46 02 30 91461 Alphabetical indexmaytau.ut.edu.vn/userfiles/files/WARTSILA 46.pdf · slow turning, 03–3, 21–1 split gear wheel, 06–5, 13–15 mounting the split gear wheel,

Alphabetical index46 02 30 91461

1

Aaccumulator, 07–4, 16–1, 16–7, 16–17, 16–19

air cooler, 01–4, 04–2, 04–5, 04–9, 08–6, 15–1, 15–4air cooler tools, 05–42cleaning of cooler inserts, 15–6maintenance of the charge air cooler, 15–5

antipolishing ring, 10–23, 11–5

Bbearings, 00–2, 01–3, 06–2, 06–5, 06–6, 06–7, 10–1,

10–10, 10–19, 11–19

big end bearing, 06–3, 11–3, 11–19inspection of the big end bearing, 11–22mounting the big end bearing, 11–23removing the big end bearing, 11–19

big end bearing screw, 07–9, 11–19

by–pass, 04–3, 15–13, 20–3, 21–9

Ccams, 08–7

camshaft, 01–4, 04–9, 06–2, 07–1, 14–5camshaft maintenance, 14–7mounting a camshaft piece, 14–8removing a camshaft piece, 14–7

camshaft bearing, 04–10

camshaft bearings, 00–2, 06–2, 10–19

camshaft gear, 04–6, 06–5, 13–1camshaft gear maintenance, 13–1mounting the camshaft gearing, 13–9removing the camshaft gearing, 13–3

centrifugal filter, 04–3, 18–10

common rail, 01–2, 07–4, 16–1

compressor, 15–4

connecting rod, 01–3, 04–6, 04–9, 06–3, 08–7, 11–3,11–19

assembling and mounting a connecting rod, 11–10connecting rod screw, 07–9connecting rod tools, 05–14removing and dismantling a connecting rod, 11–5

control mechanism, 04–2, 22–1

control oil pump, 07–6, 17–5

cooling, 01–2, 01–3, 02–16, 03–11, 04–2, 04–3, 18–1cooling water, 01–2, 02–16, 03–11, 04–2, 04–3, 08–4cooling water pump, 18–6��

counterweight screw, 07–9

crank pin, 06–3

crankshaft, 01–3, 03–1, 04–2, 04–7, 06–2, 07–3, 08–1,11–1

cylinder head, 01–3, 04–6, 04–10, 07–2, 12–1cylinder head general maintenance, 12–1cylinder head tools, 05–2mounting a cylinder head, 12–4removing a cylinder head, 12–1

cylinder head screw, 07–9

cylinder liner, 01–3, 04–6, 04–9, 04–10, 06–2, 10–23cleaning of cylinder liner water side, 10–29cylinder liner maintenance, 10–23cylinder liner tools, 05–18honing a cylinder liner bore, 10–29mounting a cylinder liner, 10–27removing a cylinder liner, 10–23

Eemergency operation, 08–6, 15–4

exhaust gas, 01–2, 08–2, 08–7, 15–4

exhaust pipe, 20–1

Ffixing bolt, 04–3, 07–9

flow control valve, 16–2

flywheel, 00–4, 07–3

flywheel/thrust bearing, 06–2, 10–10, 11–3assembling a flywheel/thrust bearing, 10–14dismantling a flywheel/thrust bearing, 10–10maintenance of a flywheel/thrust bearing, 10–10

fuel, 01–2, 02–1fuel characteristics, 02–4fuel treatment, 02–1

fuel filter, 04–2

fuel injection line, 16–7

fuel injection pipe, 07–4, 12–2

fuel injection pump, 01–4, 04–7, 04–8, 16–1fuel injection pump element, 16–2, 16–4, 16–6

fuel injection valve, 04–4, 04–5, 04–7, 04–10, 07–2,07–6, 12–22, 16–12


2

fuel injector, 06–7, 07–2, 16–16

fuel pressure control valve, 17–4

fuel system, 04–2, 04–5, 04–10, 17–1flow fuse, 16–18

Ggudgeon pin, 04–10, 06–3, 11–3, 11–4, 11–9, 11–10,

11–15

Iindicator valve, 12–21

injection system, 04–2, 16–1injection system tools, 05–27

injection tappet, 06–7

intermediate gear, 04–10, 06–5, 13–1, 13–6, 13–9

intermediate gear central screw, 07–9

Llateral screw, 07–9

leakage detection, 16–18leakage detection ring, 16–19

lube oil filter, 04–2

lubricating oil pressure control valve, 18–7

lubricating oil pump, 04–7, 06–8, 07–7, 18–12

lubrication, 01–2, 01–4, 02–11, 03–5, 03–11, 04–3,18–1

lubricating oil, 01–2, 02–11, 03–11, 04–3, 08–4,11–19

Mmain bearing, 00–2, 01–3, 06–2, 10–1

assembling a main bearing, 10–6dismantling a main bearing, 10–1inspection of main bearings and journals, 10–6main bearing tools, 05–21maintenance of main bearings, 10–1

main bearing screw, 07–9

main starting valve, 04–8, 21–1, 21–2, 21–7

Ooil mist detector, 04–3, 04–4, 04–5

operation, 03–1, 03–6, 03–9, 08–6, 08–7, 15–4

overspeed trip device, 06–1

Ppiston, 01–3, 03–6, 04–6, 04–8, 04–10, 06–3, 11–3

assembling and mounting a piston, 11–10piston tools, 05–11removing and dismantling a piston, 11–5

piston ring, 01–3, 03–10, 04–6, 06–3, 11–4, 11–9,11–16

inspection and maintenance of piston rings, 11–9

pneumatic system, 01–4, 21–6

pressure control valve, 04–5

push rod, 14–1, 14–4, 14–5

Rrocker arms, 06–6, 07–2, 14–1, 14–3, 14–4, 14–5

roller, 06–6, 14–3

rotocap, 04–4, 04–6

running–in filter, 18–12

Ssafety valve, 07–3, 10–1, 12–22

slow turning, 03–3, 21–1

split gear wheel, 06–5, 13–15mounting the split gear wheel, 13–16removing only the split gear wheel, 13–17removing the split gear wheel, 13–16split gear wheel maintenance, 13–16

SSV, 16–22start up and safety valve, 07–4, 16–1, 16–17

start, 03–1, 03–2local start, 03–2remote and automatic start, 03–3start after a prolonged stop, 03–4start after overhaul, 03–4

start up and safety valve, 16–1, 16–17, 16–22

starting air distributor, 04–9, 21–2, 21–3

starting air system, 01–2, 21–1

starting air vessel, 21–5


3

starting valve, 07–3, 12–22, 21–4

stop, 03–1, 03–5automatic stop, 03–5local stop, 03–5remote stop, 03–5

Tthermostatic valve, 04–8

ht–water thermostatic valve, 04–8lt–water thermostatic valve, 04–8

thrust bearing screw, 07–9

turbocharger, 04–2, 04–3, 04–4, 04–5, 04–6, 04–10,07–7, 15–1, 15–2

allowable operation with damaged turbocharger, 15–4turbocharger fastening screws, 07–10turbocharger maintenance, 15–2water cleaning of compressor during operation, 15–4water cleaning of turbine during operation, 15–2

turning device, 03–1maintenance of turning device, 03–2

Vvalve guide, 04–8, 06–4, 06–6, 12–1, 12–9, 12–12

valve mechanism, 04–9, 04–10, 12–8, 14–1assembling the valve mechanism, 14–4dismantling the valve mechanism, 14–2inspection of the valve mechanism, 14–4maintenance of the valve mechanism, 14–1

valve rotator, 04–8, 12–20

valve seat, 04–9, 06–4, 12–1, 12–11, 12–16fitting a new exhaust valve seat ring, 12–18fitting a new inlet valve seat ring, 12–17removing an old seat ring, 12–16

valve stem, 06–4, 12–12

valve tappet, 06–6, 14–1, 14–3, 14–4

valves, 00–4, 01–3, 04–4, 04–5, 04–7, 04–8, 04–10,07–3, 12–8, 12–21, 12–22, 16–12, 21–2, 21–4

adjusting valve clearance, 12–7assembling of valves, 12–15checking and reconditioning valves and seats, 12–11dismantling of valves, 12–9lapping, 16–15machine grinding, 12–12

vibration damper, 04–9, 14–10

vibrations, 08–8

Wwaste–gate, 04–3, 15–9, 15–10, 20–3, 21–9

water separator, 15–5

WECS, 22–1, 23–1


4

46 02 30 91461Table of Contents

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0. Contents, instruction, terminology 00–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1. Contents of the instruction book 00–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.2. General rules 00–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3. Terminology 00–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

1. Main data, operating data and general design 01–1. . . . . . . . . . . . . . . . . . . . . . 1.1. Main data for WÄRTSILÄ� 46 01–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.2. Recommended operating data 01–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.3. Reference conditions 01–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1.4. General engine design 01–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

2. Fuel, lubricating oil, cooling water 02–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1. Fuel 02–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.1. Fuel, general 02–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.2. Fuel treatment 02–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.2.1. Purification 02–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.2.2. Heating 02–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.2.3. Viscosity control 02–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.3. Maximum limits of fuel characteristics 02–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.4. Comments on fuel characteristics 02–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.1.5. Measures to avoid difficulties when running on heavy fuel 02–10. . . . . . . . . . . . . . . . . . . 2.1.6. General advice 02–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2. Lubricating oil 02–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.1. Lubricating oil, general 02–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.2. Lubricating oil qualities 02–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.3. Maintenance and control of the lubricating oil 02–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.4. Lubricating oil for the governor 02–15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.5. Lubricating oils for turbochargers 02–15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.2.6. Lubricating oils for turning device 02–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3. Cooling water 02–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.1. Cooling water, general 02–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.2. Additives 02–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2.3.3. Treatment 02–18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

3. Start, stop and operation 03–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1. Turning of the crankshaft 03–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.1. Turning of the crankshaft, general 03–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.1.2. Maintenance of turning device 03–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2. Start 03–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.1. Start, general 03–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.2. Local start 03–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.2.3. Remote– and automatic start 03–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3. Start after a prolonged stop (more than 8 h) 03–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3.1. Local start after a prolonged stop 03–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.4. Start after overhaul 03–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5. Stop 03–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.1. Stop, general 03–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.2. Cooling water pumps 03–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.3. Local stop 03–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.4. Remote stop 03–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.5.5. Automatic stop 03–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


Chapter Page

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3.6. Normal operation supervision 03–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.1. Normal operation supervision, general 03–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.2. Every second day or after every 50 running hours 03–6. . . . . . . . . . . . . . . . . . . . . . . . . 3.6.3. Every second week or after every 250 running hours 03–7. . . . . . . . . . . . . . . . . . . . . . . 3.6.4. Once a month or after every 500 running hours 03–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6.5. In connection with maintenance work 03–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.7. Operation supervision after overhaul 03–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.8. Running–in 03–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.9. Loading 03–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

4. Maintenance schedule 04–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1. Maintenance schedule, general 04–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2. Maintenance schedule for HFO operation,

Common rail engines 04–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

5. Maintenance tools 05–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1. Maintenance tools, general 05–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.1. Use of this list 05–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.1.2. Ordering of maintenance tools 05–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.2. Cylinder cover 05–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.3. Piston 05–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4. Connecting rod 05–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.5. Cylinder liner 05–18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.6. Main bearing 05–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.7. Injection equipment 05–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.8. Camshaft 05–34. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.9. Miscellaneous tools 05–36. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.10. Miscellaneous tools for air cooler 05–42. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.11. Optional tools 05–43. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

6. Adjustments, clearances and wear limits 06–1. . . . . . . . . . . . . . . . . . . . . . . . . . 6.1. Adjustments 06–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2. Clearances and wear limits (at 20�C) 06–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6.2.1. Clearances and wear limits for V46 06–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

7. Tightening torques and use of hydraulic tools 07–1. . . . . . . . . . . . . . . . . . . . . 7.1. Tightening torques for screws and nuts 07–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.1. Camshaft 07–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.2. Cylinder head 07–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.3. Crankshaft 07–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.4. Common rail equipment 07–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.5. Injection valves 07–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.6. Control oil pump 07–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.7. Engine driven lub. oil pump 07–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.8. Other tightening torques 07–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.1.9. General torques 07–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2. Use of locking fluids 07–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3. Hydraulically tightened connections 07–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.1. General 07–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.2. Hydraulically tightened connections, V–engines 07–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.3.3. Dismantling hydraulically tightened screw connections 07–11. . . . . . . . . . . . . . . . . . . . . . 7.3.4. Reassembling hydraulically tightened screw connections 07–12. . . . . . . . . . . . . . . . . . . 7.3.5. Maintenance of high pressure tool set 07–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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7.4. Use of hydraulic extractor cylinder 07–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.5. Use of low pressure pump for lifting purposes in the crankcase 07–14. . . . . . . . . . . . . . . . 7.6. Torque calculations 07–15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8. Operating problems, emergency operation 08–1. . . . . . . . . . . . . . . . . . . . . . . . . 8.1. Problem, possible reason 08–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2. Emergency operation 08–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.1. Operation with defective air cooler(s) 08–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.2. Operation with defective turbocharger(s) 08–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.3. Operation with defective cams 08–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.4. Operation with removed piston and connecting rod 08–7. . . . . . . . . . . . . . . . . . . . . . . . . 8.2.5. Torsional vibrations and other vibrations 08–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

9. Specific installation data 09–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

10. Engine block with bearings, cylinder and oil sump 10–1. . . . . . . . . . . . . . . . 10.1. Engine block 10–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2. Main bearings 10–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.1. Maintenance of the main bearings 10–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.2. Dismantling of a main bearing 10–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.3. Inspection of main bearings and journals 10–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.2.4. Assembling the main bearing 10–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3. Flywheel / thrust bearings 10–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.1. Maintenance of flywheel / thrust bearings 10–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.2. Dismantling of flywheel / thrust bearing 10–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.3.3. Assembling the flywheel / thrust bearing 10–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4. Camshaft bearings 10–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.1. Maintenance of camshaft bearings 10–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.2. Inspection of the camshaft bearing bushing 10–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.3. Removing the camshaft bearing bushing 10–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.4.4. Mounting of camshaft bearing bushing 10–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5. Cylinder liner 10–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5.1. Maintenance of the cylinder liner and antipolishing ring 10–23. . . . . . . . . . . . . . . . . . . . . 10.5.2. Removing the cylinder liner 10–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5.3. Mounting the cylinder liner 10–27. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5.4. Honing of the cylinder liner bore 10–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10.5.5. Cleaning of the cylinder liner water side 10–29. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

11. Crank mechanism: Crankshaft, connecting rod, piston 11–1. . . . . . . . . . . . 11.1. Crankshaft 11–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1.1. Crankshaft alignment 11–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.1.2. Measurement of thrust bearing axial clearance 11–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2. Connecting rod and piston 11–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.2.1. Removing and dismantling of piston and connecting rod 11–5. . . . . . . . . . . . . . . . . . . . 11.2.2. Inspection and maintenance of piston rings and gudgeon pin bearing 11–9. . . . . . . . . 11.2.3. Assembling and mounting of piston and connecting rod 11–10. . . . . . . . . . . . . . . . . . . . . 11.2.3.1. Assembly of a piston having the upper part fastened with studs 11–11. . . . . . . . . . . . 11.2.3.2. Assembly of a piston having the upper part fastened with screws 11–13. . . . . . . . . . . 11.2.3.3. Assembling of the piston and connecting rod 11–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3. Big end bearing 11–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3.1. Removing the big end bearing 11–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3.2. Inspection of the big end bearing 11–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11.3.3. Mounting of the big end bearing 11–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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12. Cylinder head with valves 12–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.1. General 12–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2. Cylinder head 12–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2.1. General maintenance of the cylinder head 12–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2.2. Removing the cylinder head 12–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2.3. Mounting the cylinder head 12–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2.4. Adjusting valve clearance 12–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.2.5. Checking of cylinder tightness 12–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3. Exhaust and inlet valves 12–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.1. Dismantling the valves 12–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.2. Checking and reconditioning valves and seats 12–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.3. Machine grinding 12–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.4. Assembling of valves 12–15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4. Valve seats 12–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.1. Removing an old seat ring 12–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.2. Fitting a new inlet valve seat ring 12–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.4.3. Fitting a new exhaust valve seat ring 12–18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.5. Valve rotator (Rotocap) 12–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.5.1. Rotocap maintenance 12–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.6. Indicator valve 12–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.6.1. Indicator valve, operation and maintenance: 12–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.7. Safety valve 12–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.8. Starting valve 12–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.9. Injection valve 12–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

13. Camshaft driving gear 13–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.1. General 13–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2. Intermediate gear and camshaft gear 13–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.1. Intermediate gear and camshaft gear maintenance 13–1. . . . . . . . . . . . . . . . . . . . . . . . . 13.2.2. Removing the camshaft gearing 13–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.2.3. Mounting the camshaft gearing 13–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3. Split gear wheel 13–15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3.1. Split gear wheel maintenance 13–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3.2. Removing the split gear wheel 13–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3.3. Mounting of the split gear wheel 13–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3.4. Removing only the split gear wheel 13–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

14. Valve mechanism and camshaft 14–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1. Valve mechanism 14–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1.1. Maintenance of valve mechanism 14–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1.2. Dismantling of valve mechanism 14–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1.3. Inspection of valve mechanism 14–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.1.4. Assembling of valve mechanism 14–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2. Description of camshaft 14–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2.1. Maintenance of camshaft 14–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2.2. Removing the camshaft piece 14–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2.3. Mounting the camshaft piece 14–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2.4. Vibration damper 14–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

15. Turbocharging and air cooling 15–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.1. Description 15–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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15.2. Turbocharger 15–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.2.1. Description (TPL–turbocharger) 15–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.2.2. Turbocharger maintenance 15–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.3. Water cleaning of turbine during operation 15–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.3.1. Description 15–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.3.2. Cleaning device for turbine and compressor 15–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.3.3. Cleaning procedure 15–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.4. Water cleaning of compressor during operation 15–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.4.1. Cleaning procedure 15–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.5. Allowable operation with damaged turbocharger 15–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.6. Air cooler 15–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.6.1. Maintenance of charge air cooler 15–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.6.2. Cleaning cooler inserts 15–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.7. Waste Gate valve 15–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.7.1. Waste gate and waste gate control 15–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.7.2. Maintenance of the Waste Gate valve 15–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.8. Charge air By–pass valve 15–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.8.1. General 15–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.8.2. Operation 15–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.8.3. By–pass control 15–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15.8.4. Testing of the by–pass system 15–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

16. Injection system 16–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.1. Description 16–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2. Fuel injection pump 16–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2.1. General 16–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2.2. Maintenance of fuel injection pump 16–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2.2.1. Removing of fuel injection pump 16–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2.2.2. Removing the fuel injection pump element 16–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2.2.3. Mounting the fuel injection pump 16–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2.2.4. Mounting the fuel injection pump element 16–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.3. Injection line 16–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.3.1. Description 16–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.3.2. Maintenance of high pressure fuel pipes 16–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.3.2.1. Preparations before any work with the high pressure pipe system 16–8. . . . . . . . . . 16.3.2.2. Removing the high pressure fuel pipes 16–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.3.2.3. Checking the high pressure fuel pipes 16–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.3.2.4. Mounting the high pressure fuel pipes 16–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.4. Injection valves 16–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.4.1. General description 16–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.4.2. Maintenance of fuel injection valve 16–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.4.2.1. Removing the fuel injection valve 16–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.4.2.2. Changing of fuel injection nozzle 16–15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.4.2.3. Mounting of fuel injection valve 16–15. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.5. Testing of fuel injectors 16–16. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.5.1. Checking the maximum needle lift of the nozzle 16–16. . . . . . . . . . . . . . . . . . . . . . . . . . . 16.6. Accumulator 16–17. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.6.1. Leakage detection 16–18. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.6.2. Accumulator maintenance 16–19. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.6.2.1. Removing the accumulator 16–20. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.6.2.2. Mounting the accumulator 16–21. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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16.7. Start up and safety valve (SSV) 16–22. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.7.1. Maintenance of the SSV 16–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.7.1.1. Removing the SSV 16–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.7.1.2. Dismantling and assembling the SSV 16–23. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.7.1.3. Replacing the solenoid valve without removing the complete SSV 16–24. . . . . . . . . . 16.7.1.4. Replacing the SSV air bottle without removing the complete SSV 16–24. . . . . . . . . . 16.7.1.5. Mounting the SSV 16–25. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

17. Fuel system 17–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.1. General description 17–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.2. Maintenance of fuel system 17–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.2.1. Draining of fuel system 17–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.2.2. Venting of fuel system 17–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.2.3. Adjustment of pressure control valve 17–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.3. Low pressure system (preheating system) 17–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.4. Control oil system 17–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5. Control oil pump 17–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5.1. General description 17–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5.2. Maintenance of control oil pump 17–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5.3. Removing of control oil pump 17–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5.4. Mounting of control oil pump 17–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.5.5. Replacing or checking the condition of pressure adjusting unit 17–8. . . . . . . . . . . . . . . 17.6. Control devices for fuel system 17–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 17.6.1. Pressure relief valve 17–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

18. Lubricating oil system 18–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.1. Description 18–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.1.1. The engine lubricating oil circuit 18–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.1.2. General maintenance 18–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.2. Lubricating oil pressure regulating valve 18–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.2.1. Description 18–7. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.2.2. Maintenance 18–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.3. Centrifugal filter 18–10. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.3.1. Cleaning 18–11. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.4. Running–in filter 18–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.5. Engine driven lubricating oil pump 18–12. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.5.1. Oil pump maintenance 18–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.5.2. Removing the pump from the engine 18–13. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.5.3. Mounting the pump to the engine 18–14. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

19. Cooling water system 19–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.1. Description 19–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.1.1. HT–circuit 19–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.1.2. LT–circuit 19–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.1.3. Venting and pressure control 19–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.1.4. Preheating 19–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.1.5. Maintenance 19–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.1.6. Cleaning 19–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.2. Water pump 19–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19.2.1. Water pump maintenance (WD–200) 19–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

20. Exhaust system 20–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.1. Description 20–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.1.1. SPEX–piping 20–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .


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20.2. Maintenance 20–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.2.1. Change of expansion bellows 20–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.2.2. Assembling the expansion bellows between turbocharger and exhaust pipe 20–2. . . 20.2.3. Suspension of the insulation box 20–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.2.4. Waste gate 20–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20.2.5. Charge air by–pass valve 20–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

21. Starting air system 21–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.1. Description 21–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.2. Main starting valve 21–2. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.3. Starting air distributor 21–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.3.1. Description 21–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.3.2. Starting air distributor maintenance 21–3. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.4. Starting valve 21–4. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.4.1. Description 21–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.4.2. Starting valve maintenance 21–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.5. Starting air vessel and pipings 21–5. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.6. Pneumatic system 21–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.6.1. General description 21–6. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.6.2. Maintenance of the pneumatic system 21–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.6.2.1. Check 21–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.6.2.2. Maintenance 21–8. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.7. Waste gate control 21–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21.8. By–pass control 21–9. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

22. Control mechanism 22–1. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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Instruction setTable of Contents23 Instrumentation and automation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1

23.1 WECS 2000, Control and monitoring system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-323.1.1 General about WECS 2000, Control and monitoring system . . . . . . . . . . . . . . . . . . . . . 23-323.1.2 Description of the system in general, WECS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-323.1.3 Functional descriptions, WECS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-4

23.1.3.1 Speed measuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-423.1.3.2 Safety system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5

23.1.3.2.1 Starting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-523.1.3.2.2 Stopping . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-623.1.3.2.3 Start blockings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-623.1.3.2.4 Shut-downs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-623.1.3.2.5 Shut-down backup system . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-723.1.3.2.6 Load reduction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-7

23.1.3.3 Instrumentation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-823.1.3.3.1 Local Display Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-8

23.1.3.3.1.1 Meter page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-923.1.3.3.1.2 History page . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1123.1.3.3.1.3 Status pages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-12

23.1.3.3.2 Backup instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1323.1.3.3.3 Controls . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-13

23.1.3.4 WEnCoM-functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1523.1.3.5 Modbus communication link . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-17

23.1.4 Functional testing, WECS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-1823.1.4.1 Testing of overspeed trip . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-18

23.1.4.1.1 Testing of the overspeed trip by running the engine . . . . . . . . . . . . . . . . . 23-1823.1.4.1.2 Testing of the overspeed trip by using a signal generator . . . . . . . . . . . . 23-19

23.1.4.2 Testing of pressure sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2023.1.5 Hardware, WECS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-20

23.1.5.1 External Connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2023.1.5.1.1 Power supply . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2123.1.5.1.2 Hardwired connections . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-22

23.1.5.2 WECS System Hardware . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2223.1.5.2.1 WECS cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-23

23.1.5.2.1.1 WECS 2000 Main Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2423.1.5.2.1.2 Main Control Unit (MCU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-25

23.1.5.2.1.2.1 Frame . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2523.1.5.2.1.2.2 Mother Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2623.1.5.2.1.2.3 DC/DC Converter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2723.1.5.2.1.2.4 Processor Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-2923.1.5.2.1.2.5 Memory Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-3023.1.5.2.1.2.6 LAN Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-3123.1.5.2.1.2.7 Interface Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-33

23.1.5.2.1.3 Relay Module (RM) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-3523.1.5.2.1.3.1 Indicator LEDs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-36

23.1.5.2.1.4 Local Display Unit (LDU) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-38

W 46 02 30 Table of Contents

2

23.1.5.2.1.5 Local Control Panel and Back Up Insrtruments . . . . . . . . . . . . . . . 23-3923.1.5.2.1.5.1 Connectors for external systems . . . . . . . . . . . . . . . . . . . . . 23-40

23.1.5.2.2 Distribution Units . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-4023.1.5.2.2.1 SMU board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-4123.1.5.2.2.2 DCU Board . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-44

23.1.5.2.3 Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-4623.1.5.2.3.1 Sensors for monitoring and alarm . . . . . . . . . . . . . . . . . . . . . . . . . . 23-46

23.1.5.3 Engine Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-4723.1.5.4 ABB TPL Turbocharger Speed Measurement . . . . . . . . . . . . . . . . . . . . . . . . . . 23-48

23.1.6 Software, WECS 2000 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-4923.1.6.1 Standard start/ stop sequence . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-51

23.2 WECS 7500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5223.2.1 WECS 7500 System layout . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5223.2.2 WECS 7500 Structure and modules . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-54

23.2.2.1 Module location and wiring harness . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5423.2.2.2 Main controller (MCM 700) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5523.2.2.3 Rail pressure controller (CCM 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5523.2.2.4 Cylinder controller (CCM 10) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5623.2.2.5 Power module (PMOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5623.2.2.6 Communication module (CMOD) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-58

23.2.3 Common Rail control functionality, WECS 7500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-5923.2.3.1 General about the Common Rail functionality . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6023.2.3.2 Engine in Stop mode, WECS 7500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6223.2.3.3 Engine in Start mode, WECS 7500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6223.2.3.4 Engine in run mode, WECS 7500 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-63

23.2.3.4.1 Fuel injection quantity . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6323.2.3.4.2 Fuel injection timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6523.2.3.4.3 Common Rail fuel pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-65

23.2.3.5 Engine in stop, shutdown and emergency stop mode . . . . . . . . . . . . . . . . . . . . . 23-6723.2.3.5.1 Engine stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6723.2.3.5.2 Engine shutdown . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-6823.2.3.5.3 Engine emergency stop . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-68

23.2.3.6 PWM control of injectors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-7023.2.3.7 Speed measuring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-70

23.3 Tables . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-7423.3.1 Resistance versus temperature relationship for platinum resistance element Pt

100. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-7423.3.2 Electromotive forces of thermocouple Nickel– Chromium / Nickel–Aluminium

(NiCr–NiAl) Type K . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-7523.4 Abbreviations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23-77


Chapter Page

10

Contents, instruction, terminology 00 46 98 48

00 –100–1

0. Contents, instruction, terminology

0.1. Contents of the instruction book

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0.2. General rules

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00 –2 00–2

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Terminology

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00 –300–3

Designation of bearings

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Designation of valves

Air in Exhaust out

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00 –500–5

Example of reading the flywheel

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00 –6 00–6

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W46 02 16 A Risk Reduction 00A

00A-1

00A Risk Reduction


00A-2

This page is intentionally left blank.


00A-3

00A.1 General

Read the engine manual including this appendix before installing, operating orservicing the engine and/or related equipment.

Failure to follow the instructions can cause personal injury, loss of life and/orproperty damage.

Proper personal safety equipment include proper work clothing, e.g. overalls, gloves,hard hat, safety glasses and ear protection must be used in all circumstances.Missing, imperfect or defective safety equipment might cause serious personal injuryor loss of life.

This appendix contains listed general identified hazards, hazardous situations orevents, which are to be noticed during normal operation and maintenance work.


00A-4

00A.2 Identified hazard, hazardous situation or event

Identified hazard, hazardoussituation or event

Chapter of engine manual3 4 8 10 11 12 13 14 15 16 17 18 19 20 21 22 23

Dropping parts during maintenancework

X X X X X X X X X X X X X X X

Turning device engaged duringmaintenance work 1)

X X X X X X X X

Crankcase safety expl. valves willopen if crank-case explosion

X X X

Noise level X X X X X X X X X X X X X X v XRunning engine without covers X X X X X X X X X XIn case of major failure, risk ofejected parts

X X X X X X X X

Contact with electricity duringmaintenance work if power notdisconnected

X X X X X X X

Electrical hazard if grounding ofelectrical equipment is incorrect

X X X X X

Ejection of components / highpressure gas due to high firingpressures

X X X X X X X

Risk of ejected parts due to breakdown of turbo-charger

X X

Overspeed or explosion due toair-gas mixture in the charge air 2)

X X X

Ejection of fuel injector if notfastened and turning deviceengaged

X X X

Fire or explosion due to leakage onfuel / gas line or lube oil system

X X X X X X

Inhalation of exhaust gases due toleakage 3)

X X X

Inhalation of exhaust gas dust X X X X X X XExplosion or fire if flammable gasor vapor is leaking into theinsulation box. 4)

X X

Touching of moving parts X X X X X X X X X X X X X X X

1) Warning light when turning device engaged.2) Suction air to be taken from gas free space.3) Require proper ventilation of engine room and plant.4) Require proper ventilation and/or gas detector in the engine space and the engineroom.


