and stop the engine.
Caution!
Before shutdown, the engine should be slowed down to about 40% of the rated speed; otherwise it
will result in rude starting in next time.
The over-speed protection device is provided for the manoeuvring system. When the engine speed
exceeds the limited value, the protection device will energize the solenoid valve A, the
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compressed air enters the fuel cut-off valve to cut off the fuel delivery and stop the engine.
The air path is open. The compressed air is admitted into the fuel cutoff valve to stop the engine.
Speed droop
The speed droop can be adjusted by turning the speed droop knob on the governor.
δ= (n2-n1)/n1
Where,
n1---engine speed before changing the load,
n2---engine speed after changing load.
δ---speed droop.
Δ= (N2-N1)/N1
Where,
N1---engine speed on rated load,
N2---engine speed after unloading,
Δ--- steady speed regulation rate.
This shows that adjusting the speed droop knob may change the steady speed regulation rate of the
engine and make the parallel operation of two generating sets possible.
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14. Governor
Model YT111G lever type hydraulic governor is used for marine engine; Model YT111B dial type
hydraulic governor is used for stationary engine.
The rated torque of the governor is 1088.9 N. cm (111kg.cm). On the top of the governor is
provided a 24V D.C. shutdown solenoid device, which may be operated by hand or by electric
remote control, or combined with the temperature and pressure sensors to serve as shutdown
protection due to engine failure. The governor is installed on the rear end of the engine and driven
by the camshaft gear through a pair of bevel transmission gears.
For level type governor, engine speed is adjusted by controlling the level that changes the
deformation of the governor spring through a mechanism including control shaft, rack and sector
gear. Beneath the rear side of the control shaft is provided the output shaft, which actuates the fuel
injection pump rack through the fuel regulating mechanism.
On the top of the dial-type governor is installed a servomotor, which is used for adjusting speed
and frequency and sharing load remotely. The steady speed regulation rate which influences load
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distribution on paralleled engines can be adjusted by turning the speed droop knob. Engine speed
can also be adjusted be turning the speed setting knob, and indicated approximately on the speed
setting indicator. The load limit knob is used for limiting the maximum output position to avoid
rude start or over-speed. Turning this knob to zero position may also carry out shutdown of the
engine.
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15 Instrument panel
The maneuvering instrument panel is installed at the free end of the marine engine. On the panel
there are an electrical tachometer actuated by the current signal from the tachometer motor and 8
pressure gauges for indicating lube oil pressure, fuel pressure, cylinder head lube oil pressure,
injector cooling oil pressure, injector cooling oil pressure, compressed air pressure, fresh water
pressure and injector cooling oil pressure respectively.
The maneuvering instrument panel indicates pressure only. The temperature gauges and
temperature sensors are installed on the corresponding pipes. The following temperature gauges
and temperature sensors are attached to the engine:
a. Model WNG-11 mercury thermometers on outlet water pipe for each cylinder, Injector
cooling oil return pipe and after injector cooling oil cooler;
b. Model WRF thermocouple pyrometers for exhaust temperatures of cylinders and exhaust
temperatures before and after turbocharger;
c. Model WNG-11 mercury thermometers (0-200℃) for air temperatures before and after air
cooler;
The following instruments should be installed by customer himself:
a. Thermometers for inlet and outlet water temperatures;
b. Thermometers for inlet and outlet lube oil temperatures;
c. Pressure gauges for lube oil pressures before and after the lube oil filter.
For the installing positions, see the relevant figures in chapter 5 of part I.
All instruments should be checked periodically and calibrated once every year.
For stationary engine, a local control desk is provided for replacing the instrument panel. On the
local control desk there are buttons for start, shutdown, acceleration, deceleration and others,
signal lamps and changeover switches.
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16. Drawings for attached special tools
Tool for
1 GJG-01-100N dismantling
valve collet
Portable tool
for lapping
2 GJG-01-210
intake and
exhaust valve
Tool for
3 GJG-01-300 dismantling and
lifting injector
102
No. Drawing No. Name Drawing
Cylinder head
5 GJG-01-600
nut spanner
Hydraulic
stretcher for
6 GJG-01-700
cylinder head
nut
103
No. Drawing No. Name Drawing
Hydraulic
7 GJG-02-100 stretcher for
pull-rod bolt
Pull-rod bolt
8 GJG-02-200
nut spanner
Tool for
9 GJG-03-100 dismantling
cylinder liner
104
No. Drawing No. Name Drawing
Tool for
dismantling
10 GJG-04-100
main bearing
cap
Spanner for
flywheel end
12 GJG-04-300N
main bearing
nut
105
No. Drawing No. Name Drawing
Tool for
13 GJG-05-A100
installing piston
Tool for
GJG-07-100N dismantling
16
GJG-07-200N main bearing
bush
106
No. Drawing No. Name Drawing
Spanner for
17 GJG-07-300 flywheel bolt
nut
Tool for
dismantling
18 GJG-07-500 main bearing
bush on
flywheel end
Tool for
dismantling
19 GJG-07-600 connecting rod
bush without
lifting piston
107
No. Drawing No. Name Drawing
Spanner for
21 GJG-07-800
flywheel nut
108
No. Drawing No. Name Drawing
High pressure
oil pump for
23 GJG-12-100
dismantling
cam
Tool for
24 GJG-12-300N dismantling
camshaft
109
No. Drawing No. Name Drawing
Hydraulic tool
25 GJG-12-500 for mounting
cam
Spanner for
26 GJG-24-100 manual
reversing
Tool for
dismantling
27 GJG-45B-100 delivery valve
seat of injection
pump
110
No. Drawing No. Name Drawing
Position plate
28 GJG-46-100N for installing
injector
Spanner for
adjusting tappet
29 GJG-57-100
of injection
pump
Spanner for
dismantling
31 GJG-57-400N
delivery valve
cap
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No. Drawing No. Name Drawing
Tool for
dismantling
32 GJG-B58A-000
impeller of
water pump
Tool for
33 GJG-81-100N hoisting the
engine
112
No. Drawing No. Name Drawing
113