00A-5

00A.3 General identified hazards, hazardous situations orevents

00A.3.1 Hazards that may be due to moving parts

• Running engine without covers, coming in contact with moving parts

• Touching pump parts during unintentional start of el. driven pump motor

• Charger starts to rotate due to draft if not locked during mainteance

• Somebody sticks his hand into the compressor housing when the silencer isremoved and engine running

• Unexpected movement of valve or fuel rack(s) due to broken wire or soft /hardware failure in the control system

• Unexpected movement of components

• Turning device engaged during maintenance work

• Turning device not engaged e.g. Turning device removed for overhaul, duringmaintenance work could cause rotating crankshaft

• Mechanical breakage (of e.g. speed sensor) due to erratic actuator assembly toengine or electrical connections

00A.3.2 Hazards that may be due to incorrect operating conditions

• Overspeed or explosion due to air-gas mixture in the charge air

• Overspeeding due to air-oil mist mixture in the charge air

• Malfunction of crankcase ventilation

• Oil mist detector will trip if water is present in lubricating oil

• Crankcase explosion if oil mist is mixed with fresh air during inspection after anoil mist shut down

• Crankcase safety explosion valves will open if there is a crankcase explosion

00A.3.3 Hazards that may be due to leakage, break-down or improperassembly of components

• Fuel or gas pipe will burst and spray fuel / gas

• Leakage of:

• Fuel in joints on low and/or high pressure side

• Lube oil

• High pressure water on DWI engines

• HT water


00A-6

• Charge air

• Exhaust gas

• Pressurized air from air container, main manifold or pipes

• High pressure gas and sealing oil on GD engines

• Fire or explosion due to leakage on fuel line

• Fire due to oil, fuel or gas leakage

• Explosion or fire if flammable gas or vapor is leaking into the insulation box

• Inhalation of exhaust gases or fuel gases due to leakage

• Failure of pneumatic stop

• Ejected components due to:

• Breakdown of hydraulic tool

• Breakdown of hydraulic bolt

• Breakdown of turbocharger

• High firing pressures

• Major failure

• Ejection of:

• Pressurized liquids and gases from the block and pipings

• High pressure fluid due to breakdown of hydraulic tool

• Gas due to high firing pressures

• Pressurized gases from high pressure gas system

• High pressure fluid due to breakdown of HP sealing oil pipe

• High pressure air during maintenance of oil mist detector main air supplypiping

• Cooling water, fuel or lube oil if sensor is loosened while the circuit ispressurized

• Springs during maintenance work

• Oil spray if running without covers

• Ejection of fuel injector if not fastened and turning device en gaged

00A.3.4 Hazards that may be due to electricity or incorrectconnections within electrical components

• Fire or sparks due to damage or short circuit in electrical equipment

• Contact with electricity during maintenance work if power not disconnected

• Electrical hazard if grounding of electrical equipment is incorrect


00A-7

• Electrical shock if electrical equipment has a lead isolation break or connectordamage or is dismantled with power connected

• Overheating of control system component due to erratic electrical connections

• Incorrectly wired or disconnected emergency stop switch

• Overload of control system components due to damaged control circuitry orincorrect voltage

• Engine not controllable if failure in the shutdown circuitry

• Unexpected start up or overrun

• Crankcase explosion if:

• Engine not safeguarded at high oil mist levels, due to energy supply failure

• Engine not (fully) safeguarded at high oil mist levels, due to failure in oilmist detector circuitry

• Engine not (fully) safeguarded at high oil mist levels, due to erratic electricalconnector or leakage in pipe connection

00A.3.5 Other hazards and hazardous situations where it’’’’sespecially important to use personal safety equipment

• Slip, trip and fall, Incorrect lifting methods

• Water additives and treatment products (see 02A. Environmental Hazards)

• Touching the insulation box, turbo-charger, pipes, exhaust manifold or (other)unprotected parts without protection during engine operation

• Dropping parts during maintenance work

• Starting maintenance work too early i.e. causing risk when handling hotcomponents

• Neglecting use of cranes and/or lifting tools

• Not using proper tools during e.g. maintenance work

• Contact with fuel oil or oily parts during maintenance work (see appendix 02A)

• Noise level

• Touching or removing Turbocharger insulation

• Preloaded fixation springs during check / replacement of sensor


00A-8


W46 02 17 B Welding Precautions 00B

00B-1

00B Welding Precautions


00B-2



00B-3

00B.1 Precautions General

Main principles:• Prevent uncontrolled current loops

• Prevent radiation

• Prevent sparks and hot metal slag hazards

CAUTION! If convenient, disconnect all global signals like power supply, datacommunication etc.


00B-4

00B.2 Preventing uncontrolled current loopsWelding current path must always be checked, there should be a direct route fromthe welding point to the return connection of the welding apparatus.

The highest current is always following the path of lowest resistance. In certain casesthe return current can therefore proceed via grounding wires and electroniccomponents in the control system.

To avoid this, the distance between the welding point and the return connectionclamp of the welding apparatus should always be shortest possible and withoutelectronic components in the returning loop path.

Attention must be paid to the security of the return connection clamp, a bad contactmay also cause sparks and radiation.


00B-5

00B.3 Preventing Radiation

The welding current and the arc emits a wide spectrum of electromagnetic radiation.This may cause damages to sensitive electronic equipment.

To avoid this damage, all cabinets and terminal boxes must be kept closed duringwelding procedures. Sensitive equipment can also be protected by means ofshielding with a conductive metal plate.

Also avoid having the cables of the welding apparatus laying in parallel with wiresand cables of the control system. The high welding current is easily inductingsecondary currents in other conductive materials.


00B-6

00B.4 Preventing damage due to sparks

Sparks are commonly projected around from the welding arc. Few materialswithstand the heat from these sparks. Therefore all cabinets and terminal boxesshould be kept closed during welding procedures.

Sensors, actuators, cables and other equipment out on the engine must be protectedby means of proper protection.

Sparks can also be a problem after they have cooled down, i.e. causing short circuits,sealing problems etc.


00B-7

00B.5 Precaution checklists

00B.5.1 Checklists General

The checklists (preferable glued to a plastic plate) in this chapter should be put intothe engines cabinet for respective system type. The checklist must be easily visibleand accessible when opening the cabinet.

00B.5.2 Basic ECU (Despemes/Spemos) checklist

The following precautions must be paid attention to before welding in the vicinity ofa basic ECU system:

• Close the cover of the cabinet

• Deactive the system by disconnecting all external connectors (X1...X4)

• If convenient, protect cables, sensors and other equipment from sparks with aproper metal sheet

00B.5.3 WECS 2000 checklist

The following precautions must be followed before welding in the vicinity of aWECS 2000 control system:

• Close the covers of the cabinet and all the distributed units

• Deactivate the system by disconnecting all external connectors (X1...X6)

• If convenient, protect cables, sensors and other equipment from sparks with aproper metal sheet

00B.5.4 WECS 3000 checklist

The following precautions must be followed before welding in the vicinity of aWECS 3000 control system:


• Do not connect the welding apparatus return line to the aluminium profilecontaining CCU�s, KDU�s and ignition modules

The profile is used as a common ground for these modules.

• Open all terminal fuses (F1...F20) in the cabinet

• Close the covers of the cabinet and all the distributed units

• If convenient, protect cables, sensors and other equipment from sparks withproper metal sheet


00B-8

00B.5.5 WECS 7000/8000 checklist

The following precautions must be followed before welding in the vicinity of aWECS 7000 or 8000 control system:


• If the welding point is close to (approximately within a radius of 2 m) anelectronic module (SSM-701, SSM-558, CCD/PDM, Cense etc.) disconnect allconnectors of the unit

• Close the covers of the cabinet

• Disconnect the interconnections between the harnesses and the cabinet

• If convenient, protect harnesses, cables, sensors and other equipment fromsparks with a proper metal sheet

Main data, operating data and general design 01 46 02 30

01 –101–1

1. Main data, operating data and general de-sign

1.1. Main data for WÄRTSILÄ� 46

Cylinder bore 460 mm

Stroke 580 mm

Piston displacement per cylinder 96.4 l

Firing order

Engine type Clockwise rotation Counter–clockwise rotation

4L46 1–3–4–2 1–2–4–3

6L46 1–5–3–6–2–4 1–4–2–6–3–5

8L46 1–3–2–5–8–6–7–4 1–4–7–6–8–5–2–3

9L46 1–2–4–6–8–9–7–5–3 1–3–5–7–9–8–6–4–2

12V46 A1–B1–A5–B5–A3–B3–A6–B6–A2–B2–A4–B4

A1–B4–A4–B2–A2–B6–A6–B3–A3–B5–A5–B1

16V46 A1–B1–A3–B3–A2–B2–A5–B5–A8–B8–A6–B6–A7–B7–A4–B4

A1–B4–A4–B7–A7–B6–A6–B8–A8–B5–A5–B2–A2–B3–A3–B1

18V46 A1–B8–A7–B6–A4–B3–A2–B9–A8–B5–A6–B1–A3–B7–A9–B4–A5–B2

A1–B2–A5–B4–A9–B7–A3–B1–A6–B5–A8–B9–A2–B3–A4–B6–A7–B8

Main data, operating data and general design01 46 02 30

01 –2 01–2

1.2. Recommended operating dataApply to normal operation at nominal speed.

Normal values Limits

Alarm Stop

Temperatures,�C

Lub. oil before engine 60–65 70 80 (xx)

Lub. oil differential high, after engine 10–13

HT water after engine 85–95 105 110

HT water differential low, before engine 5–15

HT water, rise over turbocharger(only VTR– and Napier–chargers)

8–12

LT water before engine 28–38

Charge air in air receiver 40–60 75

Exhaust gas after cylinder See test records 490 550 (xx)

Preheating of HT water 70

Gauge pressures (bar)

Lub. oil before engine 4,0 3,0 2,0

Lub. oil before turbocharger: VTRTPLNapier

0,5–1,51,25–2,252,3–3,3

0,41,02,1

HT water before engine 3,0–4,5 (x) 2.0

LT water before charge air cooler 3,0–4,5 (x) 2.0

Fuel before engine 9–10 4,0

Starting air max. 30 18

Charge air See test records

Other pressures (bar)

Fuel in common rail See test records

Control oil 250 225

(x) Depending on engine speed and installation.

(xx) Load reduction

1.3. Reference conditionsReference conditions according to ISO 3046/I:

Air pressure 100 kPa (1.0 bar)

Ambient temperature 298 K (25�C)

Relative air humidity 30 %

Cooling water temperature before charge air cooler 298 K (25�C)

Should the engine be designated to operate outside of the above stated conditions,the output will be as per the sales contract. The engine manufacturer can give ad-

Main data, operating data and general design 01 46 02 30

01 –301–3

vice about the correct output reduction. As a guideline, the derating calculationis as follows:

(a + b + c) x Rated Outputa = 0.5 % for every �C the ambient temperature exceeds stated value in the salesdocuments.

b = 1 % for every 100 m level difference above stated value in the sales docu-ments.

c = 0.4 % for every �C the cooling water of the charge air cooler exceeds statedvalue in the sales documents.

1.4. General engine designThe engine is a turbocharged intercooled 4–stroke diesel engine with direct fuelinjection.

The engine block is cast in one piece. The main bearings are underslung. Themain bearing cap is supported by two hydraulically tensioned main bearingscrews and two horizontal side screws. The cooling water header is cast into theengine block. The crankcase covers, made of light weight metal, are sealedagainst the engine block by means of rubber seals. The lubricating oil sump iswelded.

The cylinder liners are designed with high collars and drilled cooling holes. Thecooling effect is optimized to maintain the correct temperature on the inner sur-face.

The main bearings are 3–metal bearings and can be removed by lowering themain bearing cap. A hydraulic jack is provided for every main bearing to lowerand lift the main bearing cap.

The crankshaft is forged in one piece and balanced by counterweights as re-quired.

The connecting rods are drop forged. The design is a three piece marine design.The small end bearing is stepped to achieve large bearing surfaces. The big endbearings are 3–metal bearings.

The piston upper part ring grooves are hardened. Cooling oil enters the coolingspace through the connecting rod. The cooling spaces are designed to give an op-timal shaker effect. Part of the oil going to the cooling space is led to piston skirtlubrication through nozzles situated in the piston.

The piston ring set consists of two chrome–plated compression rings and onechrome plated, spring–loaded oil scraper ring.

The cylinder head, made of special cast iron, is fixed by four hydraulically ten-sioned screws. The head is of the double deck design and cooling water is forcedfrom the periphery towards the centre thereby ensuring efficient cooling to theimportant areas.

The inlet valves are stellite plated and the stems are chromium plated. The valveseat rings are made of a special cast iron alloy and are changeable.

The exhaust valves seal against the directly cooled valve seat rings. The valvesare made of Nimonic in engines using HFO as fuel or they have Stellite seats andchromium–plated stems in case of using MDO.

Main data, operating data and general design01 46 02 30

01 –4 01–4

The seat rings, made of a corrosion and pitting resistant material, are replace-able.

The camshafts are made up from one–cylinder sections with integrated cams.The bearing journals are separate pieces and thus it is possible to remove a cam-shaft piece sideways.

The injection pumps have separated roller followers. The pumps and pipings arelocated in a closed space, so called ”hot box”, for heavy fuel operation.

The charge air coolers are equipped with removable inserts.

The internal lubricating oil system is provided with a welded oil sump, lubri-cating oil connections and a centrifugal type filter.

The starting system: The air supply to the cylinders is controlled by the startingair distributor which in turn is operated by the camshaft.

Fuel, lubricating oil, cooling water 02 46 02 22

02 –102–1

2. Fuel, lubricating oil, cooling water

2.1. Fuel

2.1.1. Fuel, general

The engine is designed to operate on heavy fuel (residual fuel) with a maximumviscosity of 55cSt at 100�C (approx. 730cSt at 50�C, approx. 7200 Redwood No.1 seconds at 100�F) and will operate satisfactorily on blended (intermediate)fuels of lower viscosity as well as on distillate fuel. Avoid the use of fuels havinga lower viscosity than 2.8 cSt at engine inlet as such fuels may cause fuel injectionpump plunger or fuel nozzle needle seizure.

The maximum limits of fuel characteristics for a certain engine are stated in thedocumentation delivered with the engine.

Blended fuels (residuals and distillate) with a viscosity between approx. 4 and7cSt at 100�C (12 and 30cSt at 50�C, 75 and 200 Redwood No. 1 seconds at100�F) containing between 30 and 60% distillate should, however, be avoideddue to the risk of precipitation of heavy components in the blend, with filter clog-ging and large amount of centrifuge sludge as a consequence.

When difficulties with filter clogging are experienced, fuel incompatibility canbe tested by the ASTM D4740–93 or the ISO 10307–2/83 test method.

2.1.2. Fuel treatment

2.1.2.1. Purification

Heavy fuel (residuals, and mixtures of residuals and distillate) must be purifiedin an efficient centrifuge before entering the day tank. The fuel is to be heatedbefore centrifuging.

Recommended temperatures, depending on the fuel viscosity, are stated in thediagram. (Fig. 2.1.)

Be sure that the correct gravity disc is used. Never exceed the flow rates recom-mended for the centrifuge for the grade of fuel in use. The lower the flow rate thebetter the efficiency.

Recommended centrifuge flow rate

Fuel in use

Max. viscosity (cSt at 100�C) 10 15 25 35 45 55

Approx. viscosity (cSt at 50�C) 50 90 205 350 530 730

Centrifuge flow rate (% of rated capacity)

60 40 30 25 20 15

Recommended centrifuge flow rates, see separator manufacturer’s in-struction manual.

NOTE !

Fuel, lubricating oil, cooling water02 46 02 22

02 –2 02–2

In case pure distillate fuel is used, centrifuging is still recommended as fuel maybe contaminated in the storage tanks.

Rated capacity of the centrifuge may be used provided the fuel viscosity is lessthan 12 cSt at centrifuging temperature.Marine Gas Oil viscosity is normally less than 12cSt at 15�C.

2.1.2.2. Heating

See diagram, Fig.2.1. Keep the fuel temperature about 10�C above the minimumstorage temperature indicated in the diagram in order to minimize the risk for waxformation, and the temperature after the final heater 5 to 10�C above the recom-mended temperature before injection pumps to compensate for heat losses be-tween heater and engine.


02 –302–3

Fuel oil viscosity–temperature diagram

oC

–10 0 10 20 30 40 50 60 70 80 90 100 110 120 130 140 150

3

4

5

6789

10121416202530

40506080

100

200300400600

1000

2000

5000

Centistokes

F

D

E

C

K

B

G

H

A

14 cSt at 40oC

GAS OIL

MARINE DIESEL OIL

11 cSt at 40oC

5.5 cSt at 40oC

APPROX. PUMPING LIMIT

VISCOSITY BEFORE

80 cSt at 50oC

180 cSt at 50oC

380 cSt at 50oC

700 cSt at 50oC

40 cSt at 50oC

FUEL PUMPS

CENTRIFUGINGTEMPERATURE

TEMPERATUREMINIMUM STORAGE

MAX. TEMP

RECOMMENDED

460252

Fig. 2.1.

Example: A fuel oil with a viscosity of 380 cSt (A) at 50�C (B) or 80�C at 80�C(C) must be preheated to 115–140�C (D–E) before the fuel injection pumps, to98�C (F) at the centrifuge and to minimum 40�C (G) in storage tanks. The fueloil may not be pumpable below 36�C (H).

To obtain temperatures for intermediate viscosities, draw a line from the knownviscosity/temperature point in parallel to the nearest viscosity/temperature linein diagram.

Example: Known viscosity 60 cSt at 50�C (K). The following can be read alongthe dotted line: viscosity at 80�C = 20 cSt, temperature at fuel injection pumps74–97�C, centrifuging temperature 86�C, minimum storage tank temperature28�C.

Conversion from various current and obsolete viscosity units to centistokes canbe made in the diagram, Fig. 2.2. The diagram should be used only for conversionof viscosities at the same temperature. The same temperatures should then beused when entering the viscosity/temperature point into the diagram (See Fig.2.1.)


02 –4 02–4

Viscosity conversion diagram

Centistokes

3

4

56789

1012141620253040506080

100

200300400600

10002000

5000

10 20 50 100 200 500 1000 2000 5000 10000Sec. Saybolt Furol

1 2 5 10 20 50 100 200 500 1000oEngler

10 20 50 100 200 500 1000 2000 5000 10000Sec.Redwood I

10 20 50 100 200 500 1000 2000 5000 10000Sec. Saybolt Universal

460253

Fig. 2.2.

When converting viscosities from one of the units on the abscissa to centistokesor vice–versa, keep in mind that the result obtained is valid only at one and thesame temperature. When converting the viscosity in any unit at a given tempera-ture to a viscosity at another temperature a viscosity–temperature diagram orconversion rule must be used.

2.1.2.3. Viscosity control

An automatic viscosity controller, or a viscosimeter, at least, should be installedin order to keep the correct viscosity of the fuel before the fuel enters the enginefuel system.

2.1.3. Maximum limits of fuel characteristics

The WÄRTSILÄ� 46 diesel engine is designed and developed for continuous op-eration, without reduction in the rated output, on fuels with the following proper-ties:


02 –502–5

Fuel characteristics, maximum limits

Kinematic viscosity cSt at 100�CcSt at 50�CRedwood No. 1 sec. at 100�F

557307200

Kinematic viscosity, min. cSt at engine inlet 2.8

Density kg/m3 at 15oC 0.991

Density kg/m3 at 15oC 1.010 1)

Water % volume 1.0

Water, before engine % volume 0.3

Flash point, min. (PMCC) �C 60

Pour point �C 30

Total Sediment Potential % mass 0.10

The limits above also correspond to the demands of:

� ISO 8217: 1996(E), ISO–F–RMH 55 and RMK 55

� BS MA 100: 1996, RMH 55 and RMK 55

� CIMAC 1990, H 55 and K 551) Provided the fuel treatment system can remove water and solids.

Four types of fuels are defined for the WÄRTSILÄ� 46 engine:

� HFO 1, heavy fuel oil of normal quality

� HFO 2, heavy fuel oil below normal standard quality

� DO, diesel oil or LFO, light fuel oil

� NG, natural gas

The maintenance intervals are decided by the characteristics of the used fuel, seechapter 4. Maintenance Schedule.

The differences between HFO 1 and HFO 2 are seen below:

Fuel characteristics, maximum limits

HFO 1 HFO 2

Sulphur % mass 2.0 2.0–5.0

Ash % mass 0.05 0.05–0.20

Vanadium mg/kg 100 100–600

Sodium mg/kg 50 50–100

Sodium, before engine mg/kg 30 30

Aluminium + Silicon mg/kg 30 30–80

Aluminium + Silicon before engine mg/kg 15 15

Conradson carbon residue % mass 15 15–22

Asphaltenes % mass 8 8–14

CCAI 850 850–870


02 –6 02–6

Foreign substances or chemical waste, hazardous to the safety of the installationor detrimental to the performance of the engines, should not be contained in thefuel.

If any of specified fuel properties exceed the maximum value of HFO 1,the fuel should be classified as HFO 2.

2.1.4. Comments on fuel characteristics

a) The viscosity is not a measure of the fuel quality, but determines the complexityof the fuel heating and handling system, as a heavy fuel oil has to be heated toreach a viscosity of 16–24cSt at the point of injection. At low viscosities, the flowpast the plunger in the injection pump increases. This leads to a decrease in theamount of injected fuel, which in bad cases might make it impossible to reach fullengine output.

The standard engine fuel system is laid out for max. 55cSt at 100�C fuel (approx.730cSt at 50�C, approx. 7200 Redwood No.1 seconds at 100�F).

b) The density influences mainly on the fuel separation. Separators can remove wa-ter and to some extent solid particles from fuels having densities up to 991kg/m3

at 15�C. There are also separators on the market that can clean fuels with densitiesof up to 1010kg/m3 at 15�C. The separator capability must be checked before pur-chasing a fuel with a very high density, as a bad separation will lead to abnormalwear due to unremoved particles and water. The separator disc must be chosenaccording to the fuel density.

Fuels having a low viscosity in combination with a high densityusually have bad ignition properties.

c) Ignition quality. Heavy fuels may have very low ignition quality. This may causetrouble at start and low load operation, particularly if the engine is not sufficientlypreheated. Low ignition quality may also result in a long ignition delay and cancause a fast pressure rise and very high maximum pressures. This increases themechanical load and can even damage engine components such as e.g. pistonrings and bearings severely. Deposits on the piston top, on the exhaust valves, inthe exhaust system, on the turbine nozzle ring and turbine blades can also be ex-pected. The turbocharger fouling will lead to decreased turbocharger efficiency,and increased thermal load.

A symptom of low ignition quality is ”Diesel knock”, i.e. hard, high pitched com-bustion noise. The effects of diesel knock are increased mechanical load on com-ponents surrounding the combustion space, increased thermal load, increased lu-bricating oil consumption and contamination.

Although low ignition quality produces long ignition delay, ad-vancing the injection timing makes things only worse; fuel is in-jected at a lower compression temperature and this will producean even longer ignition delay!

NOTE !

CAUTION !

CAUTION !


02 –702–7

Ignition quality is not defined, nor limited, in marine residual fuel standards. Thesame applies to ISO–F–DMC marine distillate fuel.

The ignition quality of a distillate fuel can be determined by several methods, i.e.Diesel Index, Cetane Index, Cetane Number.

The ignition quality of a heavy fuel oil can be roughly determined by calculatingthe Calculated Carbon Aromaticity Index (CCAI) from the viscosity and densityof a fuel.

Determining of CCAI (Calculated Carbon Aromaticity Index):

CCAI = ρ–81–141log10log10(νk+0.85)

where ρ = density (kg/m3 at 15�C)

νk = kinematic viscosity (cSt at 50�C)

An increased CCAI value indicates decreased ignition quality.

CCAI can also be determined (but with limited accuracy) by the nomogram. (Fig.2.3.)

Straight run fuels show CCAI values in the 770 to 840 range, and are very goodigniters. Cracked residues delivered as bunkers may range from 840 to over 900,while most bunkers remain in the 840 to 870 range at present.

The CCAI is not an exact tool for judging fuel ignition properties. Followingrough guidelines can however be given:

� Engines running at constant speed and load over 50% can without difficultyuse fuels with CCAI–values up to 870.

� Engines running at variable speeds and load can without difficulty use fuelswith CCAI–values up to 860.

To avoid difficulties with poor ignition quality fuels the following should benoted:

� Sufficient preheating of the engine before start.

� Proper function of the inverse cooling system.

� Proper function of the injection system, especially the injection nozzle condi-tion must be good.

NOTE !


02 –8 02–8

Nomogram for deriving CCAI

820

840

860

880

900

920

940

960

980

1000

1020

1040

800

810

820

830

840

850

860

870

880

890

900

910

920

930

4

5

6

7

89

10

15

20

25

303540

50

75

100

150

200250300

400500

7501000

2

3

4

5

6

78

910

15

20

25

303540

50

60

VISCOSITYcSt (mm2/s)

CCAIDENSITY

(kg/m3 at 15oC)

50oC 100oC

460259

Fig. 2.3.

d) The water content of heavy fuels varies widely. Water may come from severaldifferent sources, it can either fresh or salt. It can also originate from e.g. con-densation in the installation’s bunker tanks.

� If the water is sweet and very well emulsified in the fuel, the effective energycontent of the fuel decreases with increasing water content, leading to an increasein fuel consumption.

� If the fuel is contaminated with seawater, the chlorine in the salt will causecorrosion of the fuel handling system, including the injection equipment. The ef-fects of sodium, that also originates from salt, are described more in detail below.

To avoid difficulties in the engine fuel injection system, the water content mustbe reduced to a max. 0.3% prior to the engine.


02 –902–9

e) Sulphur in the fuel may cause cold corrosion and corrosive wear, especially atlow loads. Sulphur also contributes to deposit formation in the exhaust system,normally together with vanadium and/or sodium in the form of sulphates. The de-posits can also cause high temperature corrosion as described below.

f) A high ash content may be detrimental in several ways. Different ash constituentscan cause different problems:

� Aluminium and silicon oxides originate from the refining process, and cancause severe abrasive wear mainly of the injection pumps and nozzles, but alsoof cylinder liner and piston rings. An efficient fuel separation is a must for mini-mizing wear.

� Oxides of vanadium and sodium, mainly sodium vanadyl vanadates, areformed during the combustion, and mix or react with oxides and vanadates of oth-er ash constituents, e.g. nickel, calcium, silicon and sulphur. The sticking temper-ature of the mixture may be such, that a deposit is formed on a valve, in the ex-haust gas system, or in the turbocharger. This deposit is highly corrosive in themolten salt, destroying the protective oxide layer on e.g. an exhaust valve, andleading to hot corrosion and a burned valve. Deposits and hot corrosion in theturbocharger, especially on the nozzle ring and turbine blades will cause a de-creased turbocharger efficiency. The gas exchange will be disturbed, less airflows through the engine, and thus the thermal load on the engine increases. Thedeposit formation increases at increased temperatures and engine outputs.

To avoid the above mentioned problems when running on high ash fuels, it is im-portant to:

� Have an efficient fuel separation.

� Clean the turbocharger regularly with water, see section 15.3.

� Have a strict quality control of the bunkered fuel, i.e. to see that the amountsof ash and dangerous ash constituents stay low.

� Maintain clean air filters and charge air coolers by regular cleaning based onpressure drop monitoring.

g) High carbon residue content may lead to deposit formation in the combustionchamber and in the exhaust system, especially at low loads.

� Deposit formation on injection nozzle tips will disturb the fuel atomizationand deform the fuel sprays, decreasing the combustion process efficiency, andeven leading to locally increased thermal loads.

� Deposits in the piston ring grooves and on the rings will hinder the movementof the rings, causing e.g. increased blow–by of combustion gases down to crank-case, which in turn increases the fouling of the lubricating oil.

� Deposits in the exhaust gas system and in the turbocharger will disturb the gasexchange and increase the thermal load.

h) High asphaltene content may contribute to deposit formation in the combustionchamber and in the exhaust system, especially at low loads.

Asphaltenes are complex, highly aromatic compounds with a high molecularweight, that usually contain sulphur, nitrogen and oxygen, as well as metals likevanadium, nickel and iron (see ”Ash” above). A high asphaltene content indicatesthat a fuel may be difficult to ignite and it burns slowly.


02 –10 02–10

If the fuel is unstable, the asphaltenes may precipitate from the fuel and block fil-ters and/or cause deposits in the fuel system, as well as excessive centrifugesludge.

i) A low flash point (high vapour pressure) is often seen especially for crude oils.

The low flash point will not influence on the combustion, but the fuel can be dan-gerous to handle and store. This is especially the case if the pour point is high,and the fuel has to be heated due to this. Special explosion proof equipment andseparators can be used in extreme cases.

A high vapour pressure (low flash point) can also cause cavitation and gas pocketsin the fuel pipes. These can be avoided by using an elevated pressure in the fuelhandling system.

It is to be noted that some insurance companies demand the use of fuels havinga flash point higher than 60�C.

j) The pour point tells below which temperature the fuel does not flow, and deter-mines how easy it will be to handle the fuel. The whole fuel handling system, in-cluding tanks and pipes, must be heated to a temperature at least 10–15�C abovethe pour point.

k) Total sediment potential tells something about the fuels stability. If TSP is high,the danger of sediment and sludge formation in tanks and fuel handling systemincrease, as well as the probability for filter clogging.

TSP can also be used as a check for the compatibility of two different fuels: Thetwo fuels are mixed, and if the TSP for the mixture remains low, the fuels are com-patible.

2.1.5. Measures to avoid difficulties when runningon heavy fuelPoor fuel quality will influence on wear, engine component life time and mainte-nance intervals adversely.

In order to obtain maximum operating economy it is recommendable:

a) To limit maximum continuous output as much as operating conditions allowif fuel is known or suspected to have high vanadium content (above 200 ppm) andsodium content.

b) To limit low load operation as much as operating conditions allow if fuel isknown or suspected to have high sulphur content (above 3 mass–%), Conradsoncarbon residue (above 12 mass–%) and/or asphaltene content (above 8 mass–%).

Operating below 20% of rated output should be limited to max. 100 hours contin-uously, by loading the engine above 70% of rated load for one hour before contin-uing the low load operation or shutting down the engine.

Idling (i.e. main engine declutched, generator set disconnected) should be limitedas much a possible. Warming–up of the engine at no load for more than 3 minutesbefore loading, as well as idling for more than 3 minutes before stopping is unnec-essary and should be avoided.

2.1.6. General adviceTo avoid stability and incompatibility problems (precipitation of heavy compo-nents in the fuel), avoid if possible blending of fuels from different bunker sta-tions unless the fuels are known to be compatible.


02 –1102–11

If stability and compatibility problems occur, never add distillate fuel, as this willprobably increase precipitation. A fuel additive with highly powerful dispersingcharacteristics can be of help until a new fuel delivery takes place.

Take a sample of every bunker batch for future reference and possible analyzing.Every time when troubles with fuel are suspected, have the sample analyzed inan independent qualified laboratory.

The characteristics of heavy fuels blended from residuals from modern refineryprocesses like catalytic cracking and visbreaking may approach at least some ofthe limits of fuel characteristics given in the table in section 2.1.3.

Compared with ”traditional” heavy fuels blended from straight run residuals, the”modern” heavy fuels may have reduced ignition and combustion quality.

Fuels blended from catalytic cracking residuals may contain very abrasive cata-lytic fines (silicon and aluminium oxides) which, if allowed to enter the injectionsystem, may wear down injection pumps and nozzles in a few hours.

Some of the difficulties that may occur when operating on heavy fuels blendedfrom cracked residuals can be avoided by:

� Sufficient centrifuging capacity. The best and most disturbance–free resultsare obtained with the purifier and clarifier in series. Alternatively the main andstand–by separators may be run in parallel, but this makes heavier demands oncorrect gravity disc choice and constant flow and temperature control to achieveoptimum results. Flow rate through the centrifuges should not exceed the maxi-mum fuel consumption by more than 10%.

� Sufficient heating capacity to keep centrifuging and injection temperatures atrecommended levels. It is important that the temperature fluctuations are as lowas possible (�2�C before centrifuge) when centrifuging high viscosity fuels withdensities approaching or exceeding 991 kg/m3 at 15�C.

� Sufficient preheating of the engine and the fuel system before starting the en-gine.

� Keeping fuel injection equipment and the inverse cooling system in good con-dition.

2.2. Lubricating oil

2.2.1. Lubricating oil, general

Viscosity. Viscosity class SAE 40.

Alkalinity. The required lubricating oil alkalinity is tied to the fuel specified forthe engine. This is shown in the table ”Fuel standards and lubricating oil require-ments”.


02 –12 02–12

Fuel standards and lubricating oil requirements

Category Fuel standard Lube oilBN

A ASTM D 975–94BS MA 100: 1996CIMAC 1990ISO 8217: 1996(E)

GRADE 1D, 2DDMX,DMADX, DAISO–F–DMX, DMA

10–30

B ASTM D 975–94BS MA 100: 1996CIMAC 1990ISO 8217: 1996(E)

GRADE 4DDMBDBISO–F–DMB

15–30

C ASTM D 396–94BS MA 100: 1996CIMAC 1990ISO8217: 1996(E)

GRADE NO 4–6DMC, RMA10–RMK55DC, A10–K55ISO–F–DMC,RMA10–RMK55

30–55

It is recommended to use BN 40 lubricants with category C fuels. The use of highBN (50–55) lubricants in heavy fuel installations is recommended if the use ofBN 40 lubricants is causing short oil change intervals. If very low sulphur residualfuel is used, BN 30 lubricants can be used. BN 30 lubricants can also be used ifexperience shows that the lubricating oil BN equilibrium remains at an acceptablelevel.

Additives. The oils should contain additives that give good oxidation stability,corrosion protection, load carrying capacity, neutralization of acid combustionand oxidation residues, and prevent deposit formation on internal engine parts(hot and cool surfaces).

Foaming characteristics. Fresh lubricating oil should meet the following limitsfor foaming tendency and stability (according to the ASTM D 892–92 test meth-od):

− Sequence I: 100/0 ml

− Sequence II: 100/0 ml

− Sequence III: 100/0 ml

In this test a certain amount of air is blown through the lubricating oil sample. Thefirst number in the results is the foam volume after a blowing period of 5 minutesand should be 100 ml or less. The second number is the foam volume after a set-tling period of 10 minutes and should always be 0 ml.

Sequences I and III are performed at a temperature of 24°C and sequence II at atemperature of 93.5°C.

2.2.2. Lubricating oil qualities

Lubricating oil is an integrated engine component and thus the quality of it is up-most important. All lubricating oils, which have been approved for use inWÄRTSILÄ� 46 engine type, have gone through an approval test according tothe engine manufacturer’s procedure.

The use of approved lubricating oil qualities during the warranty period is manda-tory and is also strongly recommended after the warranty period.


02 –1302–13

The list of approved lubricating oils can be found in the end of this chapter.

Never blend different oil brands unless approved by the oil supplier, andduring the warranty period, by the engine manufacturer!

Before using a lubricating oil not listed in the table, the engine manufac-turer must be contacted. Lubricating oils that are not approved, have tobe tested according to the engine manufacturer’s procedure!

2.2.3. Maintenance and control of the lubricatingoil

1 Centrifuging of the system oil is recommended in order to separate water andinsolubles from the oil. Water must not be added when centrifuging (”washing”).The oil should be pre–heated to 90...95�C. Many oil manufacturers recommenda separation temperature of 85...95�C for an effective separation. Please checkwith the supplier of your lubricating oil what the optimal temperature is. For effi-cient centrifuging, use only about 20% of the rated flow capacity of the separator.For optimum conditions the centrifuge should be capable of passing the entire oilquantity in circulation 4–5 times every 24 hours at 20% of rated flow. It is recom-mended to run separators continuously (24h/d). The gravity disc has to be chosenaccording to the recommendations from the separator manufacturer.

Defects on automatic, ”self–cleaning” separators can quickly increase thewater content of the oil under certain circumstances! (The water controlvalve fails.)

2 Take a sample of lubricating oil every 500 operating hours and have a sam-ple analyzed in a qualified laboratory every 1000 operating hours. (See chapter4.)

3 During the first year of operation it is advisable to take samples of lubricat-ing oil for analysis at oil supplier after about 500, 1000 and 2000 operating hours.On the basis of the results it is possible to determine suitable intervals betweenoil changes. After that oil can be analyzed as described above.

Take a sample for analyzing also immediately after changing to a new lubricatingoil brand or in a new installation immediately after filling.

To be representative of the oil in circulation, the sample should be taken from theengine in operation from the sampling cock located immediately after the oil fil-ter on the engine, in a clean container holding 0.75...1 litre. Take samples before,not after adding new oil to compensate for consumption. Before filling the con-tainer, rinse it with the oil from which sample is to be taken.

In order to make a complete assessment of the condition of the oil in service, thefollowing details should be furnished with the sample: Installation, engine

NOTE !

NOTE !

NOTE !


02 –14 02–14

number, oil brand, engine operating hours, number of hours the oil has beenin use, where in the system sample was drawn, type of fuel, and any specialremarks. Oil samples with no information except installation and engine numberare essentially worthless.

When estimating the condition of the used oil, the following prop-erties should be observed:Compare with guidance values (type analysis) for new oil of the brand used.

Viscosity should not rise by more than 25% above the guidance value at 100�C.

Maximum permissible viscosity for a SAE 40 grade oil is 212 cSt at 40�C and19 cSt at 100�C.

Minimum permissible viscosity is 110 cSt at 40�C and 11.0 cSt at 100�C

Flash point should not fall by more than 50�C below the guidance value. Min.permissible flash point (open cup) is 170�C. At 150�C a risk of a crankcase ex-plosion occurs.

Water content should not exceed 0.3 %. At 0.5 % steps must be taken, either bycentrifuging or changing the oil.

BN (Base Number):

� Fuel categories B and C:

− For lubricating oils with a nominal BN–value above 40 the minimum allow-able BN–value of used oil is BN 20.

− For lubricating oils with a nominal BN–value between 30 and 40 the minimumallowable BN–value of used oil is 50% of the nominal value of new oil.

− For lubricating oils with a nominal BN–value between 24 and 30 the minimumallowable value of used oil is BN 15.

� Fuel category A:

− The minimum allowable BN–value of used oil is 50% of the nominal valueof new oil.

Insolubles. The quantity allowed depends on various factors. The oil suppliers’recommendations should be followed. However, an n–pentane insoluble valueabove 1.5% calls for attention. A value higher than 2% cannot be accepted forlonger periods. In general it can be said that the changes in the analyses give abetter basis of estimation than the absolute values.

Rapid and great changes may indicate abnormal operation of the engine or thesystem.

4 Compensate for oil consumption by adding max. 10% new oil at a time. Add-ing larger quantities can disturb the balance of the used oil causing, for example,precipitation of insolubles. Measure and record the quantity added and the oil vol-ume in the circulation tank or oil sump (in wet sump installations). Attention tothe lubricating oil consumption may give valuable information about the enginecondition. A continuous increase may indicate that piston rings, pistons or cylin-der liners are getting worn, and a sudden increase gives rise to pull the pistons,if no other reason for increasing oil consumption is found.

5 Oil change intervals are influenced by system size (oil volume), operatingconditions, fuel quality, centrifuging efficiency and total oil consumption. Effi-


02 –1502–15

cient centrifuging and large systems (dry sump operation) generally allow longintervals between changes. Oil should be changed when the properties of the oilused exceed the acceptable limits mentioned above. It is recommended to followup that especially the BN–value of the lubricating oil keeps within the limits givenby Wärtsilä during the whole oil change interval.

When changing oil the following procedure is recommended:

6 Empty oil system while oil is still hot. Be sure that oil filters and coolers arealso emptied.

7 Clean oil spaces, including filters and camshaft compartment. Clean filtercartridges of the safety/indicator filter.

8 Fill a small quantity of new oil in the oil sump and circulate with the pre–lu-bricating pump. Drain!

9 Fill required quantity of oil in the system. Oil samples taken at regular inter-vals, analyzed by the oil supplier and the analysis results plotted as a function ofoperating hours is an efficient way of predicting oil change intervals.

Ask the oil supplier to send copies of oil analyses to the engine manufacturer whowill then assist in the evaluation.

2.2.4. Lubricating oil for the governor

See the Instruction Book for the governor. An oil of viscosity class SAE 40 is nor-mally suitable and usually the same oil can be used as in the engine system, orthe same oil as in the turbocharger. Oil change interval: 2000 h service.

When starting the engine in low ambient temperature, it may be necessary to usemultigrade oil (e.g. SAE 5W40) in the governor or actuator to get a good controlduring start–up.

If you use different oils in the governor and in the engine, take care not tomix the oils together. Only a small quantity of e.g. turbocharger oil in en-gine oil can cause heavy foaming.

2.2.5. Lubricating oils for turbochargers

Please note that different types of turbochargers can be used for the engine. Thelubricating oil system is different for the different turbocharger. One type of char-gers has a common lubricating oil system with the engine, while the other typehas an internal lubricating oil system for the bearings, see chapter 15. See the in-struction book of the turbocharger.

In the ABB VTR...4 series turbochargers the use of special low frictionsynthetic lubricating oils is mandatory!

Oil change interval is either 1500 or 2500 service hours depending on the lubri-cating oil brand.

NOTE !

NOTE !


02 –16 02–16

Take care that the turbine oil is not mixed with engine lubricatingoil. Only a small quantity may cause heavy foaming!

The list of approved lubricating oils for the ABB VTR..4 series turbochargers canbe found in the end of this chapter. These lubricating oils are, regarding viscosityand quality, according to the recommendations.

2.2.6. Lubricating oils for turning device

It is recommended to use EP–gear oils, viscosity 400–500cSt at 40 �C = ISO VG460 as lubricating oils for turning device. The list of lubricating oils for the engineturning device approved by the turning device manufacturer can be found in theend of this chapter.

2.3. Cooling water

2.3.1. Cooling water, general

In order to prevent corrosion, scale deposits or other deposits in closed circulatingwater systems, the water must be treated with additives.

Before treatment, the water must be clear and have a hardness below 10°dH, achloride content of less than 80 mg/l and a pH–value above 7. Further the use ofapproved cooling water additives is mandatory.

Distilled water without additives absorbs carbon dioxide from the air,which increases the risk of corrosion.

Sea water will cause severe corrosion, and deposit formation, even if supplied tothe system in small amounts.

Rain water has a high oxygen and carbon dioxide content: great risk of corrosion;unsuitable as cooling water.

Use of glycol in the cooling water is not recommended, unless it is neces-sary.

2.3.2. Additives

As additives, use products from well–known and reliable suppliers with vast dis-tribution networks. Follow thoroughly the instructions of the supplier.

The use of emulsion oils, phosphates and borates (solely) is not accepted.

CAUTION !

NOTE !

NOTE !

NOTE !


02 –1702–17

The table below shows examples of the most common cooling water additivetypes.

In an emergency, if compounded additives are not available, treat the cooling wa-ter with sodium nitrite (NaNO2) in portions of 5 kg/m3. To obtain a pH–value of9, add caustic soda (NaOH), if necessary.

Sodium nitrite is toxic.

Summary of the most common cooling water additive types

Additive Advantages Disadvantages

Sodium nitrite

– good efficiency, if dosage is controlled carefully

– small active quantities, 0.5% by mass

– cheap

– suitable as additive except in air cooled heat exchangers with large soft solder surfaces

– toxic– risk of spot corrosion when too low concentration

Nitrite and borate

– no increased risk of corrosion at overdoses

– innocuous for the skin

– tendency to attack against zinc coatings and soft solderings

– toxic: lethal dosage 3...4 g solid nitrite

– risk of spot corrosion, when too low concentration

Sodium silicate

– not toxic

– harmless to handle

– not active when water velocity exceeds 2 m/s

– commercial products very expensive

– increased risk of spot corrosion when too low concentration

– limited suitability

Sodiummolybdate

– not toxic

– harmless to handle

– more expensive than toxic additives

– increased risk of corrosion if unsufficiently dosed

– may cause deposit formation (molybdates can collect to ferrous sulphates)

Organicand inor-ganic syner-gistic based

– not toxic – more expensive than sodium nitrite and molybdate based additives

– big active quantities by mass

CAUTION !


02 –18 02–18

2.3.3. Treatment

When changing the additive or when adding additive to a system where untreatedwater has been used, the complete system must be cleaned (chemically) andrinsed before fresh treated water is poured into the system. If, against our recom-mendations, an emulsion oil has been used, the complete system must be abso-lutely cleaned of oil and greasy deposits.

Evaporated water should be compensated by untreated water; if treated water isused the content of additives may gradually become too high. To compensate forleakage or other losses, add treated water.

In connection with maintenance work calling for drainage of the water system,take care of and reuse the treated water.

The list of approved cooling water additives and treatment systems can be foundin the end of this chapter.

Ask the supplier of the treatment product for instructions about treat-ment procedure, dosage and concentration control.

Most suppliers will provide a test kit for the concentration control.

In addition to the checking intervals stated in chapter 4. it is advisable to take asample of cooling water at 1000–1500 operating hour intervals for analysis in aqualified laboratory (observe additive suppliers’ instructions). It is also recom-mended to analyze water after every major fill or overhaul of cylinders.

NOTE !

W46 02 16 A Environmental Hazards 02A

02A-1

02A Environmental Hazards


02A-2



02A-3

02A.1 General

Fuel oils, lubricating oils and cooling water additives may be environmentallyhazardous. Take great care when handling these products or systems containing theseproducts. Detailed information and handling instructions can be found in the textbelow.


02A-4

02A.2 Fuel oils

Prolonged or repetitive contact with the skin may cause irritation and increase therisk of skin cancer (polyaromatic hydrocarbons, etc.). Fumes, like hydrogen sulphideor light hydrocarbons, that are irritating for eyes and respiratory organs may bereleased during loading / bunkering. Fuel oils are mainly non-volatile burning fluids,but may also contain volatile fractions. Risk for fire and explosion. May causelong-term harm and damages in water environments. Risk of contamination of thesoil and the ground water. Take every appropriate measure to prevent water and soilcontamination.

02A.2.1 Handling

• Isolate from ignition sources, for example sparks from static electricity

• Avoid breathing fumes (may contain hydrogen sulphide, etc.) for example duringpumping and opening of storage tanks. Use gas mask if necessary

• The handling and storage temperatures must not exceed the flash point of theproduct. Should be stored in tanks or containers designed for flammable fluids.

• Must not be let into the sewage system, water systems or onto the ground

• Methane may during long-term storage be formed in tanks, due to bacterialactivities. For example risk of explosions during unloading or storage tankopening.

• Cloths, paper or any other absorbent material used to soak up spills are firehazards. Do not allow these to accumulate.

• Waste that contains the product is hazardous and has to be disposed of accordingto directives issued by the local or national environmental authorities.Collection, regeneration and burning should be handled by authorized disposalplants.

02A.2.2 Personal protection equipment

• Respiratory organs protection:

• Oil mist:Use respirator, combined particle and gas filter

• Evaporated fumes (hydrogen sulfide, etc.):Use respirator, inorganic gas filter.

• Hands protection:Strong, heat and hydrocarbon resistant gloves (nitrile rubber for example).

• Eye protection:Wear goggles if splash risk exists.


02A-5

• Skin and body protection:Wear facial screen and covering clothing as required. Use safety footwear whenhandling barrels. Wear protecting clothes if hot product is handled.

02A.2.3 First aid measures

• Inhalation of fumes:Move victim to fresh air, keep warm and lying still. Give oxygen or mouth tomouth resuscitation as needed.

Seek medical advice after significant exposures.

• Inhalation of oil mist:Seek medical advice.

• Skin contact:Hot oil on the skin should be cooled immediately with plenty of cold water.Wash immediately with plenty of water and soap. Do not use solvents, the oil isspread and may be absorbed into the skin. Remove contaminated clothing.

Seek medical advice if irritation develops.

• Eye contact:Rinse immediately with plenty of water, for at least 15 minutes and seek medicaladvice. If possible, keep rinsing until eye specialist has been reached.

• Ingestion:Rinse mouth with water. Do not induce vomiting, in order not to risk aspirationinto respiratory organs.

Seek medical advice.

NOTE! Complete safety data sheets for the specific products used at yourinstallation should be available from the fuel oil delivering company.


02A-6

02A.3 Lubricating oilsFresh lubricating oils normally present no particular toxic hazard, but all lubricantsshould always be handled with great care. Used lubricating oils may containsignificant amounts of harmful metal and PAH (polyaromatic hydrocarbons)compounds. Avoid prolonged or repetitive contact with the skin. Prevent any risk ofsplashing and keep away from heat, ignition sources and oxidizing agents. Risk oflong term contamination of the soil and the ground water. Take every appropriatemeasure to prevent water and soil contamination.

02A.3.1 Handling

• Ensure adequate ventilation if there is a risk of release of vapors, mists oraerosols. Do not breathe vapors, fumes or mist.

• Keep away from flammable materials and oxidants.

• Keep away from food and drinks. Do not eat, drink or smoke while handling.

• Use only containers, piping, etc. which are resistant to hydrocarbons. Open thecontainers in well ventilated surroundings.

• Immediately take off all contaminated clothing.

• Empty packaging may contain flammable or potentially explosive vapors.

• Cloths, paper or any other absorbent material used to recover spills are firehazards. Do not allow these to accumulate. Keep waste products in closedcontainers.

• Waste that contains the product is hazardous and has to be disposed of accordingto directives issued by the local or national environmental authorities.Collection, regeneration and burning should be handled by authorized disposalplants.


• Hand protection:Impermeable and hydrocarbon resistant gloves (nitrile rubber for example).

• Eye protection:Wear goggles if splash risk exists.

• Skin and body protection:Wear facial screen and covering clothing as required.

Use safety footwear when handling barrels.

Wear protecting clothes if hot product is handled.


02A-7


• Inhalation of fumes:Move victim to fresh air, keep warm and lying still.

• Skin contact:Wash immediately with plenty of water and soap or cleaning agent. Do not usesolvents (the oil is spread and may be absorbed into the skin). Removecontaminated clothing. Seek medical advice if irritation develops.

• Eye contact:Rinse immediately with plenty of water, continue for at least 15 minutes andseek medical advice.

• Ingestion:Do not induce vomiting, in order not to risk aspiration into respiratory organs.Seek medical advice immediately.

• Aspiration of liquid product:If aspiration into the lungs is suspected (during vomiting for example) seekmedical advice immediately.

NOTE! Complete safety data sheets for the specific products used at yourinstallation should be available from the lubricating oil manufacturer oryour local dealer.


02A-8

02A.4 Cooling water additives, nitrite basedThe products may be toxic if swallowed. Concentrated product may cause serioustoxic symptoms, pain giddiness and headache. Significant intake results ingreyish/blue discoloration of the skin and mucus membranes and a decreasing bloodpressure. Skin and eye contact of the undiluted product can produce intenseirritation. Diluted solutions may be moderately irritating.

02A.4.1 Handling

• Avoid contact with skin and eyes.

• Keep away from food and drinks. Do not eat, drink or smoke while handling.

• Keep in well ventilated place with access to safety shower and eye shower.

• Soak liquid spills in absorbent material and collect solids in a container. Washfloor with water as spillage may be slippery. Contact appropriate authorities incase of bigger spills.

• Bulk material can be land dumped at an appropriate site in accordance with localregulations.


• Respiratory protection:Not normally required. Avoid exposure to product mists.

• Hands protection:Rubber gloves should be worn (PVC or natural rubber for example).

• Eye protection:Eye goggles should be worn.

• Skin and body protection:Use protective clothing and take care to minimize splashing. Use safety footwearwhen handling barrels.


• Inhalation:In the event of over exposure to spray mists move victim to fresh air, keep warmand lying still. If signs and symptoms persist, seek medical advice.

• Skin contact:Wash immediately with plenty of water and soap. Remove contaminatedclothing. If irritation persists, seek medical advice.

• Eye contact:Rinse immediately with plenty of clean water and seek medical advice. Ifpossible, keep rinsing until eye specialist has been reached.


02A-9

• Ingestion:Rinse mouth with water. Drink milk, fruit juice or water. Do not inducevomiting without medical advice. Immediately seek medical advice. Do not giveanything to drink to an unconscious person.

NOTE! Complete safety data sheets for the specific products used at yourinstallation should be available from the cooling water additivemanufacturer or local representative.


02A-10

02A.5 Handling of oil samples

02A.5.1 General

CAUTION! Observe personal safety precautions when taking and handling fuel oiland lubricating oil samples.

• Avoid breathing oil fumes and mist and use respirator if necessary.

• Use strong, heat and hydrocarbon resistant gloves (nitrile rubber for example).

• Wear eye goggles if splash risk exists.

• Wear facial screen and protecting clothes if hot product is handled.

When taking fuel oil or lubricating oil samples the importance of proper samplingcan not be over-emphasised. The accuracy of the analysis results is totally dependenton proper sampling and the results will only be as good as the submitted sample.

Use clean sample containers holding approximately 1 litre. Clean sample containersand accessories (IATA carton boxes for transportation, ready made address labels,etc.) are available for example from Wärtsilä local network office. Close the bottlestightly using the screw caps provided. Seal all bottles and record all the separate sealnumbers carefully. Put the bottles to be sent for analyzing in "Ziploc" plastic bags toprevent any spillage. Gently squeeze the Ziploc bag to minimize any air content priorto sealing.

The background information for the fuel/oil sample is as important as the sampleitself. Oil samples with no background information are of very limited value. Thefollowing data are essential to note when taking the sample:

• Installation name

• Engine type and number

• Engine operating hours

• Lubricating oil brand/fuel oil type

• Lubricating oil operating hours

• Where in the system the lubricating oil/fuel oil sample was taken

• Sampling date and seal number of the separate samples if seals are available

• Reason for taking and analyzing the sample

• Contact information: Name (of the person who took the sample), telephone, fax,e-mail, etc.

Use for example the ready made "Oil Analyses Application" form, see InstructionManual attachments.


02A-11

02A.5.2 Dispatch and transportation

Place the bottle with the "Ziploc" bag inside the IATA carton box and fold the boxaccording to the assembly instructions given on the box. Enclose a copy of the"Bunker Receipt", if available, before closing the last flap on the IATA carton.

Check the DNVPS Air Courier Directory and use appropriate label for the IATAcarton box to ensure that the sample is forwarded to the nearest DNVPS laboratory.Complete the courier dispatch instructions on the side of the IATA carton. Fill in theDNVPS universal account number (950 500 010) to prevent rejection from thecourier company (DHL). Complete the Proforma Invoice Form and tape it to theoutside of the IATA carton.

Call the air courier directly at the number as indicated in the Air Courier Directoryand request urgent pick-up. When the courier arrives you will need to complete anAirway Bill.

It is recommendable to handle the dispatching of the fuel oil and lubricating oilsamples at site. The results will be achieved faster when the dispatching is handled atsite and additionally it is illegal to carry fuel oil samples as personal luggage onnormal aeroplanes.

Support with interpreting of the analysis results and advice on possible correctiveactions is available from Wärtsilä, if needed.


02A-12


��

WärtsiläCorporation

FinlandTechnology

1.2 Lubricating oil system

This doc is the property of Wärtsilä Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.

Subtitle Product Made 12.12.97 KJi/JUE Page Document No Rev

Requirements and oil quality WÄRTSILÄ 46 Appd. 01.04.99 JJL/J.Leppänen 1 (6) 4V92A0670 b

Revised date: 04.09.2001 Changed by: JUE Approved by: JJL D-message No.: 36926

1.2.5 REQUIREMENTS AND OIL QUALITY

SYSTEM OIL REQUIREMENTS AND QUALITY FOR WÄRTSILÄ 46 ENGINES

ViscosityViscosity class SAE 40

Viscosity Index (VI)Min. 95

Alkalinity (BN)The required lubricating oil alkalinity is tied to the fuel specified for the engine, which isshown in the table below.

FUEL STANDARDS AND LUBRICATING OIL REQUIREMENTSCategory Fuel standard Lube oil BN

ASTM D 975-94, GRADE 1D, 2DA BS MA 100: 1996 DMX, DMA 10 - 30

CIMAC 1990 DX, DAISO 8217: 1996(E) ISO-F-DMX, DMAASTM D 975-94, GRADE 4D

B BS MA 100: 1996 DMB 15 - 30CIMAC 1990 DBISO 8217: 1996(E) ISO-F-DMBASTM D 396-94, GRADE NO 4-6

C BS MA 100: 1996 DMC, RMA10-RMK55 30 - 55CIMAC 1990, DC, A10-K55ISO 8217: 1996(E) ISO-F-DMC, RMA10-

RMK55D Crude oil (CRO) 30E Orimulsion® (ORI) 40 - 55

It is recommended to use in the first place BN 50-55 lubricants when operating on heavyfuel, and on Orimulsion®. This recommendation is valid especially for engines having wetlubricating oil sump and using Orimulsion® or heavy fuel with sulphur contents above 2.0% mass. BN 40 lubricants can be used when operating on heavy fuel as well if experienceshows that the lubricating oil BN equilibrium remains at an acceptable level.

BN 30 lubricants are recommended to be used only in special cases, such as installationsequipped with an SCR catalyst. Lower BN products eventually have a positive influence oncleanliness of the SCR catalyst. With BN 30 oils lubricating oil change intervals may berather short, but lower total operating costs may be achieved because of better plantavailability provided that the maintenance intervals of the SCR catalyst can be increased.

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BN 30 oils are also a recommended alternative when operating on crude oil. Though crudeoils many times have low sulphur content, they can contain other acid compounds and thusan adequate alkali reserve is important.

The intervals between lubricating oil changes may be extended by adding oil daily to keepthe oil level constantly close to the maximum level.

AdditivesThe oils should contain additives that give good oxidation stability, corrosion protection,load carrying capacity, neutralisation of acid combustion and oxidation residues and shouldprevent deposit formation on internal engine parts (piston cooling gallery, piston ring zoneand bearing surfaces in particular).

Foaming characteristicsFresh lubricating oil should meet the following limits for foaming tendency and stability,according to the ASTM D 892-92 test method:

Sequence I: 100/0 mlSequence II: 100/0 mlSequence III: 100/0 ml

Base oilsUse of virgin base stocks only is allowed, i.e. recycled or re-refined base oils are notallowed.

CONDEMNING LIMITS FOR USED LUBRICATING OIL

When estimating the condition of used lubricating oil, the following properties along withthe corresponding limit values must be noted. If the limits are exceeded, measures must betaken. Compare also with guidance values for fresh lubricating of the brand used.

Property Unit Limit Test methodViscosity cSt at 40 °C max. 25% decrease

max. 45% increaseASTM D 445

Viscosity cSt at 100 °C max. 20% decreasemax. 25% increase

ASTM D 445

Water vol-% max. 0.30 ASTM D 95 or D 1744Base Number mg KOH/g min. 20 in HFO operation,

max. 50% depletion in LFOoperation

ASTM D 2896

Insolubles w-% in n-Pentane max. 2.0 ASTM D 893bFlash Point, PMCCFlash Point, COC

°C°C

min. 170min. 190

ASTM D 93ASTM D 92

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APPROVED LUBRICATING OIL QUALITIES FOR WÄRTSILÄ 46 ENGINES

Should unapproved lubricating oils be used during the engine warranty period, and thereexist no agreement with the engine manufacturer about testing, the engine guarantee doesnot hold.

GAS OIL AND MARINE DIESEL OIL OPERATION

If gas oil or marine diesel oil is used as fuel, lubricating oils with a BN of 10-25 arerecommended to be used. Also BN 30 lubricating oils included in Table 3 can be used ingas oil and marine diesel oil fuelled engines.

Table 1.

Approved system oils - fuel categories A and B, recommended in the first place in gas oil ormarine diesel oil installations:

SUPPLIER BRAND NAME VISCOSITY BN FUELCATEG.

BP Energol HPDX 40 SAE 40 12 ACaltex Delo 1000 Marine SAE 40

Delo 2000 Marine SAE 40SAE 40SAE 40

1220

AA,B

Castrol MHP 154Seamax Extra 40TLX 204

SAE 40SAE 40SAE 40

151520

A,BA,BA,B

Chevron Delo 1000 Marine 40Delo 2000 Marine 40

SAE 40SAE 40

1220

AA,B

ExxonMobil Mobilgard ADL 40Mobilgard 412

SAE 40SAE 40

1515

A,BA,B

FAMM Delo 1000 Marine 40Taro 20 DP 40

SAE 40SAE 40

1220

AA,B

Shell Gadinia Oil 40Sirius FB Oil 40

SAE 40SAE 40

1213

AA

Statoil MarWay SP40 SAE 40 12 ATexaco Taro 12 XD 40

Taro 20 DP 40SAE 40SAE 40

1220

AA,B

TotalFinaElf Caprano S 412Stellano S 420

SAE 40SAE 40

1220

AA,B

HEAVY FUEL, CRUDE OIL AND ORIMULSION® OPERATION

Today’s modern trunk piston diesel engines are stressing the lubricating oils heavily due toa.o. low specific lubricating oil consumption. Also ingress of residual fuel combustionproducts into the lubricating oil can cause deposit formation on the surface of certainengine components resulting in severe operating problems. Due to this many lubricating oilsuppliers have developed new lubricating oil formulations with better fuel and lubricating oil

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compatibility. The lubricating oils mentioned in Table 2 are representing new detergent/dispersant additive chemistries and have shown good performance in Wärtsilä engines.Table 2.

Approved system oils - fuel category C and E, recommended in the first place whenoperating on heavy fuel and Orimulsion® in order to reach full service intervals, BN 50-55lubricating oils preferred in the first place:

LUBRICATING OILS WITH IMPROVEDDETERGENT/DISPERSANT ADDITIVE CHEMISTRY


BP Energol IC-HFX 404Energol IC-HFX 504

SAE 40SAE 40

4050

C,EC,E

Caltex Delo 3400 Marine SAE 40Delo 3550 Marine SAE 40

SAE 40SAE 40

4055

C,EC,E

Castrol TLX 404TLX 504TLX 554

SAE 40SAE 40SAE 40

405055

C,EC,EC,E

Chevron Delo 3400 Marine 40Delo 3550 Marine 40

SAE 40SAE 40

4055

C,EC,E

ExxonMobil Exxmar 40 TP 40Exxmar 50 TP 40Mobilgard 440Mobilgard 50 MMobilgard SP 55

SAE 40SAE 40SAE 40SAE 40SAE 40

4050405055

C,EC,EC,EC,EC,E

FAMM Taro 40 XL 40Taro 50 XL 40

SAE 40SAE 40

4050

C,EC,E

Petron Petromar XC 4040Petromar XC 5540

SAE 40SAE 40

4055

C,EC,E

Repsol YPF Neptuno W NT 4000 SAE 40Neptuno W NT 5500 SAE 40

SAE 40SAE 40

4055

C,EC,E

Shell Argina X 40Argina XL 40

SAE 40SAE 40

4050

C,EC,E

Statoil MarWay 4040MarWay 5040

SAE 40SAE 40

4050

C,EC,E

Texaco Taro 40 XL 40Taro 50 XL 40

SAE 40SAE 40

4050

C,EC,E

TotalFinaElf Aurelia XT 4040Aurelia XT 4055Stellano S 440Stellano S 450

SAE 40SAE 40SAE 40SAE 40

40554050

C,EC,EC,EC,E

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Table 3.

Approved system oils - fuel category A, B, C and D. Lubricating oils with BN 30 included inTable 3 are designed to be used when operating on crude oil and in special cases whenoperating on heavy fuel, e.g. in installations equipped with an SCR catalyst.

BN 30 LUBRICATING OILS WITH IMPROVEDDETERGENT/DISPERSANT ADDITIVE CHEMISTRY


BP Energol IC-HFX 304 SAE 40 30 A,B,C,DCaltex Delo 3000 Marine SAE 40 SAE 40 30 A,B,C,DCastrol TLX 304 SAE 40 30 A,B,C,DChevron Delo 3000 Marine 40 SAE 40 30 A,B,C,DExxonMobil Exxmar 30 TP 40

Mobilgard 430SAE 40SAE 40

3030

A,B,C,DA,B,C,D

FAMM Taro 30 DP 40 SAE 40 30 A,B,C,DPetron Petromar XC 3040 SAE 40 30 A,B,C,DShell Argina T 40 SAE 40 30 A,B,C,DStatoil MarWay 3040 SAE 40 30 A,B,C,DTexaco Taro 30 DP 40 SAE 40 30 A,B,C,DTotalFinaElf Aurelia 4030

Stellano S 430SAE 40SAE 40

3030

A,B,C,DA,B,C,D

Before using a lubricating oil not listed in Tables 1-3, the engine manufacturer must becontacted. Lubricating oils that are not approved have to be tested according to enginemanufacturer’s procedures.

APPROVED LUBRICATING OILS FOR ABB VTR-TURBOCHARGERS

SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 1500 hours(ABB’s List 2b)

MANUFACTURER BRAND NAME VISCOSITYcSt at 40 °C

VISCOSITYcSt at 100°C

VI

Shell Corena AP 68 68 8.5 94

Page

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Document No

4V92A0670Rev

b

SPECIAL LOW FRICTION SYNTHETIC OILS: CHANGE INTERVAL: 2500 hours(ABB’s List 3b)

MANUFACTURER BRAND NAME VISCOSITYcSt at 40 °C

VISCOSITYcSt at 100°C

VI

Agip Dicrea SX 68 71.6 10.5 134BP Enersyn TC-S 68 68 8.5 98Caltex Cetus PAO 68 68 10.3 138Castrol Aircol SR 68 68 10.5 142ExxonMobil Compressor Oil RS 68

Rarus SHC 1026SHC 626

6766.869.9

1010.410.9

135144147

Shell Corena AS 68 67.8 10.1 145Texaco Cetus PAO 68 68 10.3 138TotalFinaElf Barelf SM 68 73.8 11.4 147

APPROVED LUBRICATING OILS FOR ENGINE TURNING DEVICE

LUBRICATING OILS FOR ENGINE TURNING DEVICESUPPLIER BRAND NAME VISCOSITY

cSt at 40 °CVISCOSITYcSt at 100 °C

VISCOSITYINDEX (VI)

Agip Blasia 300 23.0 95BP Energol GR-XP 460 425 27.0 88Castrol Alpha SP 460 460 30.5 95ExxonMobil Spartan EP 460

Mobilgear 634460437

30.827.8

9696

Shell Omala Oil 460 460 30.8 97Texaco Meropa 460 460 31.6 100TotalFinaElf Epona Z 460 470 30.3 93

��

Wärtsilä NSDCorporation

FinlandTechnology

RAW WATER QUALITY AND APPROVEDCOOLING WATER ADDITIVES

This doc is the property of Wärtsilä NSD Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.

Subtitle Product Made 9.10.1998 KJi / HPH/Hanstén Page Document No Rev

D25696 / HPH / 18.2.1999 20,32,46,64 Appd. 12.10.1998 EFl / Fontell 1 (4) 4V92A0765 a

RAW WATER QUALITY, APPROVED COOLING WATERADDITIVES AND TREATMENT SYSTEMS

FOR W20, 32, 32LN, 32LNGD, W32, 34SG, 32DF, W46 AND W64 ENGINES.

RAW WATER QUALITY

Raw water quality to be used in the closed cooling water circuits of engines has tomeet the following specification.

Property LimitpH min. 6.5Hardness max. 10 °dHChlorides max. 80 mg/lSulphates max. 150 mg/l

APPROVED COOLING WATER ADDITIVES

The use of approved cooling water additives during the warranty period ofengines is mandatory and is also strongly recommended after the warrantyperiod. The list of approved cooling water additives can be found below.

Approved cooling water treatment productsSupplier Product designationS.A. Arteco N.V.Technologiepark-Zwijnaarde 2B-9052 Ghent/Zwijnaarde, Belgium

Havoline XLi

BetzDearborn EuropeInterleuvenlaan 25B-3001 Heverlee, Belgium

CorrShield NT 4293(ex-Dearborn 547)

Drew Ameroid Marine DivisionAshland Chemical CompanyOne Drew PlazaBoonton, NJ 07005, USA

DEWT-NC powderDrewgard 4109LiquidewtMaxigardVecom CWT Diesel QC-2

Page

2 (4)

Document No

4V92A0765Rev

a

Approved cooling water treatment productsSupplier Product designationHouseman LtdThe Priory, BurnhamSlough SL1 7LS, UK

Cooltreat 651

Maritech ABBox 143S-29122 Kristianstad, Sweden

Marisol CW

Nalco Chemical CompanyOne Nalco CentreNaperville, Illinois60566-1024 USA

Nalco 39 (L)Nalcool 2000

Nalfleet Marine ChemicalsPO Box 11Winnington Avenue, NorthwichCheshire, CW8 4DX, UK

Nalcool 2000Nalfleet EWT 9-108Nalfleet CWT 9-131C

Rohm & HaasLa Tour de Lyon185, Rue de Bercy75579 Paris, Cedex 12, France

RD11RD11MRD25

Tampereen Prosessi-Insinöörit OyKeisarinviitta 2233960 Pirkkala, Finland

Ruostop XM

Texaco Global Products, LLC1111 BagbyHouston, TX 77002

Havoline XLi

Unitor ASAP.O. Box 300 SkøyenN-0212 Oslo, Norway

Dieselguard NBRocor NB liquid

Vecom Holding BVPO Box 273140 AA Maassluis, The Netherlands

Vecom CWT Diesel QC-2

Page

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Document No

4V92A0765Rev

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In order to prevent corrosion in the cooling water system, the instructions of rightdosage and concentration of active corrosion inhibitors should always befollowed. The information can be found in the table below.

Approved cooling water treatment productsProduct designation Dosage per 1

m³ of systemcapacity

Concentration of activecorrosion inhibitor

CorrShield NT 4293(ex-Dearborn 547)

10 litres 670-1000 ppm as NO2

DEWT-NC powderDrewgard 4109LiquidewtMaxigard

3-4.5 kg16-29 litres8-12 litres16-29 litres

1500-2250 ppm as NO21100-2000 ppm as NO2470-700 ppm as NO21100-2000 ppm as NO2

Cooltreat 651 5 litres 800 ppm as NO2Marisol CW 8-16 litres 1000-2000 ppm as NO2Nalco 39 (L)Nalcool 2000Nalfleet EWT 9-108Nalfleet CWT 9-131C

16-36 litres32-48 litres2.2-3.4 litres8-12 litres

550-1200 ppm as NO21000-1500 ppm as NO21000-1500 ppm as NO21000-1500 ppm as NO2

RD11 = RD11MRD25

5 kg50 litres

1250 ppm as NO2710 ppm as Mo

Ruostop XM 20 litres 120 ppm as MoHavoline XLI(ex-ETX 6282)

50-100 litres 1.6-3.2 w-% of activecompounds measured witha supplier’s refractometer

Dieselguard NBRocor NB liquid

2-4.8 kg10-24 litres

1500 ppm as NO21500 ppm as NO2

Vecom CWT Diesel QC-2 6-10 litres 1500-2500 ppm as NO2

Note: For some products the recommended minimum and maximum limits arelisted in the table above. Since the amount of active corrosion inhibitors, especiallynitrites, is decreasing during the service of the engines, the engine manufacturerrecommends to start the dosage from the upper level.

Page

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Document No

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APPROVED COOLING WATER TREATMENT SYSTEMS

As an alternative to the approved cooling water additives, the Elysator cooling watertreatment system can also be used. The Elysator protects the engine from corrosion withoutany chemicals. It provides a cathodic protection to engine’s cooling water system by lettingmagnesium anodes corrode instead of engine itself. Raw water quality specification is thesame as in connection with cooling water additives.

The Elysator can not be used if glycol is used in the cooling water system. The Elysatormust be installed so that the water inlet temperature to the Elysator does not exceed 120 °Cand that the inlet temperature does not exceed 6 bar (abs.). One Elysator unit has to beinstalled to each separate cooling water circuit and the right type must be chosen accordingto the volume of each cooling water system.

The Elysator must be drained at least once a week in order to remove deposits from thebottom of the equipment. The service interval of the Mg anode is minimum three years.However, it is important to follow continuously the functioning of the Elysator. Frequentoperation of the engine will render the circulation rate of cooling water through theElysator.

If the engine is not in service for a longer period of time, water circulation in the closedcooling water circuit can be slow and a special attention has to be paid to that corrosion ofthe system will not occur in such cases.

The list of the Elysator types along with the corresponding water flows through the Elysatorand the maxmium water volumes can be found in the table below.

Elysatortype

Water flow throughElysator (l/min)

Max. watervolume (m³)

10 1-2 1.525 3-6 550 5-10 10

100 10-20 30260 20-50 70

The installation instructions of the manufacturer should always be followed. The contactinformation can be found in the table below.

Manufacturer Treatment systemInternational Watertreatment Maritime ASN-3470 SlemmestadNorway

Elysator

Start, stop and operation 03 46 02 30

03 –103–1

3. Start, stop and operation

3.1. Turning of the crankshaft

3.1.1. Turning of the crankshaft, general

Turning is performed by means of an electrically driven turning device built onthe engine.

The turning device consists of an electric motor which drives the turning gearthrough a gear drive and a worm gear. There is a control box, including a cable,which allows the turning to be accomplished from any position near the engine.The turning speed is about 1/3 rev/min.

The engaging and disengaging of the turning gear is done by the lever (1). Thelever is secured by a locking pin (6). (Fig. 3.1.)

The turning device is provided with a stop valve which prevents the engine fromstarting in case the turning gear is engaged. (See chapter 21.)

For careful adjustment of the crankshaft position there is a hand wheel (2) withwhich it is possible to perform manual turning.

Electrically driven turning device

03–1

In–line engines

1

3

5

6

2

4

030103

V–engines

1

3

5

6

2

4

Fig. 3.1.

Start, stop and operation03 46 02 30

03 –2 03–2

3.1.2. Maintenance of turning device

Secondary shaftGrease the secondary shaft of the turning gear with water resistant grease accord-ing to the maintenance schedule in chapter 4.

The greasing takes place with the turning gear engaged (the secondary shaft inthe in–position), when the extra grease comes out from the locking pin bore inthe other end of the shaft. Excessive greasing is to be avoided.

Oil changeChange the gear box lubricating oil once during the first year of operation. Forapproved lubricating oils, see chapter 2. After that, oil should be changed accord-ing to chapter 4.

Check also that the vent hole (3) is open.

1 Drain old oil, preferably when warm, through the drain hole (4).

2 Rinse the gear box with clean, thin fluid oil.

3 Fill the gear box with oil (according to the table in chapter 2.) through thefilling hole (5) until the oil level reaches the level screw. Utmost cleanliness mustbe observed.

4 Close the oil holes and drive the turning device a few revolutions.

5 Check the oil level and fill, if necessary.

3.2. Start

3.2.1. Start, generalBefore starting the engine, check that:

� the fuel system is in running order (correct preheating, correct pressure, suffi-cient precirculation to heat the fuel injection pumps),

� the LT– and HT–circulating systems and the raw water system are in runningorder (correct pressures, circulating water preheated and pre–circulated suffi-ciently to heat the engine),

� the oil level in the turbocharger is correct,

� the oil level in the governor is correct,

� the starting air pressure exceeds 15 bar (normally, 10 bar is still sufficient tostart the engine),

� the starting air system is drained of condensate.

� the 90V injection– and 24V control voltages are switched on

3.2.2. Local start1 Keep the fuel equipment pre–heating circulation running for about 0,5hbefore start with the Hot–Box covers closed. Check that the accumulators warmup equally.


03 –303–3

2 Start the prelubricating oil pump to obtain a lubricating oil pressure, min.about 0.5 bar. Or if full flow electric lubricating pumps are installed, adjust thepressure to nominal. (See section 1.2.)

3 Shut the indicator valves.

4 Disengage the turning gear from the flywheel.

5 Check that the automatic alarm and stop devices in the installation are setin operation.

6 Switch the engine on local control. (See Fig. 3.2.)

Local manoeuvring panel

Fig. 3.2.

7 Push the start button on local manoeuvring panel. If the engine has not beenrunning during last 30 minutes it will do automatic slow–turning and the engineturns slowly two turns. When slow turning is over the engine immediately takesa full start. The start signal is automatically on for 12 seconds or until the enginehas reached the adjusted speed. (More detailed information in chapter 23.)

If the engine stops during the slow turning period do not try to startagain. The engine must be inspected to find the reason for stopping.

8 Check immediately after start that the pressure and temperature values arenormal. (See section 1.2.)

3.2.3. Remote– and automatic start

See installation specific instructions.

NOTE !


03 –4 03–4

3.3. Start after a prolonged stop (more than 8 h)

3.3.1. Local start after a prolonged stop

1 Check

� the lubricating oil level in the oil tank

� the lubricating oil pressure

� the circulating water level in the expansion tank

� the LT/HT water pressure

� the raw water supply

� the fuel oil level in the day tank

� the control oil pressure

� the fuel oil pressure

� the starting air pressure (min. 15 bar)

2 Observe section 3.2.2.

3 After starting check

� the control oil pressure

� that the starting air distributing pipes are not hot at any cylinder (leakage fromthe starting valve).

� the lubricating oil pressure

� exhaust gas temperatures after each cylinder (all fuel pumps are operating)

3.4. Start after overhaul

1 Check the cooling water system for leakage, especially:

� the lower part of the cylinder liner

� the oil cooler (installation)

� the charge air cooler(s)

2 Check and adjust the valve clearances. If the camshaft or its driving mecha-nism have been touched, check, at least, the valve timing of one cylinder (Vengines: on each cylinder bank). (For guidance values see chapter 6.)

3 Start the priming pump. Adjust the pressure so that oil appears from all thebearings and lubricating nozzles, from the piston cooling oil outlet and from thevalve mechanism. Adjust the oil pressure to nominal (see section 1.2.) and checkthat there is no leakage from the pipe connections inside or outside the engine.

4 Rags or tools left in the crankcase untensioned or unlocked screws or nuts(those which are to be locked), worn–out self–locking nuts, MAY CAUSE TO-TAL BREAKDOWN. Well cleaned oil spaces (oil sump and camshaft spaces)help protect the oil pump and oil filter.


03 –503–5

5 When starting see the instructions in sections 3.2.2. and 3.3.

3.5. Stop

3.5.1. Stop, general

The engine can always be stopped manually independent of the remote controlor automation system.

When overhauling the engine, make absolutely sure that the automatic startand the priming pump are inoperative and that the 90V injection and 24Vcontrol voltages are switched off. Close the starting air shut–off valve locatedbefore the solenoid valve.

If the engine is to be stopped for a long time, close the indicator valves. It isalso advisable to cover the exhaust pipe opening.

The lubricating oil system on a stopped engine should be filled with oil every sec-ond day by priming the engine. At the same time, turn the crankshaft into a newposition. This reduces the risk of CORROSION on journals and bearings whenthe engine is exposed to vibrations. Start the engine once a week to check thateverything is in order.

3.5.2. Cooling water pumps

If the engine is provided with engine driven cooling water pumps, idle the en-gine 5...7 min before stopping.

If the engine is provided with separate cooling water pumps, idle the engine3...5 min before stopping and let the cooling water pumps run for 5 more minutes.

The time of slowing down offers a good opportunity to detect possible abnormalsounds.

3.5.3. Local stop

1 See section 3.5.2.

2 Switch the engine to local control.

3 Stop the engine by pushing the stop button at the local manoeuvring panel.

(For more detailed information see chapter 23.)

3.5.4. Remote stop

1 See section 3.5.2.1.

2 To energize the remote stop see the manual for installation. Function on theengine is the same as when using local stop.

3.5.5. Automatic stop

The automatic shut down system is activated by some disturbance in the system.


03 –6 03–6

3.6. Normal operation supervision

3.6.1. Normal operation supervision, general

1 There is no automatic supervision or control arrangement that could re-place an experienced engineers’ observations. LOOK and LISTEN to the en-gine.

2 Strong gas blow–by past the pistons is one of the most dangerous things thatcan occur in a diesel engine. If gas blow–by is suspected (e.g. because of a suddenincrease of the lubricating oil consumption) check the crankcase pressure. If thepressure exceeds 30 mm H2O, check the crankcase venting system. If that is ingood working condition, pull the pistons!

3 Operation at loads below 20 % of rated output should be limited to maxi-mum 100 hours continuously when operating on heavy fuel by loading the engineabove 70 % of rated load for one hour before continuing the low load operation.

Idling (i.e. main engine declutched, generator disconnected) should be limited asmuch as possible. Warming–up of the engine for more than 3...5 minutes beforeloading, as well as idling more than 3...5 minutes before stopping is unnecessaryand should be avoided.

3.6.2. Every second day or after every 50 runninghours

1 Read all thermometers and pressure gauges and, at the same time, the loadof the engine. All temperatures are more or less depending on the load whereasthe lubricating oil and circulating water pressures (when using engine–mountedpumps) are depending on the engine speed. Therefore, always compare the valuesread with those at corresponding load and speed in the Acceptance Test Recordsand curves. Guidance values are stated in chapter 1.

2 Check the oil level in the oil tank. Estimate the appearance and consistencyof the oil. A simple check of the water content is to place a drop of oil on a hotsurface (about 150� C). If the drop keeps ”quiet”, it does not contain water; ifit ”frizzles” it contains water. Compensate for oil consumption by adding max.10% fresh oil at a time.

3 Check that the ventilation (de–aerating) of the engine circulating water sys-tem (the expansion tank) is working.

4 Check the quantity of leak–fuel from the draining pipes.

5 Check that the charge air condense water drain pipes are open.

6 Clean the compressor side of the turbocharger by injecting water. See chap-ter 15. and the instruction manual of the turbocharger.

7 Marine engines (propulsion engines): On a stopped engine, prime the en-gine and turn the crankshaft into a new position. This reduces the risk of crank-shaft and bearing damage due to vibrations.


03 –703–7

Condensation in charge air coolers

f = Relative humidity (%)

P = Air manifold pressure (barabs.)

WATER CONTENT (kg water / kg dry air)

AMB airtemperatureoC

WaterdewpointoC

Fig. 3.3.

Example: If the ambient air temperature is 35�C and the relative humidity is80%, the water content in air can be read from the diagram (0.029 kg water/kgdry air). If the air manifold pressure (receiver pressure) under these conditionsis 2.5 bar, i.e. absolute air pressure in the air manifold is abt. 3.5 bar (ambientpressure + air manifold pressure), the dew point will be 55�C (from diag.). If theair temperature in the air manifold is only 45�C, the air can only contain 0.018kg/kg (from diag.). The difference, 0.011 kg/kg (0.029–0.018) will appear as con-densed water.

3.6.3. Every second week or after every 250 run-ning hours

1 Clean the centrifugal lubricating oil filter.

2 Clean the turbine side of the turbocharger by injecting water. See chapter15. and the instruction book of the turbocharger.


03 –8 03–8

3.6.4. Once a month or after every 500 runninghours

1 Check the content of additives in the circulating water.

2 Check the cylinder pressures. At the same time, note the load of the engine.Fuel rack position, turbine speed, charge air pressure and inlet air temperature alloffer an accurate estimation of the engine load.

Measurement of cylinder pressures without simultaneous measurement ofthe engine load is practically worthless.

3.6.5. In connection with maintenance work

1 Record the following steps and the running hours in the engine log:

� lubricating oil sampling (record also operating time of oil). Lubricating oilanalyzes without statement of operating time is of limited value (”go – no go”only).

� lubricating oil changes

� cleaning of centrifugal lubricating oil filters

� cleaning of lubricating and fuel oil filter cartridges

� change of parts in connection with maintenance according to chapter 4.

NOTE !


03 –903–9

3.7. Operation supervision after overhaul

1 At the first start, listen carefully for possible jarring sounds. If anything issuspected, stop the engine immediately, otherwise stop the engine after 5 minutesidling at normal speed. Check at least the temperatures of the main and big endbearing and of all other bearings which have been opened. Make visual inspectionfrom below to the cylinder liners and piston skirts which have been opened. Ifeverything is in order, restart.

2 Check that there is no leakage of gas, water, fuel, cooling oil or lubricatingoil. Especially observe the fuel lines, injection pumps and injection valves. Watchthe quantities emerging from the leak oil pipes!

Check that the starting air distributing pipe is not hot at any cylin-der (leaky starting valve). May cause explosion!

3 After overhauling, the following instructions are especially important:

� Check pressures and temperatures.

� Check the automatic alarm and stop devices.

� Check the pressure drop over the fuel filter and lubricating oil filter.

� Check the oil level in the oil sump/oil tank. Estimate the condition of the oil.

� Check the ventilation (de–aerating) of the engine circulating water system.

� Check the control oil pressure.

� Check the quantity of leak fuel.

� Check the gossip holes of the coolers.

� Check the content of additives in the circulating water.

� Check the cylinder pressures.

� Listen for jarring sounds.

� Check the crankcase pressure.

� Check the starting air pipes.

CAUTION !


03 –10 03–10

3.8. Running–in

1 After piston overhaul, follow program A in Fig. 3.4. as closely as possible.

The piston rings have slid into new positions and need time to bed–in. If the pro-gram cannot be followed, do not load the engine fully for 4 h, at least.

2 After changing piston rings, pistons or cylinder liners and after honingof cylinder liners follow program B in Fig. 3.4. as closely as possible.

If the program cannot be followed, do not load the engine fully for 10 h, at least.

Avoid ”running–in” at continuous and constant low load

The important thing is to vary the load several times. The ring groove will havea different tilting angle at each load stage, and consequently the piston ring a dif-ferent contact line to the cylinder liner.

The running–in may be performed either on distillate or heavy fuel, using the nor-mal lubricating oil specified for the engine.

For use of running–in filters see chapter 18.

Running–in programme

Fig. 3.4.

A ............ After piston overhaul

B ______ After change of piston rings, pistons or cylinder liners, after honing ofcylinder liners

1. Stop. Check big end bearing temperatures and inspect the cylinder liners andpistons from below.

2. End of running–in programme. Engine may be put on normal load.

CAUTION !


03 –1103–11

3.9. Loading

(See Fig. 3.5.)

The loading of the engine is subjected to a heated engine with HT–water tempera-tures �70�C.

Lubrication oil temperatures �40�C.

If the temperatures are lower the loading time must be twice as long.

Normally the loading is automatically controlled by the engine control system.

Engine loading curve

100

75

50

25

0

Normal max. loading in operating condition(HT–water and lub. oil temperature at nominal level)Emergency loading

Load acceptance with preheated engine in stand–by condition(HT–water temperature min. 70°C, lub. oil temperature min. 40°C

0 30 60 90 120 150 180 300 360Time (s)

ngine load %

Fig. 3.5.


03 –12 03–12

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Maintenance schedule 04 46 02 30

04 –104–1

4. Maintenance schedule

4.1. Maintenance schedule, general

The maintenance necessary for the engine depends primarily on the operatingconditions. The periods stated in this schedule are guidance values only but mustnot be exceeded during the guarantee period. See also the instruction books of theturbocharger and the speed governor, separate instructions for additional equip-ment and chapter 3.

1 Before any steps are taken, carefully read the corresponding section in thismanual detailed in the last column of the table.

2 During all maintenance work, observe the utmost cleanliness and order.

3 Before dismantling, check that all pipe systems concerned are drained orpressure released. After dismantling, cover immediately holes for lubricatingoil, fuel oil and air with tape or plugs.

4 When exchanging a worn–out or damaged part that has an identificationmark stating cylinder or bearing number, mark the new part with the same numberon the same spot. Every exchange should be entered in the engine log and the rea-son should be clearly stated.

5 After re–assembling, check that all bolts and nuts are tightened and locked,if necessary.

Whenever overhauling the engine, make absolutely sure that:

� The starting air shut–off valve located before the main starting valve is closed.

� The main starting air line on the engine is drained.

� The automatic start is disconnected.

� The prelubrication oil pump is stopped.

If the above mentioned is neglected, it may cause engine damage and/orpersonal injury.

NOTE !

Maintenance schedule04 46 02 30

04 –2 04–2

4.2. Maintenance schedule for HFO operation,Common rail engines

Daily routine checks

Air coolers Check draining of air coolersCheck that the draining pipe is open, check for any leak-age.

3.6.2.15.

Charge air coolers, charge air filters, fueland lub. oil filters

Check pressure drop indicatorsChange filter cartridges if high pressure drop is indicated.

3.6.2.17.18.

Gauges and indicators Take readingsRead and record all temperature and pressure gauges, atthe same time and at the same load of the engine. (Use eg.“Operation data record” in “ATTACHMENTS”)

3.6.2.

Injection and fuel system Check leak fuel quantityCheck the amount of leak fuel from the injection pumpsand nozzles.

3.6.2.17.

Turbocharger Water cleaning of compressorClean the compressor by injecting water.

15.

Check turbocharger oil levelsCheck oil level, and look for leaks.

15.2.

Cooling water system Check water level in cooling systemCheck the water level in the expansion tank(s) and/or thestatic pressure in the engine cooling circuits.

19.

Lubricating oil system Check lubricating oil level. 18.

Oil mist detector Observe normal operation

Pneumatic system Drain condensated water 21.5.

Control mechanism Check for free movement 22.

Every second day, irrespective of the engine being in operation or not

Crankshaft Marine engine: In a stopped engine, turn the crankshaftinto a new position.

3.

Once a week irrespective of the engine being in operation or not

Start process Test start (if the engine on stand–by). 3.

Interval: 100 operating hours

Turbocharger (TPL) Water cleaning of turbineClean the turbine by injecting water, more often if neces-sary.

15.


04 –304–3


Turbocharger (VTR, Napier)

Water cleaning of turbine Clean the turbine by injecting water, more often if neces-sary.

15.

Air filter(s) (Napier–turbochargers)

Clean turbocharger air filter(s) Remove the filter(s) and clean according to the manufac-turer’s instructions. (More often, if necessary.)

15.

Centrifugal filter (optional)

Clean centrifugal filter Clean more often if necessary. Remember to open thevalve before the filter after cleaning.

18.


Cooling water Check water quality Check content of additives.

19.2.

Cylinder pressure Check cylinder pressure Record firing pressures of all cylinders and record the run-ning parameters simultaneously.

12.3.6.4.

Lubricating oil Take a sample of lubricating oil for laboratory analysisTake a sample for analyzing also immediately after fillingin a new installation or after changing to a new lubricatingoil brand.

2.2.3.

Low pressure accumula-tor (optional)

Check air pressure in the low pressure accumulator, ifinstalled. (Lubricating oil system.)

18.

Waste gate valve (optional)

Function check 15.

By–pass valve (optional)

Function check 15.

Oil mist detector Function check


Air filter(s) (VTR –turbochargers)

Clean turbocharger air filter(s)Remove the filter(s) and clean according to instructions ofthe manufacturer (more often, if necessary).

15.

Engine holding downbolts

Check the tightnessCheck to be done on new installations.


Turbocharger (if separatelub.oil system)

Change lubricating oil in turbocharger(s)Change lubricating oil in the turbocharger. Take care thatthe turbine oil is not mixed with the engine lubricating oil.Check change interval according to lubricating oiltype.

2.15.

2.


04 –4 04–4


Measuring instruments Check gauges and engine instrumentationCheck pressure and temperature gauges, sensors and cabling. Replace faulty ones.

23.

Safety and control sys-tems

Functional check of control systems.Check function of the alarm and automatic stop devices.

23.1.

Valves Check yoke and valve clearances 6., 12.

Valve rotators Visual inspection 12.

Oil mist detector Change fresh air filter


Turbocharger (if separatelub.oil system)

Change lubricating oil in turbocharger(s)Change lubricating oil in the turbocharger. Take care thatthe turbine oil is not mixed with the engine lubricating oil.Check change interval according to lubricating oiltype.

2.15.

2.


Injection valves Test fuel injectors.Test the opening pressure of the fuel nozzle. Replace out-side o–rings.

16.5.


Crankshaft Check crankshaft alignment Check alignment, use form No. 4611V005. Alignmentcheck is performed on a warm engine.

11.

Low pressure accumula-tor (optional)

Check the condition of the membrane in the low pres-sure accumulator, if installed. (Lub.oil system)

18.

Flexible mounting (if used)

Check the alignment Check tightness of the thrust rubber elements.Inspection according to maintenance instructions for resil-ient installation.

Technicaldocu-ments


04 –504–5


Air coolers Clean the charge air cooler(s).More often if necessary. Cleaning interval is based onpressure drop measurement

15.

Injection valves Inspect injection valves.Change the main nozzles to new ones or reconditionedones. Check the effective needle lift. Check the springs. Replace the O–rings. Test the nozzle opening pressure in atest pump.Replace the complete injection valve if necessary.

16.4.

Exhaust manifold Check expansion bellows.Replace if necessary.Check supports of the exhaust system.

20.

Flexible pipe connec-tions

Inspect flexible pipe connectionsReplace if necessary.


Turning device Grease the secondary shaft of the turning gear 3.1.2.

Napier –turbochargers Dismantle and clean complete turbochargerInspect turbocharger cooling water ducts for possible de-posits and clean if the deposits are thicker than 1 mm.Check turbocharger bearings, replace if necessary.See manufacturer’s instructions.

15.19.

Fuel system Check the adjustment of the pressure control valve 17.

Oil mist detector Replace oil mist detector supply air filter


04 –6 04–6


Cylinder liners Inspect the cylinder liners Measure the bore using form No. 4610V001, replace linersif wear limits are exceeded. Hone the liners.Check the deposits from cooling bores. If the deposits arethicker than 1 mm, clean.Change the antipolishing rings.

10.6.

Connecting rods Inspect big end bearing, one / bankDismantle the big end bearing. Inspect mating surfaces. If defects found, open all big end bearings. Change bearing shells, if necessary.Measurement records 4611V008 and 4611V003.

Check a small end bearing and piston pin, one / bankIf defects found, open all and replace if needed.Measurement record 4611V004.

11.6.

Piston Check the cooling gallery deposit, one piston / bank. Ifthe deposition exceeds 0.3 mm, open all piston tops. Mea-sure the height of piston ring grooves (measurement re-cords 4611V009 and 4611V002).Check the retainer rings of the gudgeon pins.

11.

Inspect the piston skirt, clean lubricating oil nozzles 11.2.3.

Piston rings Replace piston rings. Note the running–in programme.

11.

Cylinder heads Overhaul of cylinder headsDismantle and clean the inner side, inlet and exhaustvalves and ports. Inspect cooling water spaces and clean, ifthe deposits are thicker than 1 mm. If cylinder head cool-ing water spaces are dirty, check also the cooling waterspaces in liners and engine block and clean them all, if thedeposits are thicker than 1 mm. Improve the cooling water treatment.Grind all the seats. Grind the valves.Replace the O–rings in the valve guides.Check the starting valves. Replace parts if necessary.Check the safety valves.

2.3.12.19.

Valve rotators Dismantle, inspect and clean 12.5.

Camshaft driving gear Inspect camshaft driving gearsInspect teeth surfaces and running pattern.

13.6.

VTR –turbochargers Inspect and clean Clean the compressor and turbine mechanically if neces-sary. Inspect turbocharger cooling water ducts for possibledeposits and clean if the deposits are thicker than 1 mm.

15.19.

VTR –turbochargerswith roller bearings

Replace turbocharger bearingsSee manufacturer’s instructions.

Turbochargers with plainbearings

Inspect turbocharger bearingsSee manufacturer’s instructions.


04 –704–7


TPL–turbochargers Dismount and clean– Check tolerances– Inspect and assess the shaft and the bearing parts– Clean turbine and compressor casings and check for any cracks and erosion / corrosion– Clean nozzle ring and check for any cracks and erosion

15.

Fuel injection pump Overhaul of injection pumps Clean and inspect injection pumps, replace worn parts.

16.

Injection valves Send the complete injection valves to Wärtsilä for solenoid recalibration.

16.5.

Lub. oil pump drivinggear (if pump installed)

Inspect lube oil pump driving gearReplace parts if necessary.

18.6.

Control oil pump drivinggear

Inspect control oil pump driving gearReplace parts if necessary.

16.6.

HT–water pump drivinggear (if pump installed)

Inspect HT–water pump driving gearReplace parts if necessary.

19.6.

LT–water pump drivinggear (if pump installed)

Inspect LT–water pump driving gearReplace parts if necessary.

19.6.

Air filter (in pneumatic system)

Clean the insert and inside of the filter. 21.

Flexible pipe connec-tions

Replace flexible pipe connections with new onesDepending on the condition of the connection and the tar-get of usage these can be used even longer.


Turning device Change lubricating oil in the turning device 3.2.

Crankshaft Inspect one main bearing Check condition. Note the type of bearings in use and dothe inspection accordingly. If defects are found, open allincluding the flywheel bearing.

10.6.

Check thrust bearing clearance Check axial clearance.

11.6.

Vibration damper incamshaft free end (viscous type) (optional)

Take oil sample for damper condition evaluationSee manufacturer’s instructions.

7.,14.

Lub. oil pump (optional)

Inspect the lubricating oil pump. Replace bearings and shaft sealing.

18.

HT–water pump (optional)

Inspect HT–water pump Dismantle and check. Replace bearings and shaft sealing.

19.

LT–water pump (optional)

Inspect LT–water pump Dismantle and check. Replace bearings and shaft sealing.

19.

Engine fastening bolts Check tightening of engine fastening bolts 7.


04 –8 04–8


Piston Inspect the piston cooling gallery, all cylindersClean if needed.

11.

Valves Change inlet– and exhaust valves. 12.3.

Valve rotators and valveguides

Change valve rotators and valve guides. 12.3.

Napier –turbochargers Rotor shaft balance check Check the rotor shaft balance of the turbocharger at thelatest every 32000 h or every 4 years. It is advisable tocontact the engine or turbocharger manufacturer.

Fuel injection pump Change injection pump elements. 16.

Lubricating oil thermo-static valve (optional)

Clean and inspect oil thermostatic valveClean and check the thermostatic element, valve cone–cas-ing and sealings.

18.

HT–water thermostatic valve (optional)

Clean and inspect HT–water thermostatic valveClean and check the thermostatic element, valve cone–casing and sealings.

19.

LT–water thermostatic valve (optional)

Clean and inspect LT–water thermostatic valveClean and check the thermostatic element, valve cone–cas-ing, indicator pin and sealings.

19.

Exhaust manifold Change expansion bellows between exhaust pipe sec-tions, after the cylinder head and before the turbocharger.

20.

Main starting valve General overhaul of main starting valveReplace worn parts.

21.


04 –904–9


Main bearings Change main bearing shells, flywheel bearing shells andthrust bearing halves.

10.

Crankshaft Change crankshaft seal. 11.

Vibration damper incrankshaft free end(spring type) (optional)

Dismantle the damper, check condition (only to be opened by authorized personnel, contact theengine manufacturer)

7.,11.

Cylinder liners Clean cylinder liner cooling water spaces and changeliner o–rings.

10.

Connecting rods Change big end and small end bearing shells. 11.

Valve mechanism Check bearing clearances in the tappets and rockerarms. Dismantle one rocker arm assembly for inspection,proceed with other rocker arm bearings if defects arefound.Change valve tappet roller bearing bushes.

14.12.6.

Valve seats Change inlet– and exhaust valve seats. 12.4.

Camshaft Inspect camshaft bearing bush, one / bank. If defects are found, inspect all including driving end andthrust bearing. Replace if necessary.Measurement record 4610V003.

10.4.6.

Vibration damper incamshaft free end (spring type) (optional)

Dismantle the damper, check condition (only to be opened by authorized personnel, contact theengine manufacturer)

7.,14.

Elastic coupling in cam-shaft driving end(optional)

General overhaul of the elastic coupling (Opening is strongly recommended to be done by autho-rized personnel only, contact the engine manufacturer)

7., 14.

Turbocharger with plainbearings

Change bearings. See manufacturer’s instructions.

Air cooler Change charge air cooler(s). 15.

Exhaust manifold Change exhaust pipe support plates.

Starting air distributor General overhaul of starting air distributor. Replace worn parts.

21.3.

Interval HFO 2:36000 operating hours


Piston Change piston crowns. 11.2.

For difference between HFO 1 and HFO 2 see section 2.1.3.


04 –10 04–10


VTR–turbochargers (with light alloy com-pressor wheel)

Replace compressor wheel See manufacturer’s instructions.

Charge air bellow Change expansion bellow(s) between the turbochargerand air inlet box.


Camshaft bearings Change camshaft bearings. Change camshaft driving end bearing bush and camshaftthrust bearings

10., 13.

Intermediate gear Change: Thrust bearing and bearing bushes of intermediate gear.

13.

Piston Change: piston skirts and gudgeon pins. 11.

Cylinder heads Change cylinder heads. 12.

Valve mechanism Change rocker arm bearing bushes. 12.

Fuel system Change: – injection pipes

16.3.

Injection valves Change injection valves 16.4.

Flexible mounting (if used)

Change rubber elements. Technicaldocu-ments



Cylinder liners Change cylinder liners. 10.6.

For difference between HFO 1 and HFO 2 see section 2.1.3.

Maintenance tools 05 46 02 30

05 –105–1

5. Maintenance tools

5.1. Maintenance tools, general

Maintenance of a diesel engine requires some special tools developed in thecourse of engine design. Some of these tools are supplied with the engine and oth-ers are available through our service stations or for direct purchase by the custom-er.

Tool requirements for a particular installation may vary greatly depending on theuse and service area. Standard tool sets are therefore selected to meet basic re-quirements.

This list represents a comprehensive selection of tools for the WÄRTSILÄ� 46engine.

Tool sets are grouped in order to facilitate selection for specific service opera-tions. This makes the job of the end–user much easier.

5.1.1. Use of this list

1 Read the corresponding item in this Instruction Manual before any mainte-nance work is started.

2 Check with list below that all the maintenance tools are available.

3 Check that necessary spare parts and consumable parts are available.

5.1.2. Ordering of maintenance tools

1 Find the tools that interests you in the following pages.

2 Select the tool or parts required. You should use the code number in the listwhen ordering.

3 Make a note of the specifications and other information as required for theorder.

4 Send the order to your local service station.When possible, state the installa-tion name and engine number(s) when ordering.

Maintenance tools05 46 02 30

05 –2 05–2

5.2. Cylinder cover

(Chapter 12)

Description CodeNo

Weight(kg)

Dimensions

Hydraulic pump with hoses

Hydraulic pump1000 bar

Flexible hose, short

Flexible hose, long

Quick coupling, male

Quick coupling, female

860100

860175

861011

861012

860177

860176

30

0,7

2,0

Description CodeNo

Weight(kg)

Dimensions

Pin for hydraulic tensioning tool 861146 0,6


05 –305–3

Description CodeNo

Weight(kg)

Dimensions

Hydraulic tightening tool for M90x6screws

861143 90

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for hydr. tightening tools 834045 119


05 –4 05–4

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for cylinder cover 832001 20,5

Description CodeNo

Weight(kg)

Dimensions

Assembly tool for valves 834001 38


05 –505–5

Description CodeNo

Weight(kg)

Dimensions

Turning tool for grinding valves 841010 4

Description CodeNo

Weight(kg)

Dimensions

Holding tool for valves 834002 1.5


05 –6 05–6

Description CodeNo

Weight(kg)

Dimensions

Valve clearance feeler gauge 848001 0.035

Description CodeNo

Weight(kg)

Dimensions

T–handle for cylinder ind. valve 808001 0.45

Description CodeNo

Weight(kg)

Dimensions

Spindle for removing valve seatrings

845001 1.4

Description CodeNo

Weight(kg)

Dimensions

Extraction tool for exhaust valveseat rings

845002 4,8


05 –705–7

Description CodeNo

Weight(kg)

Dimensions

Extraction tool for inlet valve seatrings

845003 4,6

Description CodeNo

Weight(kg)

Dimensions

Spindle for valve guide removingtool

845004 5

Description CodeNo

Weight(kg)

Dimensions

Bed for tension cylinder 845005 5,2

Description CodeNo

Weight(kg)

Dimensions

Bed for tension cylinder 845011 5,6

Description CodeNo

Weight(kg)

Dimensions

Fitting tool for inlet valve seat ring 845012 5


05 –8 05–8

Description CodeNo

Weight(kg)

Dimensions

Fitting tool for exhaust valve seatring

845006 7

Description CodeNo

Weight(kg)

Dimensions

Lapping tool for injection valvesealing surface

840001 4.3

Description CodeNo

Weight(kg)

Dimensions

Lapping tool for starting valve sealing surface

840003 2.7

120

(700)

0515ah22002


05 –905–9

Description CodeNo

Weight(kg)

Dimensions

Lapping tool for safety valve sealing surface

840004 0.4

Description CodeNo

Weight(kg)

Dimensions

Grinding device for valve seats 842015 18

Description CodeNo

Weight(kg)

Dimensions

Flange for removing tool 845031 13


05 –10 05–10

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for rocker arms 836031 2


05 –1105–11

5.3. Piston

(Chapter 11)

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for piston 835001 16

Description CodeNo

Weight(kg)

Dimensions

Tap M16 802001

Description CodeNo

Weight(kg)

Dimensions

Piston assembly ring for liner withantipolishing ring

845010 10


05 –12 05–12

Description CodeNo

Weight(kg)

Dimensions

Protecting sleeve for connecting rod 835005 4.0

Description CodeNo

Weight(kg)

Dimensions

Assembly guide for connecting rodand piston

836008 3.1

Description CodeNo

Weight(kg)

Dimensions

Pliers for piston rings 800002 0.5


05 –1305–13

Description CodeNo

Weight(kg)

Dimensions

Pliers for securing ring 800001 1.3

Description CodeNo

Weight(kg)

Dimensions

Clamp device for piston rings 843001 1.5

Description CodeNo

Weight(kg)

Dimensions

Guide lever for piston assembly 835002 1.2


05 –14 05–14

5.4. Connecting rod

(Chapter 11)

Description CodeNo

Weight(kg)

Dimensions


861142 66

Description CodeNo

Weight(kg)

Dimensions

Pin for hydraulic tensioning tool 861028 0.05

Description CodeNo

Weight(kg)

Dimensions

Hydraulic tightening tool for M42srcews

861120 10


05 –1505–15

Description CodeNo

Weight(kg)

Dimensions

Distance sleeve 861027 2.3

Description CodeNo

Weight(kg)

Dimensions

Stud remover (M42) 803001 0.5

Description CodeNo

Weight(kg)

Dimensions

Stud remover (M72x6, M90x6) 803003 0.8


05 –16 05–16

Description CodeNo

Weight(kg)

Dimensions

Mounting device for big end bear-ing, complete

Mounting device for big end bearingupper half

1. Frame

2. Car

Mounting device for big end bearinglower half

1.Outside support2. Inside support

ClipPlateShaft

3. Rod

836010

836038

836006

836007

150

100

50


05 –1705–17

Description CodeNo

Weight(kg)

Dimensions

Combined big end bearing lock andfoot support

846008 3.1

Description CodeNo

Weight(kg)

Dimensions

Guide lever for positioning the bigend bearing at the piston assembly.

846012 5

Description CodeNo

Weight(kg)

Dimensions

Removing and assembling tool for gudgeon pin bearing

834012 46


05 –18 05–18

5.5. Cylinder liner

(Chapter 10)

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for cylinder liner 836009 20

Description CodeNo

Weight(kg)

Dimensions

Yoke for lifting the cylinder liner 836039 15

Description CodeNo

Weight(kg)

Dimensions

Measuring rail for cylinder bore 847001 2.0


05 –1905–19

Description CodeNo

Weight(kg)

Dimensions

Inside micrometer for cylinder bore 848012 0.6

Description CodeNo

Weight(kg)

Dimensions

Support for cylinder liner lifting de-vice

836033 41.8(36)

Description CodeNo

Weight(kg)

Dimensions

Cylinder liner honing tools 842014 18 485 x 305 x 75


05 –20 05–20

Description CodeNo

Weight(kg)

Dimensions

Dismantling tool for antipolishingring

836043 4


05 –2105–21

5.6. Main bearing

(Chapter 10)

Description CodeNo

Weight(kg)

Dimensions

Stud remover screw for mountingand dismantling device (M56)

803004 0.9

Description CodeNo

Weight(kg)

Dimensions

Turning tool for main bearing shell 851001 0.5


05 –22 05–22

Description CodeNo

Weight(kg)

Dimensions

Turning tool for thrust washer andbearing shell

851020 3.4

Description CodeNo

Weight(kg)

Dimensions

Hydraulic pump, completeHydraulic pump, low pressure(Max. 150 bar)

Quick coupling, male

Flexible hose, long

Straight male stud

Quick coupling, female

860050860181

860172

861012

860174

860173

12.4

2.0


05 –2305–23

Description CodeNo

Weight(kg)

Dimensions

Mounting device for hydraulic cylin-der

861041 6.2


05 –24 05–24

Description CodeNo

Weight(kg)

Dimensions

Hydraulic tightening tool for M56screws

861100 13

Description CodeNo

Weight(kg)

Dimensions

Distance sleeve 861009 4.5

Description CodeNo

Weight(kg)

Dimensions

Pin for tightening nuts 861010 0.05


05 –2505–25

Description CodeNo

Weight(kg)

Dimensions

Bar for lifting tool 831003 16.5

Description CodeNo

Weight(kg)

Dimensions

Lifting tool 1000 kg 836001 10


05 –26 05–26

Description CodeNo

Weight(kg)

Dimensions

Transport device 836030 0.6

Description CodeNo

Weight(kg)

Dimensions

Transport device into crankcase 836041 16


05 –2705–27

5.7. Injection equipment

(Chapter 16)

Description CodeNo

Weight(kg)

Dimensions

Flare nut Wrench (32 mm) 806052 0.13

Description CodeNo

Weight(kg)

Dimensions

Open end wrench (46 mm) 806058 3.5

Description CodeNo

Weight(kg)

Dimensions

Open end wrench (41 mm) 806078


05 –28 05–28

Description CodeNo

Weight(kg)

Dimensions

Box insert tool for pilot nozzle capnut (36 mm)

806055 0.2


05 –2905–29

Description CodeNo

Weight(kg)

Dimensions

Special socket wrench for main fuelvalve connection piece (36 mm)

809032 0.1

Description CodeNo

Weight(kg)

Dimensions

Testing device for nozzle equipment(CR)

864001 13

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for injection pump 831004 4

0540ah07003

450

300

285

0540ah08003

73


05 –30 05–30

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for injection valve(CR)

831008 3

Description CodeNo

Weight(kg)

Dimensions

Socket wrench 74mm(CR)

806054

Description CodeNo

Weight(kg)

Dimensions

Wrench for main nozzle 90mm(CR)

806076 3

190

0540ah11003

235

175

0540ah15001

CAP 74

150

0540ah16001

225

25


05 –3105–31

Description CodeNo

Weight(kg)

Dimensions

Box head wrench 732/40 41(CR)

806077

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for accumulator withSSV (CR)

831009 6

Description CodeNo

Weight(kg)

Dimensions

Dismounting and mounting toolsfor injection valve(CR)

846601

340

0540ah18001

235

0540ah19002

314


05 –32 05–32

Description CodeNo

Weight(kg)

Dimensions

Turning tool for flow control valve(CR)

844001

75

0540ah21001

80


05 –3305–33

Description CodeNo

Weight(kg)

Dimensions

Turning device for CR–pump andaccumulator (CR)

864010 350

Description CodeNo

Weight(kg)

Dimensions

Mounting tool for injection pumptappet (CR)

834060

1055

8200540ah23001

1177

1055

8200540ah24001

1721


05 –34 05–34

5.8. Camshaft

Description CodeNo

Weight(kg)

Dimensions

Locking device for camshaft 834053 14

Description CodeNo

Weight(kg)

Dimensions

Locking bar for valve tappet 845013 0.4

Description CodeNo

Weight(kg)

Dimensions

Locking bar for injection pump tappet

845014 0.4


05 –3505–35

Description CodeNo

Weight(kg)

Dimensions

Mounting and removing device forcamshaft bearings

834010 70

Description CodeNo

Weight(kg)

Dimensions

Camshaft piece mounting device 845020


05 –36 05–36

5.9. Miscellaneous tools

Description CodeNo

Weight(kg)

Dimensions

Deflection indicator for crankshaft 848111 4,3

Description CodeNo

Weight(kg)

Dimensions

Hydraulic tension cylinder 834050 19


05 –3705–37

Description CodeNo

Weight(kg)

Dimensions

Checking device for cylinder 848020 4.5

Description CodeNo

Weight(kg)

Dimensions

Mounting device for overspeed cylinder and elastic link rod

837020 0.5

Description CodeNo

Weight(kg)

Dimensions

Stud remover M20 837039 0.2


05 –38 05–38

Description CodeNo

Weight(kg)

Dimensions

Universal puller 837038 4.3

Description CodeNo

Weight(kg)

Dimensions

Guiding mandrel for assembly ofHT pipe sealing

846160 7.2

Description CodeNo

Weight(kg)

Dimensions

Torque wrench 730R/20 (Max 200 Nm)

820008 1.5


05 –3905–39

Description CodeNo

Weight(kg)

Dimensions

Torque wrench 721/80 (Max 800 Nm)

820009 4.8

Description CodeNo

Weight(kg)

Dimensions

Torque wrench 820010 0.8

Description CodeNo

Weight(kg)

Dimensions

Torque wrench 200–2000Nm(CR)

820011

Description CodeNo

Weight(kg)

Dimensions

Torque wrench 75–400Nm(CR)

820012 2.3


05 –40 05–40

Description CodeNo

Weight(kg)

Dimensions

Air operated hydraulic pressure unit 860170 15

Description CodeNo

Weight(kg)

Dimensions

Eye–bolt screw (M10) 831005 0.1

Description CodeNo

Weight(kg)

Dimensions


Description CodeNo

Weight(kg)

Dimensions



05 –4105–41

Description CodeNo

Weight(kg)

Dimensions

Shackle A 0.4 833002 0.1

Description CodeNo

Weight(kg)

Dimensions

Shackle A 0.6 833003 0.2

Description CodeNo

Weight(kg)

Dimensions

Shackle A 1.6 833004 0.4

Description CodeNo

Weight(kg)

Dimensions

Lifting bend, 500 kg 833005 1 1500 mm


05 –42 05–42

Description CodeNo

Weight(kg)

Dimensions

Hydraulic tightening tool for M30screws

861164 6.1

Description CodeNo

Weight(kg)

Dimensions

Distance ring 861165 0.1

5.10. Miscellaneous tools for air cooler

Description CodeNo

Weight(kg)

Dimensions

Mounting device for air cooler 846053 92

130

168

0545ah28001

68

0545ah29001


05 –4305–43

5.11. Optional tools

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for camshaft pieces 836024 34.6

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for drive gear 836023 16.5

Description CodeNo

Weight(kg)

Dimensions

Lifting bar for drive gear 836034 16.5

Description CodeNo

Weight(kg)

Dimensions

Connecting piece for camshaft ex-tension piece lifting tool

836019 18.0


05 –44 05–44

Description CodeNo

Weight(kg)

Dimensions

Lifting device for end piece of cam-shaft

836018 6.5

Description CodeNo

Weight(kg)

Dimensions

Lifting device for camshaft piece 836029 12.7

Description CodeNo

Weight(kg)

Dimensions

Lifting device for bigger intermedi-ate gear

836021 1.7

Description CodeNo

Weight(kg)

Dimensions

Lifting device for end piece of cam-shaft

836017 14.5


05 –4505–45

Description CodeNo

Weight(kg)

Dimensions

Lifting device for camshaft drivegear

836020 12

Description CodeNo

Weight(kg)

Dimensions

Lifting device for smaller intermedi-ate gear

836022 8.4

Description CodeNo

Weight(kg)

Dimensions

Guide shaft extension for heat ex-changer plates

845009 4.3

Description CodeNo

Weight(kg)

Dimensions

Pressure testing flange for cylinderhead

848021 78


05 –46 05–46

Description CodeNo

Weight(kg)

Dimensions

Pressure test flange 847012 4

Description CodeNo

Weight(kg)

Dimensions

Honing machine with crane 842010 45

Description CodeNo

Weight(kg)

Dimensions

Assembly rig for cylinder head 847002


05 –4705–47

Description CodeNo

Weight(kg)

Dimensions

Assembly trestle for injection pump 862023

Description CodeNo

Weight(kg)

Dimensions

Distance sleeve 861122 4

Description CodeNo

Weight(kg)

Dimensions


861121 13


05 –48 05–48

Description CodeNo

Weight(kg)

Dimensions

Extractor for water pump WD–200Limpeller

837001

Description CodeNo

Weight(kg)

Dimensions

Assembling tool for WD–200L wa-ter pump bearing

846030

Description CodeNo

Weight(kg)

Dimensions

Assembling tool for water pumpWD–200L sealings

846031

Description CodeNo

Weight(kg)

Dimensions

Extractor for water pump WD–125Limpeller

837005


05 –4905–49

Description CodeNo

Weight(kg)

Dimensions

Assembling tool for WD–125L wa-ter pump front bearing

846002

Description CodeNo

Weight(kg)

Dimensions

Assembling tool for water pumpWD–125L sealings

846004

Description CodeNo

Weight(kg)

Dimensions

Assembling tool for WD–125L wa-ter pump back bearing

846003


05 –50 05–50

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for lubricating oil pump

(Leistritz)

836046 64

Description CodeNo

Weight(kg)

Dimensions

Lifting tool for cooling water pump 836054

Adjustments, clearances and wear limits 06 46 02 33

06 –106–1

6. Adjustments, clearances and wear limits

6.1. Adjustments

Valve timing (Miller, F–timing)

Valve opens closes

Inlet valve 44� before TDC 10� before BDC

Exhaust valve 53� before BDC 40� after TDC

Valve clearances, cold engine

Inlet valves 1 mm

Exhaust valves 1,5 mm

Other adjustments

Opening pressure of safety valve on lub.oil pump 6–8 bar

Fuel delivery commencement see test records

Tripping speed of electrical overspeed trip device

Nominal speed(rpm)

Electrical tripping speed(rpm)

Marine 514 590

Adjustments, clearances and wear limits06 46 02 33

06 –2 06–2

6.2. Clearances and wear limits (at 20�C)

6.2.1. Clearances and wear limits for V46

Part, measuring point Drawing dimension(mm)

Nominalclearance

Wearlimit

Min. Max. (mm) (mm)

10 Crankshaft journal, diameter 449.960 450.000

Crankshaft journal, ovality 0.020 0.030

Crankshaft journal, taper 0.020/100 0.025/100

Main bearing shell thickness 9.825 9.845 9.800

Measurement record 4610V004GB: Main bearing shell

Bore of main bearing housing 470.040

Assembled bearing bore ∅ �∅ �

450.405450.450

450.485450.530

Main bearing clearance �

(also flywheel bearing) �

0.405–0.5250.450–0.570

Thrust bearing, axial clearance 0.470–1.050 1.500

Thrust washer thickness 24.720 24.750 24.50

Camshaft diameter 299.968 300.000

Camshaft bearing bush thickness 9.875 9.890

Camshaft bearing housing bore 320.000 320.036

Assembled bearing bore 300.260 300.330 300.370

Camshaft bearing clearance 0.260–0.362 0.400

Measurement record 4610V003GB: Camshaft bearing bore

Camshaft thrust bearing housing, bore 230.000 230.029

Camshaft thrust bearing diameter 210.000 210.029


Camshaft thrust bearing width– housing– shaft

60.00029.980

60.06030.020

Camshaft thrust bearing clearance 0.200–0.290 0.350

Camshaft thrust bearing, axial clearance 0.280–0.440 0.700

Cylinder liner diameter 460.000 460.063

Cylinder liner ovality at TDC 0.03 0.30

Measurement records 4610V001GB and 4610V002GB: Cylinder liner

Thrust bearing thickness 14.820 14.850


06 –306–3


Nominalclearance

Wearlimit

Min. Max. (mm) (mm)

11 Crank pin, diameter 449.960 450.000

Crank pin, ovality 0.020 0.030

Crank pin, taper 0.020/100 0.030/100

Big end bearing shell thickness 9.820 9.840

Measurement record 4611V008GB: Big end bearing shell

Big end bore diameter Ovality

470.000 470.0400.020 0.10

Measurement record 4611V003GB: Big end bearing bore

Assembled bearing bore ∅ �∅ �

450.420450.340

450.540450.460

Big end bearing clearance �

�

0.420–0.5800.340–0.500

Gudgeon pin diameter 219.980 220.000

Small end bore 250.000 250.046


Gudgeon pin bearing clearance 0.150–0.246

Measurement record 4611V004GB: Gudgeon pin

Connecting rod axial clearance in piston

Small end bearing bush, thickness 14.920 14.935

Clearance gudgeon pin – piston 0.06–0.10

Bore diameter in piston 220.06 220.08

Piston ring gap (clamped ∅ 460) Compression ring 1 Compression ring 2 Oil scraper ring

1.10–1.502.00–2.601.40–1.95

3.03.03.0

Measurement record 4611V007GB: Piston rings

Piston ring axial clearance: Compression ring 1 Compression ring 2 Oil scraper ring

0.223–0.2650.223–0.2650.063–0.105

0.70.70.3

Measurement records 4611V001GB and 4611V002GB for axial clearance

Piston ring groove height:Groove I and IIGroove III

10.1108.050

10.1308.070

10.68.3

Measurement record 4611V009GB: Piston ring groove height

Piston clearance at bottom in cross direc-tion of engine

0.250–0.290

Corresponding piston diameter 459.710 459.750


06 –4 06–4


Nominalclearance

Wearlimit

Min. Max. (mm) (mm)

12 Valve guide diameter assembled 34.147 34.174 34.350

Measurement record 4612V002GB: Valve guides

Valve stem diameter 33.975 34.000 33.900

Measurement record 4612V001GB: Valves

Valve stem clearance 0.147–0.199 0.450

Valve seat radial deviation in relation tovalve guide (max. value)

0.10

Inlet valve seat bore in cylinder head 172.000 172.025

Exhaust valve seat bore in cylinder head:outer boreinner bore

180.000162.00

180.029162.025


06 –506–5


Nominalclearance

Wearlimit

Min. Max. (mm) (mm)

13 Intermediate gear of camshaft drivebearing clearance 1 (see Fig. 6.1.)axial clearance 2

0.200–0.3500.33–0.52

0.5

Bearing diameter, in situ 210.200 210.320

Bearing journal diameter 209.971 210.000

Camshaft driving gear backlash:

Crankshaft gear wheel– intermediate gear wheel 0.300–0.904

Small intermediate gear wheel– camshaft gear wheel 0.389–0.754

Fig. 6.1.


06 –6 06–6


Nominalclearance

Wearlimit

Min. Max. (mm) (mm)

14 Valve tappet diameter 1 (see Fig. 6.2.) 159.815 159.915

Guide diameter 2 160.00 160.063

Diameter clearance 3 0.085–0.248

Roller pin bore in the tappet 4 60.000 60.030

Bearing bush bore diameter 5 60.090 60.120 60.200

Tappet pin diameter 59.971 59.990

Bearing clearance tappet–tappet pin 6 bearing bush–tappet pin 7

0.010–0.0590.100–0.149

Roller bore diameter 12 70.000 70.030

Bearing bush outer diameter 13 69.870 69.900 69.800


Bearing journal diameter 8 (see Fig. 6.3.) 109.966 109.988

Rocker arm bearing diameter, in situ 9 110.088 110.154 110.500

Bearing clearance 0.100–0.188

Yoke pin diameter 10 41.904 41.920

Yoke bore diameter 11 42.000 42.025

Diameter clearance 0.121–0.080

Section A–A

Fig. 6.2.

Section B–B

Fig. 6.3.


06 –706–7


Nominalclearance

Wearlimit

Min. Max. (mm) (mm)

16 Nozzle needle lift (see Fig. 6.4.) main injection nozzle 1.00 1.05 1.15

06–6

Fig. 6.4.


Nominalclearance

Wearlimit

Min. Max. (mm) (mm)

16 Injection tappet diameter 1 (see Fig. 6.5.) 154.875 154.915

Guide diameter 2 155.000 155.063


Roller pin bore in the tappet 4 70.000 70.030

Bearing bush bore diameter 5 69.600 69.700 69.800

Tappet pin diameter 69.971 69.990

Bearing clearance tappet–tappet pin 6 bearing bush–tappet pin 7

0.010–0.0590.271–0.390

4

3

1, 2

5

6 7

12

061102p

Fig. 6.5.


06 –8 06–8


Nominalclearance

Min. Max. (mm)

18 Lubricating oil pump, diameter of shaft 59, 970 60,000

Backlash for driving gear 0,422–0,731

Fig. 6.6.

Tightening torques and use of hydraulic tools 07 46 02 33

07 –107–1

7. Tightening torques and use of hydraulictools

7.1. Tightening torques for screws and nuts

Threads and contact faces of nuts and screw heads should be oiled with lubricat-ing oil unless otherwise stated. Note that locking fluids are used in certain cases.Due to the risk of overtensioning the screws Molykote or similar low frictionlubricants must not be used for any screws or nuts unless otherwise advised.

1 Nm = 0.102 kpm

The position numbers of components in this chapter are not necessarilythe same as those to be found in the assembly instructions in chapters10–23. This is to be taken in consideration when looking for torque val-ues.

7.1.1. Camshaft

Pos. Camshaft (see Fig. 7.1.) Torque Nm

1 Camshaft flange connection nuts (M20)Pretightening before final tightening

550�24 200

2 Camshaft gear flange connection screws (M20) 575�25

47 Vibration damper connection screws (M20) 575�25

Fig. 7.1.

NOTE !

Tightening torques and use of hydraulic tools07 46 02 33

07 –2 07–2

7.1.2. Cylinder head

Pos. Cylinder head (see Fig. 7.2.) Torque Nm

7 Connection piece to nozzle holder (Molykote G–rapid to thread and sealing cone.)

200�5

8 Main injection valve fastening nuts 125

12 Rocker arm console fastening screw (M24) 600�25

13 Locking screw for valve clearance adjusting screw (M12) 30�5

48 Locking nut for adjusting screw of yoke (M24x2) 400�25

67 Clamp tightening screw (M16) 170�5

82 Fastening screws for connection piece sealing flange (M12)To be tightened in steps: By hand (check that the flange is in right angle) – 10 – 50 – 80 – 120

120

070416

Fig. 7.2.


07 –307–3

Pos. Starting valve, safety valve (see Fig. 7.3.) Torque Nm

14 Fastening nuts for cylinder head safety valve (M16) 85�5

15 Fastening nuts for starting valve (M16) 150�5

16 Nut for starting valve spindle (M12) 45�2

Fig. 7.3.

7.1.3. Crankshaft

Pos. Crankshaft (see Fig. 7.4.) Torque Nm

17 Split gear screws on crankshaft(M30) 10.9(M36) 10.9Apply Loctite 243 on threads M36. (See section 7.2.)

1900�1003160�150

18, 19 Flywheel fastening screws and flywheel fitting boltsIn case you need the tightening torque for these screws, please contactthe nearest Wärtsilä service office.

44 Tightening screws of vibration damper or gear wheel for engine drivenpumps (M39x3) (optional)

2800

45 Fitting bolts of vibration damper or gear wheel for engine drivenpumps (M39x3) (optional)

2200

Fig. 7.4.


07 –4 07–4

7.1.4. Common rail equipment

Use engine lubricating oil in threads of high pressure pipes and Molykote G–nplus in sealing cones.

Pos. Common rail equipment (see Fig. 7.5.) Torque Nm

71 High pressure pipe (between accumulators) (or plug) 280

72 High pressure pipe (from pump to accumulator) (or plug) 360

77 Injection pipe fastening nut to accumulator (or plug) 450

10 Injection pipe fastening nut to cylinder cover 330

76 Pump head bolts To be tightened in steps (by hand–50–100–150–180) crosswise. Use Molykote G–n plus lubricant on the threads.

180

102 Delivery valve housing bolts To be tightened in steps (by hand–40–80–116) crosswise Use Molykote G–n plus lubricant on the threads.

116

73 Fuel pump fastening screws (To be tightened crosswise.) 460�20

74 Accumulator fastening screws (To be tightened crosswise.) 200

95 Accumulator topcap and bottomcap screws. To be tightened in steps (by hand–200–400–610) and crosswise (tight-ening order: 1–5–3–7–2–6–4–8). Use Molykote G–n plus lubricanton the threads.

610

98 Flow fuse housing fastening screws. To be tightened in steps (by hand–80–160–240) and crosswise (tight-ening order: 1–5–7–4–6–3–2). Use Molykote G–n plus lubricant onthe threads.

240

75 SSV fastening screws To be tightened in steps (by hand–27–54–73)and crosswise (tightening order: 1–5–3–7–2–6–4–8). Use MolykoteG–n plus lubricant on the threads.

73

97 SSV top cap fastening screws Use Molykote G–n plus lubricant on the threads.

73

78 SSV solenoid valve fastening nutUse Molykote G–n plus lubricant on the threads.

30

79 SSV air bottle and air bottle cap 100

80 SSV air bottle clamp bolts 42

99 Drain pipe fittings 60

100 Leakage indication ring fastening screws 6

101 Pressure sensor M14 30�3


07 –507–5

71

72

72 71

77

74

73

7675

78

79

80

10 95102

97

98

99

100

101

071802p.ai

Fig. 7.5.


07 –6 07–6

7.1.5. Injection valves

Pos. Injection valves (see Fig. 7.6.) Torque Nm

28 Main injection nozzle cap nutUse Molykote G–n plus lubricant on the threads.

1150�40

68 Injection valve upper nutUse Molykote G–n plus lubricant on the threads.

1600�50

69 Solenoid cable fastening nuts 2 (max.)

70 Clamping plate fastening screws 70

94 Solenoid assembly 120�5

68

28

69

94

70

071108p.ai

Fig. 7.6.

7.1.6. Control oil pump

Pos. Control oil pump (see Fig. 7.7.) Torque Nm

81 Control oil pump gear fastening screws 35

81

071001p.ai

Fig. 7.7.


07 –707–7

7.1.7. Engine driven lub. oil pump

Pos. Engine driven lube oil pump (see Fig. 7.8.) Torque Nm

30 Lube oil pump gear fastening screws 41�4

Fig. 7.8.

7.1.8. Other tightening torques

Pos. Screw connection (see Fig. 7.9. ) Torque Nm

31 Turbocharger fastening screws (M30), TPL77 1600 �100

071501

Fig. 7.9.


07 –8 07–8

7.1.9. General torques

We recommend the use of torque measuring tools also when tightening otherscrews and nuts. The following torque values apply to screws of the strength class8.8; when oiled with lubricating oil or treated with Loctite.

Screw dimension

Width across flats ofhexagon screws

Key width of hexagonsocket head screws

TorqueNm

Torquekpm

M8 13 6 25 2.5

M10 17 8 50 5.0

M12 19 10 85 8.5

M16 24 14 190 19.0

M20 30 17 370 37.5

M24 36 19 640 65

7.2. Use of locking fluids

When using locking fluid (Loctite), clean parts carefully in degreasing fluid andlet them dry completely before applying locking fluid.

7.3. Hydraulically tightened connections

7.3.1. General

The screws will be overloaded if the maximum hydraulic pressure is exceed-ed. In case it is impossible to turn the nuts, when the maximum hydraulic pressureis reached, check is there corrosion in the threads and are the tools and manome-ters operational.

When tightening hydraulic bolt connections, follow the instructions given in sec-tion 7.3.4.


07 –907–9

7.3.2. Hydraulically tightened connections, V–en-gines

Pos. Screw connection(see Fig. 7.10.)

Hydraulic pressurewhen tightening(bar) (�3%)

Tighteningtorque for stud

(Nm)

Hydrauliccylinder

Stage I Stage II

34 Cylinder head bolts M90 x 6 300 450 400 �40 861143

35 Main bearing bolts M90 x 6 400 815 400 �40 861143

36 Thrust bearing bolts M56 400 600 300 �30 861100

37 Lateral bolts of main bearingsand thrust bearing M56

300 600 By hand 861100

38 Big end bearing bolts M72x6 400 800 400� 40 861142

39 Connecting rod bolts M42 400 760 150� 10 861120

40 Counterweight bolts M72x6 300 650 400� 40 861142

41 Central bolts for intermediategears M90x6

400 815 400� 40 861143

49 Fixing bolts M42(resilient mounting)

300 700 By hand 861120

Fig. 7.10.


07 –10 07–10

Pos. Screw connection(see Fig. 7.11.)

Hydraulic pressurewhen tightening(bar) (�3%)

Tighteningtorque for stud

(Nm)

Hydrauliccylinder

Stage I Stage II

31 Turbocharger fastening screwsM30

200 500 By hand 861164

071501

Fig. 7.11.


07 –1107–11

Use of hydraulic cylinders:

7.3.3. Dismantling hydraulically tightened screwconnections

1 Attach distance sleeves and hydraulic cylinders to the nuts according to Fig.7.12. A. Screw on the cylinders by hand.

2 Connect the hoses to the pump and cylinders according to scheme 7.12. B.Open the release valve (2) and screw cylinders in clockwise direction to expelpossible oil.

3 Turn the cylinders or distance sleeves in counter–clckwise direction abouthalf a revolution (180�), M72 x 6 thread sleeve 3/4 revolution (270�). Otherwisethe nuts will be locked by the cylinder and impossible to loosen.

4 Close the release valve and pump pressure to the stated value. (See stageII in section 7.3.2.) Read pressure in both manometers (6) (Fig. 7.12.).

5 Turn the nuts in counter–clockwise direction about one revolution with apin.

6 Open the release valve slowly and remove the hydraulic tool set.

7 Screw off the nuts.

Fig. 7.12.


07 –12 07–12

7.3.4. Reassembling hydraulically tightened screwconnections

1 Screw on the nuts and attach distance sleeves. Screw on the cylinders byhand.

2 Connect the hoses to the pump and cylinders according to Fig. 7.12. Checkthat the release valve (2) is open and screw the cylinders in clockwise directionto expel possible oil.

3 Close the release valve (2) and pump the pressure to the value of stage Istated in the table of section 7.3.2.

4 Tighten the nuts with a pin until close contact to face. Keep the pressureconstant at the stated value during tightening.

5 Release the pressure.

6 Pump the pressure to the value of stage II and tighten the nuts. Observe, thatthe nuts turn equally.

7 Open the release valve slowly and remove the hydraulic tool set.

7.3.5. Maintenance of high pressure tool set

The hydraulic tool set consists of a high pressure hand pump with integrated oilcontainer, hoses fitted with quick–connections and non–return valves, cylindersand a pressure gauge mounted on the hand pump and another mounted after thelast hydraulic jack. See Fig. 7.12.The components are connected in series, the pressure gauge being the last compo-nent thus ensuring that every cylinder is fed with the correct pressure.

The non–return valves in the hoses are integrated with the quick–connections andare opened by the pins located in the centre of the male and female parts. If thesepins get worn the connection must be replaced due to the risk of blocking.

� In the high pressure hydraulic tool set it is recommended to use a special hy-draulic oil or at least an oil with a viscosity of about 2�E at 20�C.

� During the filling of the high pressure pump container, it is recommended toconnect the set according to scheme B Fig. 7.12. Before filling, open the releasevalve (2) and empty the cylinders (4) by pressing piston and cylinder together.After that, the container can be filled through the filling plug (1).

� After filling, vent the system by pressing in, with a finger, the centre pin ofthe female part of the last quick–connection; the connection being disconnectedfrom the pressure gauge. Keep on pumping until airfree oil emerges from the con-nection.

� Check the pressure gauge of the hydraulic tool set regularly. For this purposea comparison pressure gauge is supplied. This pressure gauge can be connectedto the plug hole (7) and the outlet hose of the pump is connected direct to the pres-sure gauges.


07 –1307–13

7.4. Use of hydraulic extractor cylinder

For some power demanding operations a hydraulic extractor cylinder (834050)is used. In connection with this cylinder the hydraulic high pressure hand pumpis utilized. (Connection scheme acc. to Fig. 7.13.)

Fig. 7.13.

The effective area of the piston is 58.32 cm 2 which gives the following relationbetween pressure and force (Fig. 7.14.)

Relation between pressure and force for hydraulic extractor cyl-inder 834050.

Max. pressure

Fig. 7.14.

According to the design of the cylinder, the outer cylinder (1) must not be loaded,but the force is created between the surfaces A and B in Fig. 7.13.


07 –14 07–14

The piston is prevented from running out of the cylinder by an expansion ring (2).The strength of this ring is limited and it is recommended that care be taken whenoperating at the end of the stroke.

7.5. Use of low pressure pump for lifting purposes in thecrankcase

A special low pressure pump (150 bar, 860050) is delivered for lifting the mainbearing cap in the crankcase. Normal engine oil, which is used in the enginelubricating system (sump) must be used in this pump if the drain oil from thetools is led to the sump of the engine. However, it is also possible to connect thedrain oil back to the pump chamber. (Fig. 7.15.) When lifting the main bearingconnect the pressure hose to connection ”UP”, when lowering connect the hoseto connection ”DOWN”.

View A

Fig. 7.15.


07 –1507–15

7.6. Torque calculations

Torque wrench settings must be recalculated according to the followingformula when using tools (806054) and (806058) together with torquewrench (820009) or (820008).

M1 �B

(B � A)x M

071702

Fig. 7.16.

Example:M � 600 Nm

A � 272 mm

B � 880 mm

M1 �880

(880 � 272)x 600 � 458 Nm

NOTE !


07 –16 07–16


Operating problems, emergency operation 08 46 94 34

08 –1��

8. Operating problems, emergencyoperation

3�� 1� �� 5� +�� 6 �� 6 �� $��

8.1. Trouble, possible reason

See chapter,section

1. Crankshaft does not rotate when attempting to starta) Turning device is connected. NOTE! Engine cannot be started when turning device is connected. However, before starting, always check that turning device is removed.

3.1., 21.1.

b) Starting air pressure too low, shut–off valve on starting air inlet pipe closed.

21.1., 21.6.

c) Jamming of starting valve in cylinder head. 21.5.

d) Jamming of starting air distributor piston. 21.4.

e) Starting air solenoid valve faulty. 21.6.2.

f) Inlet or exhaust valve jamming when open. ”Negative” valve clearance(strong blowing noise).

12.

g) Starting automation outside engine faulty. 3.2., 23.

2. Crankshaft rotates but engine fails to fire

a) Too low speed (1b).

b) Automatic shut–down is activated. 23.

c) Load limit of control shaft or of governor is set at a too low value. 22.1.3.

d) Overspeed trip device has tripped. 22.3., 22.4.

e) Starting fuel limiter wrongly adjusted. 22.1.3., 22.5.

f) Some part of fuel control mechanism jamming and prevents fuel ad– mission.

22.

g) Pipe connections between injection pumps and valves not tightened. 17.2.2.

h) Fuel filter clogged. 17.2.

i) Three–way cock of fuel filter wrongly set, valve in fuel inlet pipe closed, fuel day tank empty, fuel feed pump not started or faulty.

k) Very low air and engine temperatures (preheat circulating water!) in connection with low ignition quality fuel.

2.1.

l) Fuel insufficiently preheated or precirculated. 2.1., Fig. 2.2.

m) Too low compression pressure (1f)

Operating problems, emergency operation08 46 94 34

08 –2 ��

See chapter,section

3. Engine fires irregularly, some cylinders do not fire at all

a) See points 1f, 2f, g, h, k, l, 4d.

b) Injection pump control rack wrongly adjusted. 22.1.3.

c) Injection pump control sleeve does not mesh properly with rack (may cause overspeed if set in direction towards increased fuel quantity).

16.2.5., 16.2.6.

d) Injection pump faulty (plunger or tappet sticking; delivery valve spring broken, delivery valve sticking).

16.

e) Injection valve faulty; nozzle holes clogged. 16.

f) Piston rings ruined; too low compression pressure. 11.2.1.

g) 8...18–cylinder engines. It may be troublesome to make these fire on all cylinders when idling, due to the small quantity of fuel required. In normal operation this is acceptable. For special cases, when engines have to idle continuously for longer periods (several hours), it is advisable to adjust the rack positions carefully (reduce rack position somewhat on those cylinders having the highest exhaust gas temperatures, increase somewhat on those cylinders not firing). This adjustment should be done in small steps and the difference between rack positions of various cylinders should not exceed 1mm.

4. Engine speed not stable

a) Governor adjustment faulty (normally too low compensation). 22.

b) See point 2f.

c) Fuel feed pressure too low. 1.3.

d) Water in preheated fuel (vapor lock in injection pumps).

e) Loading automation (e.g. controllable pitch propeller)outside enginefaulty.

5. Knocks or detonations occur in engine (If reason cannot be found immediately, stop the engine)

a) Big end bearing clearance excessive (loose screws !). 6.2. table 11, 7.3.,11.2.1.

b) Valve springs or injection pump tappet spring broken. 12., 16.

c) Inlet or exhaust valve jamming when open.

d) Excessive valve clearances. 6.1., 12.2.3.

e) One or more cylinders badly overloaded (3b, c)

f) Injection pump or valve tappet guide block loose. 16.2.4., 14.1.4., 7.1.

g) Initial phase of piston seizure

h) Insufficient preheating of engine in combination with a low ignitionquality fuel.


08 –3��

See chapter,section

6. Dark exhaust gases

a) Engine badly overloaded (check injection pump rack positions andexhaust gas temperatures).

Test Records

b) Late injection (wrongly set camshaft drive). 6.1., 16.2.7.

c) See points 3b, c, d, e.

d) Insufficient charge and scavenging air pressure

– charge air filter clogged – turbocharger compressor dirty – charge air cooler clogged on air side – turbocharger turbine badly fouled NOTE! Engines starting on heavy fuel may smoke if left idling.

Test Records

15.2.2.15.2.2.15.7.2.

7. Engine exhaust gases blue–whitish or gray–whitish

a) Excessive lubricating oil consumption due to: gas blow–by past piston rings; worn or broken oil scraper rings or worn cylinder liners; sticking compression rings; compression rings turned upside–down; ring scuffing (burning marks on sliding surfaces).

11.2.1.

b) Blue–whitish exhaust gases may occasionally occur when engine has been idling for a lengthy time or at low ambient temperature, or for a short time after starting.

3.6.

c) Grey whitish exhaust gases due to water leakage from exhaust gas boiler or turbocharger.

8. Exhaust gas temperature of all cylinders abnormally high

a) Engine badly overloaded (check injection pump rack positions). Test Records

b) See point 6d.

c) Charge air temperature too high

– charge air cooler clogged on water side or dirty on air side

– water temperature to air cooler too high, water quantity insufficient

– engine room temperature abnormally high

Test Records,

15.7.1., 15.7.2.

1.3.

1.3.

d) Excessive deposits in cylinder head inlet or exhaust ports.

e) Exhaust turbine dirty. 15.3.

9. Exhaust gas temperature of one cylinder above normal Test Records

a) Faulty exhaust gas thermometer 3.6.2.

b) Exhaust valve – jamming when open – ”negative” valve clearance – sealing surface blown by (burned)

c) Faulty injection valve – opening pressure much too low – sticking of nozzle needle when open – broken spring

6.1.16.5.4.


08 –4 ��

See chapter,section

d) Late injection, refer to engine setting table 6.1., 16.2.7.

e) Fuel supply insufficient (fuel filter clogged)

f) Injection pump faulty, see points 3b and 3d.

10. Exhaust gas temperature of one cylinder below normal

a) Faulty exhaust gas thermometer. 23., 3.6.2.

b) See points 2f, h, 3b, c, d, e.

c) Leaking injection pipe or pipe fittings. 16.4.

d) When idling, see point 3g.

11. Exhaust gas temperatures very unequal

a) See points 9a, c, e.

b) Too low fuel feed pressure: too small flow injection pumps (see points 2h, i), which may cause great load differences between cylinders al tough injection pump rack positions are the same. Dangerous ! Causes high thermal overload in individual cylinders.

c) See points 1f, 6b.

d) When idling, see point 3g.

e) Exhaust pipe turbine nozzle ring partly clogged.

12. Lubricating oil pressure lacking or too low 1.2.

a) Faulty pressure gauge, gauge pipe clogged 23.

b) Lubricating oil level in oil tank too low. 18.

c) Lubricating oil pressure control valve out of adjustment or jamming. (18.)

d) Three–way cock of lubricating oil filter wrongly set

e) Leakage in lubricating oil suction pipe connections. 18.1.

f) Lubricating oil badly diluted with diesel oil, viscosity of oil too low. 2.2.1., 2.2.3.

g) Lubricating oil pipes inside engine loose or broken. 18.

13. Too high lubricating oil pressure

a) See points 12a and c.

14. Too high lubricating oil temperature 1.2.

a) Faulty thermometer.

b) Insufficient cooling water flow through oil cooler (faulty pump, air insystem, valve closed), too high LT–water temperature.

19.1.3.

c) Oil cooler clogged, deposits on tubes.

d) Faulty thermostatic valve (18.)

15. Abnormally high cooling water outlet temperature, difference between cooling water inlet and outlet temperatures excessive

1.2.

a) One of thermometers faulty.

b) Circulating water cooler clogged, deposits on plates (installation).


08 –5��

See chapter,section

c) Insufficient flow of cooling water through engine (circulating waterpump faulty), air in system, valves closed.

3.6.2., 19.

d) Thermostatic valve faulty. (19.)

16. Water in lubricating oil 2.2.3., 3.6.,

a) Leaky oil cooler.

b) Leakage at cylinder liner O–rings (always pressure test when cooling water system has been drained or cylinder liners have been dismantled).

c) Faulty lubricating oil separator (installation). See separator instructionbook!

2.2.3.

17. Water in charge air receiver (escape through drain pipe in air cooler housing)

15.7.1.

a) Leaky air coolers.

b) Condensation (too low charge air cooling water temperature) 3.6.2., Fig. 3.6.

18. Engine looses speed at constant or increased load

a) Engine overload, a further increase of fuel supply is prevented by the mechanical load limiter.

22.1.

b) See points 2c, f, g, h, i.

c) See points 4c, d, 5g.

d) Scavenge air fuel limiter built in the governor is limiting fuel. (Scav– enge air pipe between the manifold and governor is leaking, scavenge air pressure too low or the governor wrongly adjusted.)

22., Governormanual

19. Engine stops

a) Shortage of fuel, see points 2h, i.

b) Overspeed trip device has tripped. 22.3., 22.4.

c) Automatic stop device has tripped.

d) Faulty governor or governor drive. 22., Governormanual

20. Engine does not stop although stop level is set in stop position orremote stop signal is given

a) Injection pump control rack wrongly set (3b, c). Trip overspeed trip device manually. If the engine does not stop im – mediately, block fuel supply as near the engine as possible (e.g. by fuel filter three–way cock). Before restarting the engine, the fault must be located and corrected. Great risk of overspeed.

b) Fault in stop automation. Stop by means of stop lever.

c) The engine driven by generator or propeller or by another engine con– nected to the same reduction gear.


08 –6 ��

See chapter,section

21. Engine overspeed and does not stop although overspeed trip device trips

a) Injection pump control rack wrongly set (3b, c). Load the engine, if possible. Block fuel supply, e.g. by means of fuel filter three–way cock.

b) An overspeeding engine is hard to stop. Therefore, check regularly the adjustment of the control mechanism (the injection pump rack positions) 1) The stop lever being in stop position or the overspeed trip device be ing tripped and the speed governor at max. fuel admission. 2) the stop lever and the overspeed trip being in work position and the speed governor in stop position. This control should be done always when the control mechanism or the injection pumps have been touched.

22.1.3.

8.2. Emergency operation

Operation with defective parts:

8.2.1. Operation with defective air cooler(s)�� $ �� 1� 3�� 1�-�� !

a) Dismantle the cooler for repair�� $ �� +� � �� "�� $��

b) If there is not time enough to remove the defective cooler��

c) Operating with a partially plugged, shut–down or removed aircooler.4��

8.2.2. Operation with defective turbocharger(s) �� $ ��$��


08 –7��

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8.2.3. Operation with defective cams�� $�� !

a) Injection pump cams

Slight damage:+�� .�� $ �� /�� $ �� 0-1&&, �+�� ,-��

Bad damage:"�� .�� (� �� .�� $ � � �� +�� ,-�

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b) Valve cams+�� .�� ,-�"�� "��

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8.2.4. Operation with removed piston and connectingrod�� !

NOTE !

NOTE !


08 –8 ��

1 Remove the piston, connecting rod and big end bearing.

2 Cover lubricating oil bore in crank pin with a suitable hose clip,and secure.

3 Fit completely assembled cylinder head but omit valve push rods.

4 Prevent starting air entry to the cylinder head by removing thepilot air pipe.

5 Shut down injection pump (chapter 16.).

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8.2.5. Torsional vibrations and other vibrations

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Specific installation data 09 46 94 00

09 –1��

9. Specific installation data

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Specific installation data09 46 94 00

09 –2 ��

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Engine block with bearings, cylinder and oil sump 10 46 00 23

10 –110–1

10. Engine block with bearings, cylinderand oil sump

10.1. Engine block

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10.2. Main bearings

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10.2.1. Maintenance of the main bearings

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10.2.2. Dismantling of a main bearing

Loosening the side screws:

1. Remove both crankcase covers on each side of the bearing,

2. Remove carefully the main bearing temperature sensor (1) (see Fig.10.1.) and make sure that it will not be damaged while working with the bearing.

Engine block with bearings, cylinder and oil sump10 46 00 23

10 –2 10–2

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3. Remove the caps from the side screws of the bearing in question.

4. Lift the distance sleeves (861009) into position on the side screws. Bothsides can be loosened simultaneously.

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5. Screw on the hydraulic tool (861100), connect the hoses of the hydraulicpump 860170 according to Fig. 10.3. and open the pump valve.

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10 –310–3

6. Keep on turning the hydraulic tool until the piston and cylinder end facesare at the same level.

7. Turn the hydraulic tool back about half a turn (180�).

8. Shut the pump valve and pump to stated pressure. (Section 7.3.2.)

9. Loosen the nut about half a turn with the pin 861010.

10. Open the pump valve slowly, disconnect the hoses and unscrew the hy-draulic tool.

11. Remove the nuts from the side screws by hand.

Opening the main bearing nuts:

12. Fit the transport device (836041) and tackle (836001) according to (Fig.10.4.). Fasten the transport device to the threaded holes of the crankcase coverfastening screws. Use e.g. M24 screws from the mounting device for big endbearing (836010).

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13. Lift the hydraulic jack (861143) inside the engine by using the mountingdevice (861041) connected to the tackle. (See Fig. 10.5.)


10 –4 10–4

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Never turn the crankshaft with hydraulic tools 861143 mountedto the main bearing screws, because then the counterweights donot have enough space to rotate.

Inside part of 861143Lifted by hand

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NOTE !

CAUTION !


10 –510–5

14. Connect the hoses of the hydraulic pump (860170) to hydraulicjacks according to Fig. 10.7. and open the pump valve.

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15. Keep on turning the hydraulic tool as long as it rotates. Repeat the pro-cedure few times to get all oil out from the jack.

16. Turn the hydraulic jack back about 3/4 of a turn (270�).

17. Shut the pump valve and pump to stated pressure. (See section 7.3.2.)

18. Loosen the nuts about 3/4 of a turn by using the pin (861010).

19. Open the pump valve slowly, disconnect the hoses and unscrew the hy-draulic tools. Remove the hydraulic jacks from the crankcase by using the tool(861041) and the tackle.

Lowering the main bearing cap:

20. Connect the hoses of the hydraulic pump (860050) to the hydraulicjack, the supplying hose set to the side marked ”DOWN”. From the connection”UP”, the hose is preferred to be connected back to the pump chamber. See Fig.10.8. Use clean engine oil.

View A:

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21. Remove the side screws to be able to lower the main bearing cap. Usestud remover (803004).


10 –6 10–6

)

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22. Remove the nuts of the main bearing screws.

23. Lower the main bearing cap by pumping oil pressure to the hydraulicjack with the hydraulic pump if necessary. If the bearing cap comes down withoutpumping, control the lowering speed with the valves of the pump.

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Removing the bearing shells:24. Remove the lower bearing shell by hand.

25. Insert the turning tool (851001) into the main bearing journal radial oilhole. (See Fig. 10.10.)

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26. Turn the crankshaft carefully until the bearing shell has turned 180� andcan be removed.

27. Cover the two main bearing journal radial oil holes with tape.

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NOTE !

NOTE !


10 –710–7

10.2.3. Inspection of main bearings and journals1. Bearings: Clean the bearing shells and check for wear, scoring and otherdamage. Main bearing shells are of TRIMETAL–type and can be used until theoverlay is partially worn off. When the underlaying nickel–barrier or the liningmaterial is exposed in any area, the bearing must be replaced.

Never re–install a bearing with the nickel barrier exposed in anypart of the bearing shell.

2. Journals: The main bearing journals should be inspected for surface finish.Damaged journals, i.e. rough surface, scratches, marks of shocks etc., should bepolished. If, after a longer running period, considerably uneven wear appears(table 10. section 6.2.), the crankshaft may be reground and used together withthicker bearing shells, see Spare Part Catalogue.

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10.2.4. Assembling the main bearing

Fit the bearing shells:1. Clean the main bearing shells, the cap and the journal very carefully.

2. Take off the protecting tape from the journal oil holes and lubricate thejournal with clean engine oil.

3. Lubricate the bearing surface, back side and end faces of the upper bear-ing shell with clean lubricating oil.

The bearing shell can be completely destroyed (deformed) duringthe assembly, if it is not lubricated properly.

4. Place the end of the bearing shell in the slot between the journaland the bearing bore, with the lug guiding in the oil groove (see Fig. 10.11.),and push it by hand as far as possible (recommended 2/3 of its length).

Push byhand Detail A

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CAUTION !

CAUTION !


10 –8 10–8

5. Insert the turning tool (851001) into the main bearing journal radial oilhole and turn the crankshaft carefully until the bearing shell has turned into posi-tion. Take care that the bearing shell lug slides into the oil groove without beingdamaged.

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A bearing shell forced into it’s place can be completely destroyeddue to deformation.

6. Remove the turning tool.7. Lubricate the bearing surface and both ends of the lower bearing shellwith clean lubricating oil and place it in the bearing cap.

Lift the bearing cap:8. Connect the hoses of the hydraulic pump (860050) to the hydraulicjack, the supplying hose connected to the side marked ”UP”. (See Fig. 10.13.)

View A

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CAUTION !


10 –910–9

9. Lift the main bearing cap by pumping oil to the hydraulic jack with thehydraulic pump. Screw the main bearing nuts in position by hand. Make sure thatthe bearing caps and shells are correctly positioned.

Fit the side screws:

10. Clean the sidescrews properly and lubricate the threads (thethreads towards the bearing cap). Fit the screws and tighten to bottom by handor by using the tool (803004).

11. Tighten the side screw nuts by hand.

Pretighten the sidescrews:

12. Lift the distance sleeve (861009) into position on the side screw onthe rear side of the engine.

13. Screw on the hydraulic tool (861100) and connect the hoses. (Fig.10.14.)

14. Shut the pump valve and pump to the pretightening pressure of 200 bar.

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15. Tighten the nuts by the pin.

Tighten the main bearing:

16. Lift the hydraulic jacks (861143) for main bearings into position by us-ing the mounting device (861041). (See Fig. 10.15.)


10 –10 10–10

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17. Connect the hoses of the hydraulic pump (860170) Keep on turningthe hydraulic jack as far as it rotates. Shut the pump valve.

18. Pump to stated pressure, (see 7.3.2.) and tighten the nuts by the pin(861010).

19. Remove the tools.

20. Re–install the temperature sensor.

Final tightening of the side screws:


22. Screw on the hydraulic tool (861100), connect the hoses and pump tofull stated pressure. (See section 7.3.2.)Tighten the nut.

23. Lift the distance sleeve (861009) into position on the manoeuvringside screw.

24. Screw on the hydraulic tool (861100), connect the hoses and pump tofull stated pressure. (See section 7.3.2.)Tighten the nut.


10 –1110–11

Tightening order Tighteningpressure

Loosening: 1. Side screw nuts2. Main bearing nuts

one by one or simultaneouslysimultaneously

Pretightening: 1. Side screw nut on rearside

200 bar

Final tightening: 1. Main bearing nuts

2. Side screw nut on rearside3. Side screw nut on ma-noeuvring side

simultaneously 7.3.2.

7.3.2.

7.3.2.

10.3. Flywheel / thrust bearings# �� 0��

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10.3.1. Maintenance of flywheel / thrust bearings$�� %� &�� '� ��

10.3.2. Dismantling of flywheel / thrust bearing

Loosening of side screws:1. Remove the two crankcase covers next to the flywheel end, on bothsides of the engine.

2. Remove the caps of the side screws on the flywheel / thrust bearing.

3. Lift the distance sleeves (861009) into position on the side screws.(see 10.16.). Both sides can be loosened simultaneously. (Fig. 10.3.)

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10 –12 10–12

4. Screw on the hydraulic tool (861100), connect the hoses of the hydraulicpump (860170) according to Fig. 10.16. and open the pump valve.

5. Keep on turning the hydraulic tool until the piston and the cylinder endfaces are at the same level.


7. Shut the pump valve and pump to stated pressure.

8. Loosen the nut about half a turn with the pin (861010).


10. Remove the nuts from the side screws by hand.

Opening of flywheel / thrust bearing nuts:11. Lift the distance sleeve (861009) into position on the flywheel bear-ing nut and hang it by inserting the pin (861010), see Fig. 10.17. Screw on thehydraulic tools (861100), connect the hoses of the hydraulic pump (860170) ac-cording to Fig. 10.18. and open the pump valve.

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10 –1310–13

12. Keep on turning the hydraulic tool as far as it rotates.



15. Loosen the nuts about half a turn with the pins (861010).

16. Open the pump valve slowly, disconnect the hoses and unscrew the hy-draulic tools.

Lowering the flywheel / thrust bearing cap:17. Connect the hoses of the hydraulic pump (860050) to the hydraulicjack, the supplying hose set to the side marked ”DOWN”. From the connection”UP” the hose is preferred to be connected back to the pump chamber. (See Fig.10.19.)

View A:

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18. Remove the side screws of the flywheel/thrust bearing to be ableto lower the bearing cap. If necessary, use stud remover (803004).

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19. Remove the nuts of the flywheel / thrust bearing screws.

20. Lower the bearing cap by pumping oil pressure to the hydraulic jack withthe hydraulic pump.


10 –14 10–14

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Removing the flywheel/thrust bearing shells

21. Remove the lower bearing shell and the lower thrust washers.To remove the thrust washer next to the driving end an M8 screw or eyebolt canbe fitted to each end of the washer to help the removing, see Fig. 10.21. Note theguide pins (c).

22. Insert the turning tool (851020) into the bearing journal radial oil holeto remove the upper bearing shells. (See Fig. 10.22.)

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23. Turn the crankshaft carefully until the bearing shell and the washershave turned 180�and can be removed. Depending on the position of the crank-shaft the thrust washers can be quite loose.

NOTE !


10 –1510–15

24. Cover the two bearing journal radial oil holes with tape.

25. Check the bearing in the same way as the main bearings, section10.2.3.The thrust washers on the same side have to be changed in pairs.

10.3.3. Assembling the flywheel / thrust bearing

Fitting the flywheel / thrust bearings:

1. Clean the bearing shells, washers, cap and journal very carefully.

2. Take off the protecting tape from the bearing journal radial oil holes andlubricate the journal with clean engine oil.

3. Lubricate the upper bearing shell running surface and place the endof the bearing shell in the slot between the journal and the bearing bore. The axiallocation of the shell is to be secured by keeping the bearing shell end recesses (A)at the same level with the axial faces (B) of the engine block. (See Fig. 10.23.)

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The bearing shell can be completely destroyed (deformed) duringthe assembly, if it is not properly lubricated.

4. Insert the shell by hand as far as possible. (See Fig. 10.24.)

CAUTION !


10 –16 10–16

PUSH BY HAND

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5. Insert the turning tool (851020) into the bearing journal radial oil holeand turn the crankshaft carefully until the bearing shell has turned into position.

6. Remove the turning tool.

7. Lubricate the running surfaces of the upper thrust washers andpush the washers into position by hand. To facilitate the mounting of the washerthe crankshaft can be axially moved to each direction.

A bearing shell forced into its place can be completely destroyeddue to deformation.

8. Lubricate the running surfaces of the lower thrust washers andpush them into position on the guiding pins (C) in the bearing cap. For mountingthe thrust washer next to the driving end an M8 screw can be fitted to each endof the washer. (See Fig. 10.25.)

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CAUTION !


10 –1710–17

9. Lubricate lower bearing shell running surface and place shell in bear-ing cap. The axial location of the shell is to be secured by keeping the bearing shellend recesses (A) at the same level with the axial faces (B) of the cap. (See Fig.10.26.)

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Lifting the bearing cap:

10. Connect the hoses of the hydraulic pump (860050) to the hydraulicjack, the supplying hose connected to the side marked ”UP”. (See Fig. 10.27.)

View A:

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11. Lift the bearing cap by pumping oil pressure to the hydraulic jack withthe hydraulic pump. Screw the cap nuts in position and tighten by hand. Makesure that the bearing caps and shells are correctly in joining places.


10 –18 10–18

Fitting the side screws:

12. Clean the side screws properly and lubricate the threads (thethreads towards the bearing cap). Fit the screws and tighten to bottom by handor by using the tool (803004).

13. Tighten the side screw nuts by hand.

Pretightening of the side screws:


15. Screw on the hydraulic tool (861100) and connect the hoses. Open thepump valve.

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16. Keep on turning the hydraulic tool until the piston and cylinder endfaces are at the same level.

17. Shut the pump valve and pump to the pretightening pressure of 200 bar.

18. Tighten the nut with the pin (861010).

Tightening of the flywheel / thrust bearing:

19. Lift the distance sleeve (861009) into position on the flywheel bear-ing nut and hang it by inserting the pin (861010). (See Fig. 10.29.) Screw on thehydraulic tools (861100), connect the hoses of the hydraulic pump (860170) ac-cording to Fig. 10.30. and open the pump valve.


10 –1910–19

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21. Shut the pump valve and pump to stated pressure. (Section 7.3.2.)Tighten the nuts with the pin (861010).

22. Open the pump valve slowly, Disconnect the hoses and unscrew the hy-draulic tools.

Final tightening of the side screws:23. Lift the distance sleeve (861009) into position on the side screw onthe rear side of the engine.

24. Screw on the hydraulic tool (861100), connect the hoses and pump tofull stated pressure, see section 7.3.2. Tighten the nut.

25. Lift the distance sleeve (861009) into position on the manoeuvringside screw.

26. Screw on the hydraulic tool (861100), connect the hoses and pump tofull stated pressure, see section 7.3.2. Tighten the nut.



10 –20 10–20

10.4. Camshaft bearings

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10.4.1. Maintenance of camshaft bearings

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10.4.2. Inspection of the camshaft bearing bushing

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1. Remove the both camshaft covers adjacent to the bearing concerned.

2. Remove the cover from the starting air distributor, see chapter 14.

3. Loosen the rocker arm bracket fastening nuts on the cylinders wherethe camshaft is to be moved axially. See chapter 14.

4. Open the flange connection between the camshaft piece and bearingjournal on the driving end of the bearing concerned.

5. Move the camshaft towards the free end of the engine max. 35 mm by usinga suitable lever.

Checking the bearing:

6. Check the uncovered part of the bearing bushing by means of a mir-ror. All camshaft bearing bushes towards the free end of the engine, seen fromthe bearing concerned, can be checked when the camshaft is in this position.

10.4.3. Removing the camshaft bearing bushing

1. Remove the camshaft cover, injection pump, valve tappets and camshaftpiece from the two cylinders adjacent to the bearing concerned, see chapter 14.If an end bearing has to be removed, the respective camshaft end piece has to beremoved also.

2. Remove the camshaft bearing journal, see chapter 14.

3. Assemble the removing device (834010) according to Fig. 10.31.A or,if the first bearing at the flywheel end is concerned, according to Fig. 10.31. B.


10 –2110–21

Bearing bush Bearing bush

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4. Tighten the hydraulic tool (2)(834050) by tensioning the pull screw (1)slightly.

5. Connect the hoses of the hydraulic pump (860100) to the hydraulictool according to Fig. 10.32.

6. Pump pressure to the hydraulic tool to withdraw the bearing bushing.The pressure must not exceed the ”Max. pressure” –value stated inthe diagram in section 7.4. If the bearing bush does not move when this pres-sure is achieved a light knock on the end flange (5) may be necessary.

7. Open the pump valve, disconnect the hoses of the hydraulic tool and dis-mantle the removing device.

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10.4.4. Mounting of camshaft bearing bushing

1. Lubricate lightly the outer surface of a new bearing bushing withclean engine oil and put it on the guide sleeve (4).


10 –22 10–22

2. Assemble the mounting device (834010) according to Fig. 10.33.A, orif the first bearing at the flywheel end is concerned according to Fig. 10.33.B.

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Bearing bushBearing bush

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3. Tighten the hydraulic tool (2) by tensioning the pull screw (1) slightly.

4. Connect the hoses of the hydraulic pump (860100) to the hydraulictool according to Fig. 10.32.

5. Pump pressure to the hydraulic tool to mount the bearing bushing. Thepressure must not exceed the ”Max. pressure” –value stated in thediagram in section 7.4.

6. Open the pump valve, disconnect the hoses of the hydraulic tool and dis-mantle the mounting device.


10 –2310–23

7. Lubricate the bearing bushing running surface with clean engine oiland insert the camshaft bearing journal. See chapter 14.

8. Mount the camshaft pieces, valve tappets, injection pumps and camshaftcovers, see chapters 14. and 16.


10 –24 10–24

10.5. Cylinder liner

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10.5.1. Maintenance of the cylinder liner and anti-polishing ring

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10.5.2. Removing the cylinder liner

1. Drain the engine cooling water and remove the cylinder head, antipolishing ring, and piston with connecting rod. (See sections 11.2.1. and12.2.2.)

2. Loosen the cylinder liner fastening screw (1) and remove the holder(2). (See Fig. 10.35.)

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3. Fit the cylinder liner lifting device (836009) in position according toFig. 10.36. In V–engines use lifting eyes indicated by the arrows.


10 –2510–25

View A:

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4. Remove the cylinder liner WENCOM–temperature sensors.

5. Turn the crankshaft so that the counterweights are pointing at the manoeu-vring side and fit the support (836033) to the counterweight fastening bolts. (Fig.10.37.) Use the transport device (836041) and tackle (836001) when lifting thesupport into position inside the crankcase. Fasten the screws (5).


10 –26 10–26

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6. Turn the crankshaft to BDC and fit the hydraulic jack (834050) and yoke(836039) on the support. (Fig. 10.38.)


10 –2710–27

View B:

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7. Connect the hoses of the hydraulic pump (860100) to the hydraulic jack(834050) according to Fig. 10.39.

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8. Pump oil to the hydraulic tool to push the cylinder liner up. When theliner starts to move freely, use crane to lift the liner out. (Fig. 10.38.) Be carefulnot to damage the cylinder head screws. When pushing the liner out, the


10 –28 10–28

pressure must not exceed the ”Max. pressure” –value stated in thediagram in section 7.4.9. Open the pump valve, disconnect the hoses of the hydraulic jacks and re-move the tools 836039, 834050 and 836033.

10.5.3. Mounting the cylinder liner1. Check that all the contact faces of the engine block and cylinder linerare clean and intact.

2. Check that the o–ring grooves of the cylinder liner are clean, and insertnew o–rings.

3. Lubricate the lower o–rings and the corresponding sealing faceswith vaseline or soft soap and assemble the lifting device (836009). Notice thatthe mark on the liner is to be directed towards the driving end. (Fig. 10.40.)

4. Apply sealing compound to the sealing faces between the upper partof the cylinder liner and the water space of the engine block.

5. Lower the liner carefully into the bore of the engine block. When thelowest o–ring touches the engine block align the liner so that the mark onthe liner is directed towards the driving end of the engine, see Fig.10.40. Lower further until the liner column faces the engine block.

Driving end

Distinct mark

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6. Mount the holder (2) (Fig. 10.35.) and tighten the cylinder liner fasteningscrew (M24x100) to stated torque. (See section ”General torques” in chapter 7.)

7. Check the cylinder liner inner diameter and complete the form4610V001GB (see chapter ”ATTACHMENTS”). (Fig.10.41.)


10 –2910–29

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8. Re–install the WENCOM–temperature sensors.

9. Mount the piston with connecting rod and cylinder head, then refillcooling water. (See sections 11.2.3. and 12.2.3.)

10. Check the o–ring seals from the crankcase side while circulating coolingwater. If there is an engine driven cooling water pump, apply 3 bar static pressure.

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Centre of gravity

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10 –30 10–30

10.5.4. Honing of the cylinder liner bore

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10.5.5. Cleaning of the cylinder liner water side

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Crank mechanism: Crankshaft, connecting rod, piston 11 46 02 22

11 –111–1

11. Crank mechanism: Crankshaft, connect-ing rod, piston

11.1. Crankshaft

Description of the crankshaft:

The crankshaft is forged in one piece and provided with counter–weights, fas-tened with hydraulically tensioned screws. At the driving end of the engine thecrankshaft is equipped with: a V–ring for sealing of the crankcase, a combinedflywheel/ thrust bearing and a split gear wheel for camshaft driving. The crank-shaft can be turned by an electrical turning device operating the flywheel.

11.1.1. Crankshaft alignment

General� Crankshaft deflections of resiliently mounted engines should always be takenon an engine at ambient temperature.

� Deflections taken on a hot engine can only be compared to deflection readingson the same engine under similar conditions.

Crankshaft deflection measurement

1. Turn the crank of the first cylinder against normal running direction nearBDC (bottom dead centre) and fit the transducer of the crankshaft deflection indi-cator (848111) to the punch marks between two counterweights. (See Fig. 11.1.)The distance between the transducer and connecting rod should be as small aspossible when starting the measurement.

Crank mechanism: Crankshaft, connecting rod, piston11 46 02 22

11 –2 11–2

Fig. 11.1.

2. Perform the measurement according to the instructions of the indicator.

3. Read and record the deflections at measuring points A, B, C, D and E (Fig.11.2.) when turning the crankshaft in the normal running direction. (Use form4611V005 ”Crankshaft alignment”.)

DIAL INDICATOR POSITION

as seen from the flywheel end

OPERATINGSIDE

REAR SIDE

Fig. 11.2.

4. Repeat this procedure with other cylinders.

5. Following limits of misalignment are stated for an engine at its ambient tem-perature:


11 –311–3

a) On the same crank, the difference between two diametrically opposedreadings must not exceed 0.30 mm. Realignment is necessary if this limit isexceeded by more than 0.02 mm.

b) On two adjacent cranks the difference between two corresponding read-ings must not exceed 0.15 mm. Realignment is necessary if this limit is exceed-ed.

To investigate the cause for too high deflection values, note following matters:

� The temperature level of cylinder block and crankcase has to be observed; bigtemperature difference causes bending to the block.

� The crankshaft has to be uncoupled from its driven equipment or in any casethe coupling alignment has to be controlled.

In hot engine the values must be compared to excisting values from thesame engine under similar conditions.

11.1.2. Measurement of thrust bearing axial clear-ance

1. Lubricate the bearings by running the prelubricating pump for a few min-utes.

2. Apply the measure gauge for instance against the plane end surface of theflywheel.

3. Move the crankshaft by a suitable lever in either direction until contact isestablished with the thrust bearing.

4. Set the measure gauge to zero.

5. Move the crankshaft in the opposite direction and read the axial clearancefrom the measure gauge. Reference values in chapter 6., table 11.

11.2. Connecting rod and piston

Description of connecting rod and piston:

The connecting rod is a three–piece design. Extensive research and developmenthas been carried out to develop a connecting rod in which the combustion forcesare distributed over a maximum bearing area and where the relative movementsbetween mating surfaces are minimized.

The connecting rod is forged and machined with round sections of alloy steel. Thelower end is split horizontally in three parts to allow removal of piston and con-necting rod parts. All connecting rod bolts are hydraulically tightened. The bigend bearing and gudgeon pin bearing are of tri–metal design.

Between the connecting rod and big end bearing there is a compression shim.

Oil is led to the gudgeon pin bearing and piston through a bore in the connectingrod. (Fig. 11.3.)

NOTE !


11 –4 11–4

2 Piston, upper part 3 Piston lower part 4 Connecting rod 5 Compression shim 6 Connecting rod bearing, upper part 7 Connecting rod bearing, lower part 8 Gudgeon pin 9 Securing ring10 Connecting rod bolt11 Connecting rod nut12 Connecting rod bearing bolt13 Connecting rod bearing nut

Lube oil flow inconnecting rod

Fig. 11.3.

The piston is of a composite type with a nodular cast iron skirt and a forged steelcrown screwed together. The space between the crown and the skirt is suppliedwith lubricating oil for cooling the crown by means of a cocktail shaker effect.The lubricating oil is led from the main bearing through the drillings in the crank-shaft to the big end bearing, and further through the drillings in the connectingrod, gudgeon pin and piston skirt up to the cooling space and from there back tothe oil sump. Part of the lubricating oil is led out from the piston skirt throughspecial nozzles to lubricate the liner (Fig. 11.4.).

Always handle the pistons with care.

The piston ring set consists of two compression rings and one spring–loaded oilscraper ring.

NOTE !


11 –511–5

Nozzle to lubricate theliner

Lube oil flowin piston

Fig. 11.4.

11.2.1. Removing and dismantling of piston and con-necting rod

Removing of the piston

1. Remove the cylinder head, see chapter 12.

2. Turn the crankshaft to BDC.

3. Loosening of the antipolishing ring:

Place the tool (836043) onto the piston top and expand it to the bore diameter.Bring the piston in question to TDC by turning the crankshaft carefully. (See Fig.11.5.)

Lift the ring off when it is loose.


11 –6 11–6

Fig. 11.5.

4. Lift the distance sleeves 861027 crosswise on the two diagonally oppositeconnecting rod screws and screw on the hydraulic tools 861120. (See Fig. 11.6.)

View A :

Fig. 11.6.

5. Connect the hoses of the hydraulic pump according to Fig. 11.7. and openthe pump valve.


11 –711–7

Fig. 11.7.

6. Keep on turning the hydraulic tools until the piston and the cylinder facesare at the same level.



9. Loosen the nuts about half a turn by the pin.

10. Open the pump valve slowly and disconnect the hoses and unscrew the hy-draulic tool.Repeat the same procedure on the other two connecting rod screws. Remove three(3) nuts at BDC and after that turn the piston to TDC and remove the last nut.

11. Clean the threaded holes in the piston crown and fasten the lifting tool(835001) using the holes, which are applicable to the piston in question. Use thecorrect lifting point for V–engines. (See Fig. 11.8.)

Fig. 11.8.

12. Mount the protecting sleeve (835005) to the connecting rod to protect thecylinder liner when lifting the piston. (Fig. 11.9.)

13. Lift the piston carefully out from the cylinder liner, use lever (837040)to hold the piston in the correct position when it leaves the cylinder liner.

14. Mount the guide tool (836008) according to Fig. 11.9. before the connectingrod comes out from the cylinder.


11 –8 11–8

View A

Fig. 11.9.

Dismantling the piston

15. Lower the piston/connecting rod on a plain surface (a wooden board) sothat the connecting rod is showing upwards. Be careful not to damage the pistonsurface. (See Fig. 11.11.)

16. Remove the securing ring (9) from the gudgeon pin hole by using the pliers800001 (Fig. 11.10.).

Fig. 11.10.


11 –911–9

Never compress the securing ring more than necessary to remove it fromthe groove.

17. Fasten an eyebolt M10 in the middle of the gudgeon pin (see Fig. 11.11.).Before removing the pin be sure that you have proper markings in the pin and pis-ton to be able to fit the parts back in original positions. (See Fig. 11.16.)

18. Draw the pin carefully out. Lift the connecting rod slightly so that the gud-geon pin comes out easily. In low temperatures the gudgeon pin may stick but willbe easily removed after heating the piston to about 30�C.

Fig. 11.11.

19. Lift the connecting rod out from the piston carefully.

Piston upper part and lower part can be separated by loosening the screws (14).(See Fig. 11.13.)

11.2.2. Inspection and maintenance of piston ringsand gudgeon pin bearing1. Clean all the parts carefully. Remove the piston rings by using the pliers800002. The design of the pliers prevents overstressing of the rings.

Remove burned carbon deposits from the piston and piston ring grooves. Specialcare should be taken not to damage the piston material. Never use emery clothon the piston skirt.

NOTE !


11 –10 11–10

The cleaning is facilitated if coked parts are soaked in kerosene or fuel oil. Anefficient carbon solvent – e.g. ARDROX No. 668 or similar– should preferablybe used to facilitate cleaning of the piston crown. When using chemical cleaningagents, take care not to clean piston skirt with such agents because the phosphate/graphite overlay may be damaged.

Check the piston rings:

Check the rings for wear by inserting them in a new cylinder liner and measurethe ring gap at the joint. Measure the height of the piston ring grooves, and thepiston ring side clearances. Use new rings when measuring the clearances. Seeclearances and wear limits in chapter 6. When measuring use form 4611V009GB.

Always replace the piston rings with new ones when removing from thegrooves.

When assembling a new cylinder liner or a honed one, all the pistonrings have to be changed, too.

Check the gudgeon pin:

2. Check the gudgeon pin clearances by measuring the pin diameters and bear-ing bores separately (see clearance and wear limits in chapter 6., table 11).

If the bearing bore diameter exceeds the wear limit replace the bearing bushing.

Measure the gudgeon pin diameter in four different places and in four directions.When measuring the gudgeon pin and bore, use form 4611V004GB.

3. Check that the plugs in both ends of the gudgeon pin are properly fitted.

4. Check that the oil bores in the gudgeon pin are in good condition.

Removing the gudgeon pin bearing bushing

It is very seldom you need to remove the gudgeon pin bearing bushing and whendoing so there is a great risk to damage the connecting rod. However, if there isa need to remove the bearing bushing, please contact the nearest Wärtsilä serviceoffice.

11.2.3. Assembling and mounting of piston and con-necting rod

There are two different constructions of piston used; one having the piston upperpart fastened with studs and nuts and the other having the piston upper part fas-tened with hexagonal socket–head screws. It is not recommended to install two different types of piston in the same engine.Components of the different piston assemblies are not interchangeable.

Checking the contact surfaces

Before fitting a used piston upper part to a lower part, or vice versa, check thecondition of the mating surfaces (see Fig. 11.12. or 11.14.) for contact marks. Lo-cal spot material can be removed by means of an oilstone.

NOTE !


11 –1111–11

Grinding away larger areas of fretting (destruction of surface geometry)and scraping away fretting (creation of notches) is strictly forbidden.

11.2.3.1. Assembly of a piston having the upper part fastenedwith studs

112702

Mating surfaces

Fig. 11.12.

The studs (14) (Fig. 11.13.) have to be renewed when changing the piston top ifthe length of the stud measured from the support surface of the piston top exceeds140.5mm or the overall length of the stud exceeds 174.5mm.

1. Tighten the studs to the piston upper part with a torque of 10Nm.

2. Apply lubricating oil to the threads and landing surfaces of the nuts (14).(Fig. 11.13.)

NOTE !


11 –12 11–12

112802

Fig. 11.13.

3. Tighten the nuts crosswise with a torque of 60 Nm.

4. Tighten crosswise by the angle of 170�.

5. Loosen the nuts.

6. Check the torque of the studs (10 Nm).

7. Pretighten the nuts crosswise to 60 Nm.


Checking after tightening

The nuts must not turn with the torque of 170 Nm.


11 –1311–13

11.2.3.2. Assembly of a piston having the upper part fastenedwith screws

Mating surfaces

Fig. 11.14.

1. Apply lubricating oil to the threads and landing faces of the screws (14).(Fig. 11.15.)

Fig. 11.15.

2. Tighten crosswise with a torque of 220 Nm.

3. Loosen the screws.

4. Pretighten crosswise to 40 Nm.



11 –14 11–14

Checking after tightening

The screws must not turn with the torque of 175 Nm.

11.2.3.3. Assembling of the piston and connecting rod

When assembling be sure that the various markings on the different partsare according to Fig. 11.16.

Markings of the classi-fication authority

View A

Factory markings

All markings onthe same side(Towards thedriving end inA–bank, to-wards the freeend in B–bank)

Cylinder numberson the same side(On plug hole sideof the connectingrod.)

Fig. 11.16.

1. Lift the piston to a plain surface (a wooden board) (See Fig. 11.17.)

NOTE !


11 –1511–15

Fig. 11.17.

2. Lubricate the gudgeon pin and push it into the gudgeon pin bore as far asshown in Fig. 11.17. Be sure that all parts are assembled in their original positions(the factory markings on the piston’s upper part appear on the same side as themarkings of the piston’s lower part, connecting rod and gudgeon pin). (See Fig.11.16.)

3. Lower the connecting rod carefully into the piston so that a slight contactis reached on surface (A). Slide the gudgeon pin to its place. Mount the securingring (9) (Fig. 11.10.) with pliers 800001.

Never compress the securing ring more than necessary to fit into thegroove. If the ring is loose in its groove after mounting, it must be re-placed with a new one.

The number of the cylinder is stamped in the upper part of the pistonand on the connecting rod, see Fig. 11.16.. When the piston has been re-placed with a new one, the same markings have to be stamped in thesame positions as on the old one.

4. Turn the piston to an upright position and lift it onto a support for cleaningand piston ring assembly.

Mounting of the piston5. Turn the crankshaft to TDC.

NOTE !

NOTE !


11 –16 11–16

When turning the crankshaft ensure that the big end bearing is in its nor-mal running position (connecting rod studs have space to turn).

6. Mount the piston rings by using the pliers 800002. When new rings aremounted, check the height clearance by using a feeler gauge with the rings fittedinto their grooves.The rings should be placed with gaps located 180� in relation to each other. Notethat the mark ”TOP” near the gap is showing up.

Always renew the piston rings if they have been removed from the pistonduring maintenance.

7. Clean the cylinder liner bore carefully and lubricate with engine oil.

8. Lubricate the piston and place the clamping device for the piston rings(843001) around the piston, checking that the piston rings slide into their grooves.

9. Check and clean the contact surface of the connecting rod foot. Ensure thatthe oil bores are open. Note that the markings on the foot of the connecting rodare on the same side as on the big end bearing body. (See Fig. 11.16.)

10. Check and clean the big end bearing contact surface. Ensure that the sur-face is free from oil. Fit the compression shim (5) into position. (See Fig. 11.18.)

11. Fit the piston assembly ring (845010) to the place of the antipolishing ring.

12. Mount the protecting sleeve (835005) into position. Use guide tool(836008) and lever (837040) when lowering the piston and remove the guide toolwhen the connecting rod lower end has slid into the cylinder. (See Fig. 11.18.)

13. Lower the piston carefully into the cylinder liner.

14. Use the positioning tool (846012) to hold the big end bearing in the correctposition when lowering the piston.

15. Make a final check of the contact surfaces (clean and free from oil) beforethe connecting rod slides over the studs. Check that the shim (5) is in place.

16. Lower the piston completely while taking care that the foot of the connect-ing rod slides over the studs (10) without jamming. (See Fig. 11.3.)

17. Remove the lifting tool (835001), the clamping device (843001), the pistonassembly ring (845010), the protecting sleeve (835005) and the positioning tool(846012).

18. Fit one (1) of the connecting rod nuts (11) in place by hand and turn thepiston to BDC. Fit all nuts in place by hand until they are seated.

NOTE !

NOTE !


11 –1711–17

Fig. 11.18.

19. Lift the distance sleeves (861027) crosswise on the two diagonally oppositeconnecting rod studs and screw on the hydraulic tools (861120). (See Fig. 11.19.)

20. Connect the hoses of the hydraulic pump (860100) according to Fig. 11.20.and open the pump valve.


11 –18 11–18

View A

Fig. 11.19.

Fig. 11.20.

21. Keep on turning the hydraulic tools until the piston and cylinder end facesare at the same level.

22. Shut the pump valve and pump to the stated pressure of stage 1. (Seesection 7.3.2.)

23. Tighten the nuts with the pin (861028).

24. Open the pump valve slowly, move the tools to the two remaining studsand tighten them in the same way.

25. Release the pressure.

26. Tighten the nuts to the final pressure of stage 2 (see section 7.3.2.) andtighten with the pin (861028). Observe, that the nuts turn equally.

27. Release the pressure and remove the tools.

28. Mount the hydraulic tools on the two first studs and tighten them to thefinal pressure. Observe, that the nuts turn equally. (The tightening order is also shown in Fig. 11.21.)


11 –1911–19

Fig. 11.21.

29. Release the pressure and remove the tools.

30. Clean the antipolishing ring carefully and check its condition. No cracksare allowed. It is recommended to renew the antipolishing ring every time yourenew the piston rings.

31. Clean the top of the cylinder liner and check that no dirt or particles remainbetween the liner and the antipolishing ring.

32. Fit the antipolishing ring in place.

11.3. Big end bearing

Description of the big end bearing:

The connecting rod is horizontally split in three parts to allow easy removal ofpiston and big end bearing.

Two bearing shells are fitted in the big end bearing.

Lubricating oil is fed through a drilling from the main bearing to the crank pinand part of the oil rises through a central bore in the connecting rod to the piston.

The big end bearing is connected to the connecting rod with hydraulically ten-sioned screws. Similarly, the two big end bearing halves are connected together.

A 5 mm compression shim is fitted between the connecting rod and big end bear-ing.

The bearing shell is of tri–metal type.

11.3.1. Removing the big end bearing

1. Remove the cylinder head (section 12.2.2.) and piston (section 11.2.1.).

2. Turn the crankshaft to BDC. Be sure that the big end bearing stays in its nor-mal running position while turning.

3. Turn the big end bearing upside down and secure it with locking plates(846008). (See Fig. 11.22.)


11 –20 11–20

Fig. 11.22.

4. Fit the hydraulic tightening tool (861142) for loosening the big end bearingnuts. The tool can be lifted in three parts: distance sleeve, cylinder and piston.

Fig. 11.23.

5. Connect the hoses of the hydraulic pump and open the pump valve.

6. Turn the hydraulic tightening tool to the bottom.

7. Loosen the tool about 3/4 a turn (270�).


11 –2111–21

Fig. 11.24.

8. Shut the pump valve and pump to stated pressure (see 7.3.2.).

9. Loosen the nuts about half a turn (6 keyholes).

10. Open the pump valve slowly, disconnect the hoses and loosen the hydraulictools.

11. Remove the locking plates.

12. Fit the big end bearing mounting device (836027) to the A–bank side ofthe engine when removing the big end bearing of a B–bank connecting rod (seeFig. 11.25.). Turn the crankshaft to a suitable position to connect the big end bear-ing to the device with the connecting rod nuts (11).

13. Remove the big end bearing nuts from the other side of the engine and fitthe rod (836007) together with the outside support (836006).

14. Slide the big end bearing lower half out along the rod (836007) until it isagainst the support (836006).

15. Fit the inside support (836004) and remove the outside support (836006).The lower half can be lifted away with M12 eye bolt fitted to the bearing side.

16. Remove the rod (836007).

17. Slide the upper half out with the tool (836027). Fit the eyebolt M12 andlift the big end bearing upper half away (see Fig. 11.25.).

18. Cover the crank pin oil holes with plugs or tape.


11 –22 11–22

View A View B

Fig. 11.25.

11.3.2. Inspection of the big end bearing

1. Check the big end bearing clearances by measuring the big end bearingbores and crank pin diameters separately. Use form 4611V003GB. Always whenmeasuring the big end bore, the connecting rod and the big end bearing capsmust be tightened. See tightening instructions for big end bearing (section11.3.3.) and for connecting rod (section 11.2.3.).See clearance and wear table 11 in chapter 6.

2. Bearing shells are of tri–metal type. See Fig. 11.26. If the running layer isworn off more than 30% the bearing shells must be replaced by new ones.

Tin–flash

Running layer: Tin–antimony 0.06

Bonding layer: Nickel

Intermediate layer: Lead bronze 1.0

Fig. 11.26.

Thickness of the shell can be measured according to form 4611V008GB andcompared with the values given in the clearance and wear table (chapter 6.).


11 –2311–23

11.3.3. Mounting of the big end bearing

1. Remove the plugs from the crank pin oil holes. Clean the crank pin and lu-bricate it properly with clean engine oil.

2. Fit the bearing shell to the big end bearing upper half.

3. Fit the big end bearing upper half to the mounting device and fasten it withconnecting rod nuts. (Fig. 11.27.)

The bearing must be turned so that at its final position the locating pinsare towards the driving end on A–side bearings and towards the free endon B–side bearings. The cylinder numbers are facing the manoeuvringside on the A–bank and the rear side on the B–bank.

4. Slide the bearing carefully to its required position. Note that the crankshaftis turned to the correct position.

5. Fit the rod (836007) to the other side of the engine together with the insidesupport (836004).

6. Fit the bearing shell to the big end bearing lower half.

7. Lift the big end bearing lower half to the mounting device and slide it to-wards the inside support (836004).

8. Fit the outside support (836006).

9. Remove the inside support (836004) and slide the big end bearing lower halfcarefully to its required position.

10. Fasten the big end bearing nuts by hand until the shells are together.

11. Remove the mounting device.

12. Turn the big end bearing upside down and secure it with locking plates(846008), check the clearance between upper and lower half (same clearance onboth sides).

13. Fit the hydraulic tightening tool (861142).

14. Connect the hoses of the hydraulic pump and open the pump valve.


NOTE !


11 –24 11–24

Fig. 11.27.

16. Shut the pump valve and pump to stated pressure (see section 7.3.2.)

17. Tighten the nuts with the pin (861028).

18. Open the pump valve slowly and remove the hydraulic tools.

19. Turn the big end bearing to normal position. Fit the piston (see section11.2.3.) and cylinder head (section 12.2.3.).

Cylinder head with valves 12 46 02 30

12 –112–1

12. Cylinder head with valves

12.1. GeneralEvery cylinder is equipped with a cylinder head including two inlet and two outletvalves with rotators, a main injection valve, a starting valve (on B–bank in somecases a dummy), a safety valve and an indicator valve.

Cylinder heads are cast of special quality grey iron and are water cooled. Wateris lead into the cylinder head from the engine block through the cylinder liner wa-ter bores. Water leaves the cylinder head through an outlet channel on the top andflows to a common pipe and is drained away.

12.2. Cylinder headFor the maintenance schedule, see chapter 4.

12.2.1. General maintenance of the cylinder headGeneral maintenance includes a thorough check of the cylinder heads includingcooling water spaces. Possible scale formation in cooling spaces can disturb thecooling effect and therefore has to be cleaned off. Cleaning can be done by usingchemical solvents: contact a special company for chemical cleaning.

Combustion spaces must be inspected carefully for possible damage. Valve seats(13) and the injection valve sleeve (14) have to be inspected for possible waterleakages and replaced if necessary. (See Fig. 12.1.) Valve guides (15) have to bechecked and replaced if badly worn. O–rings (16) must be replaced with everyoverhaul.

The sealing surface between cylinder head and cylinder liner has to be inspectedand reconditioned if necessary.

Fig. 12.1.

12.2.2. Removing the cylinder head1. Drain the cooling water. Remove the cooling water discharge pipes (1) byopening the flanges. (See Fig. 12.2.)

Cylinder head with valves12 46 02 30

12 –2 12–2

12–1v–1

Fig. 12.2.

2. Turn the engine with the turning gear so that the piston in the referencecylinder is at TDC, valves are closed and rocker arms are unloaded.

3. Remove the rocker arm casing cover (2), the rocker arm casing, the ”Hotbox” cover (3) and the insulating pane (4) over the exhaust gas connection to thecylinder head. (See Fig. 12.3.)

4. Remove the clamps (5) of the exhaust and suction air pipes. Loosen the oilpipe (7), fuel valve leaking pipe (8) and pilot starting air pipe (9). Remove themain injection pipe (10).

5. Loosen the control oil connection (50) and all electric connections.

6. Protect the connections of the fuel injection pipes and oil pipe from damageand ingress of dirt.

120214v

Fig. 12.3.

7. Open the quick connections A, (B and C) for exhaust gas temperature moni-toring sensors (B and C optional for exhaust gases and HT–water) (see Fig. 12.4.)

8. Fasten the lifting cable to the rocker arms.


12 –312–3

9. Open the rocker arm fastening bolts (12) and remove the rocker arms.

10. Remove the protecting caps of the cylinder head screws. Lift the hydraulictool set (834045) in position according to Fig. 12.5. Connect the hoses accordingto the scheme. Open the release valve of the hydraulic pump and screw on the cylinders furtherto expel any possible oil. Repeat the tightening procedure to expel all oil.

View X

Fig. 12.4.

View A:

Fig. 12.5.

11. Turn the cylinders 3/4 of a turn (270�) in counter–clockwise direction.

12. Tighten the screws by pumping hydraulic pressure to the value stated in sec-tion 7.3.2. Loosen the nuts about 3/4 of a turn by using the pin.

13. Open the release valve, and remove the hoses. Unscrew the cylinders. Liftoff the hydraulic tool set.

14. Remove the cylinder head nuts.

15. Apply the lifting tool (832001). (See Fig. 12.6.)


12 –4 12–4

View A

Fig. 12.6.

16. Lift off the cylinder head.

17. Cover the cylinder opening with a piece of plywood or similar and installthe caps to protect the screw threads.

12.2.3. Mounting the cylinder head

1. Clean the sealing surfaces and put a new cylinder head gasket and new O–rings for the circulating water jacket. Lubricate the O–ring sealing surfaces withvaseline or oil. Check the seal rings of charge air, starting air and push rod protect-ing pipe.

2. Attach the lifting tool (832001) to the cylinder head.

3. Lift the cylinder head. When lowering the head, take care that the startingair connecting pipe and push rod protecting pipes slide into the seal rings withoutforce.

4. Remove the lifting tool (832001).

5. Screw on the cylinder head nuts. Make sure, that no dirt remains in thethreads or under the nuts. Tighten the nuts to the contact surface by hand.

6. Connect the exhaust gas sensors and HT cooling water sensors if installed.

7. Connect the control oil pipe (50) and electric connections. (Fig. 12.3.)

8. Fit the main injection pipe (10).

9. Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting air pipe (9).

10. Fasten the exhaust and air pipe clamps (5): Support the lower clamps frombelow eg. by means of a wedge to position the pipes correctly. (See Fig. 12.7.)(Tightening torques in chapter 7.)


12 –512–5

Fig. 12.7.

Before mounting the upper clamps ensure, that the pipes are sitting even-ly all around against the mating surface in the cylinder head.

11. Lift the hydraulic tool set (834045) into position according to Fig. 12.5.Connect the hoses according to the scheme.

12. Screw on the cylinders. Open the release valve of the hydraulic pump andfurther depress the cylinders to expel any possible oil. Repeat the tightening pro-cedure to expel all oil.

Note the general tightening instructions for hydraulically tightened con-nections in section 7.3. before tightening.

13. Shut the release valve and tension the screws by increasing the hydraulicpressure to the stated value of stage I. (See section 7.3.2.)

14. Tighten the nuts by means of the pin until firm contact is made. Keep thepressure constant while tightening.

15. Relieve the pressure and tension the screws to the stated pressure of stageII. (See section 7.3.2.) Check the tightness of the nuts.

16. Open the release valve of the pump.

17. Remove the hoses and the cylinders.

18. Apply the protecting caps to the cylinder head screws.

19. The yokes can be adjusted here according to section 12.2.4. before assem-bling the rocker arms.

NOTE !

NOTE !


12 –6 12–6

20. Insert the push rods into the protecting pipes.

21. Reconnect the cooling water discharge pipes (1). Renew the sliding ringgaskets (42). Use a special guiding mandrel (846160) when assembling the flange(43). (See Fig. 12.8. item I.) It is advisable to use some vaseline to keep the o–ring(44) in place when connecting the pipe (1) to the connection piece (41) (Fig. 12.8.item II).

Fig. 12.8.

22. Lift the rocker arms into position and fasten the fastening screws (12) (Fig.12.4.) to stated torque. (See section 7.1.2.)

23. Fit the rocker arm casing to its place.

24. Adjust the valve clearance. (Section 12.2.4.)

25. Before starting, fill the engine cooling water system and turn the crank-shaft two revolutions with the indicator cocks open. Check, that the valve rotatorsare being lubricated.

26. Re–install the rocker arm casing cover, the exhaust pipe insulating pane(4) and the Hot Box cover.


12 –712–7

12.2.4. Adjusting valve clearance

12–7

Fig. 12.9.

1. Turn the crank of the reference cylinder to TDC at ignition.

2. Loosen the locking screw (17) of the adjusting screws on the rocker arm aswell as on the yoke (18) and turn the adjusting screws in a counter–clockwise di-rection to provide ample clearance. (See Fig. 12.9.)

3. Press the fixed end of the yoke against the valve stem by pressing down onthe adjustable end. Screw down the adjusting screw (19) until it touches the valveend and note the position of the spanner (pos. a). Keep on screwing down whilethe yoke tilts, until the guide clearance is on the other side and the fixed end ofthe yoke starts lifting from the valve stem. Now press down on the fixed end. Notethe position of the spanner (pos. b).

4. Turn the adjusting screw counterclockwise to the middle position between”a” and ”b”, i.e. ”c”. Lock the nut (18).

5. Valve clearances for inlet and exhaust valves are given in chapter 6.

6. Before adjusting the valve clearance hit the push rod end of the rocker armwith a soft hammer to ensure that the push rod is correctly seated.

7. Put a feeler gauge corresponding to the valve clearance between the surfaceof the yoke and the shoe at the rocker arm. Tighten the adjusting screw (20) untilthe feeler gauge can be moved to and fro with only a slight force. Hold the adjust-ing screw and tighten the locking screw (17) to stated torque. (See section 7.1.2.)Take care not to over tension the locking screw and plate (21).Check that theclearance has not changed while tightening.


12 –8 12–8

12.2.5. Checking of cylinder tightness

The condition of inlet– and exhaust valves can be estimated by checking the cyl-inder tightness according to the following work phases:

1. Turn the crankshaft to such a position that the valves of the cylinder in ques-tion are all closed.

2. Connect the checking device (848020) to the indicator valve (42) of the cylin-der head. (See Fig. 12.10.)

Fig. 12.10.

3. Open the indicator valve. Read instructions in section 12.6. Note that thethread of the valve screw is left–handed.

4. Supply pressurized air (5–7 bar) via the checking device.

5. Shut the valve of the checking device and record the pressure drop in a certaintime (e.g. 20 s).

6. Close the indicator valve (see section 12.6.) and remove the tool (848020).

There is no use giving absolute guiding values for the pressure drop, but you canevaluate the condition of the valves by comparing the pressure drop in differentcylinders.

12.3. Exhaust and inlet valves

The valve mechanism consists of a system where valve guides and exhaust andinlet seats are integrated into the cylinder head. There is also a rotating mecha-nism called Rotocap (23) for the exhaust and inlet valves which will ensuresmooth and even valve wear. Double valve springs (26) make the valve mecha-nism dynamically stable. (See Fig. 12.11.)


12 –912–9

Exhaust and inlet valves differ in dimensions and also in material andmust not be mixed.

13. Exhaust valve seat14. Inlet valve seat15. Valve guide23. Rotocap24. Exhaust valve25. Inlet valve26. Valve springs27. Valve cotters

EXHAUST INLET

Fig. 12.11.

12.3.1. Dismantling the valves

1. Fit the tool assembly (834001) in position (according to Fig. 12.12.) and at-tach the fastening screws of the tool. Use the holding tool for valves (834002) ifnecessary.

NOTE !


12 –10 12–10

Fig. 12.12.

2. Fit the hydraulic jack (834050) and the nut (28). Leave about 40 mm distancebetween the jack and the nut.

3. Use the hydraulic pump (860170) to press the spring assembly down enoughto remove the valve cotters (27). (See Fig. 12.11.)

4. Knock at the centre of the valve discs with a soft piece of wood, plastic ham-mer or similar, to loosen the valve cotters for removal.

5. Open the release valve of the pump slightly so that the valve springs are slow-ly unloaded. Take care that the springs are fully unloaded before removing thenut.

6. Spring holders (Rotocaps) and springs can now be removed.

7. Note the marks of the valves or mark them so that they can be reinstalled intothe same guide if they are in good condition. Valves are marked according to thegas flow: inlet A and B, exhaust C and D. (See Fig. 12.13.)

Air inExhaustout

Fig. 12.13.


12 –1112–11

12.3.2. Checking and reconditioning valves and seats

There are three alternatives used as EXHAUST valves depending on the installa-tion:

IStellit

IINimonic

valve disc diam. 160

IIINimonic

valve disc diam. 170

Fig. 12.14.

1. Check first which kind of an exhaust valve (I, II or III) is in question.

2. Clean the valves, seats, ducts and guides as well as the underside of the cylin-der head.

No scratches or notches are allowed on the valve surfaces, especially onthe area marked with an ”A” in Fig. 12.15.

3. Compare the burn–off on the valve disc to Fig. 12.15. Read the limit valuesfor measures (X), (Y) and (Z) from the following table.

ZY

Burn-off area

461256-1

X

A

Fig. 12.15.

NOTE !


12 –12 12–12

Inlet Exhaust valvevalve I

StellitII

Nimonic ∅ 160III

Nimonic ∅ 170

B0314 / B0361 B0375 *)

(Y) minimum 13 mm 12.5 mm 12.5 mm 13 mm 11.3 mm

(Y) nominal 14.5 mm 14 mm 14 mm 14.5 mm 12.5 mm

Seat face inner diameter(X) minimum

133 mm 140 mm 133.5 mm 131.5 mm 131.5 mm

(Z) maximum 2 mm 2 mm 2 mm 2 mm 2 mm

*) = component code stamped in the end of the valve stem.

If any of these dimensions exceed the given limits, the valve must be replaced.

4. Reconditioning of valves and valve seats has to be done by grinding or bymachining.

5. Before grinding check the valve stem clearance by measuring the stem andguide and change the worn part if necessary. Use measuring documents4612V001 and 4612V002. The valve guide can be pressed out by using the tools845004 and 845005. (Fig. 12.16.) Check the bore in the cylinder head. When re-fitting, cooling with liquid nitrogen is recommended, but pressing in with oil lu-brication is also acceptable. After the new guide is fitted, check the guide bore.

Fig. 12.16.

12.3.3. Machine grinding

1. Seat face of the valve: The seat angle of the INLET valve is 20� and the EX-HAUST valve 30�. See tolerances in Fig. 12.17. Check the minimum allowableedge thickness (Y) and the minimum seat face inner diameter (X) of the inletvalve and the exhaust valve from section 12.3.2..


12 –1312–13

INLET

EXHAUST EXHAUST

Fig. 12.17.

2. Seat ring for the inlet valve: The seat angle of the inlet valve seat ring is19.5�, see tolerances in Fig. 12.18. The seat can be ground until the outer seatdiameter reaches 171.5 mm (See Fig. 12.18.). After that the seat ring must be re-placed with a new one.

Fig. 12.18.

3. Seat ring for the exhaust valve: There are two alternatives used for exhaustvalve seat rings. These can be identified easily by the form and diameter of theseat face. (See table below.) The seat can be ground until the outer seat diameterreaches the maximum value given in the table.Sharp edge (V) should be removed after grinding. (See Fig. 12.19.)


12 –14 12–14

A B

Used with exhaust valve I and II III

Seat angle and tolerances see Fig. 12.19. see Fig. 12.19.

Outer seat diameter, nominal 160 0/– 0.2 mm 173 ± 0.1 mm

Outer seat diameter, maximum 164 mm 177 mm

A: B:

Fig. 12.19.

4. Check with a blueing test that the contact area is big enough and that it is atthe inner edge of the seat. (See Fig. 12.20.) Ensure, that the valve used in the blue-ing test is the one that will be assembled to the seat concerned. Spread a thin layer of blue paint on the whole seat face of the valve. Fit the valveinto its place in the valve guide and press the valve gently against the valve seatusing the tool (841010). Repeat 2–3 times turning the valve about 45� betweenthe strokes.Ensure, that the sealing faces are absolutely clean and the blue paint layer is asthin as possible.

12-23


12 –1512–15

INLET:

EXHAUST: I, II III

Fig. 12.20.

5. If the contact area is not big enough, the seat ring can be lapped lightly byhand to ensure good contact between the seat and the valve.

12.3.4. Assembling of valves

1. Check the valve springs for cracks and wear marks. If there are any, replacethe springs with new ones.

2. Clean the valve guides (15) thoroughly and fit new o–rings (16). (Fig. 12.1.)

3. Lubricate the valve stems (29) with clean engine oil.

4. Fit the valves and check for free movement. Before closing the sealing sur-face between valve and seat be absolutely sure that it is clean. If you are fittingback old valves, be sure that they go back to their original locations.

5. Install the springs and be sure that the seating faces are undamaged and clean,both on springs (26) and (30) as well as on the spring discs (rotocaps)(23).

6. Fit the assembling tool (834001) in position.

7. Compress the springs with the hydraulic tool. Put in the valve cotters (27)after lubricating them properly. Unload the springs slowly.

While unloading the springs check that the cotters fit properly; the spaces be-tween the two halves should be equal on both sides.


12 –16 12–16

12.4. Valve seats

Maintenance of valve seats:

If there is a need to remove or fit in valve seat rings, it is strongly advised to con-tact the engine manufacturer.

Fig. 12.21.

12.4.1. Removing an old seat ring

1. Set the removing tools (845001 and 845003 for the inlet valve seat ring, or845001 and 845002 for the exhaust valve seat ring) so that the clutches fit underthe edge of the seat ring. Tighten the nut (31). (See Fig. 12.22.)

2. Fit the plate (32) and the hydraulic jack (33) and tighten the nut (34) slight-ly.

3. Connect the hoses of the hydraulic pump (860170) to the hydraulic jack andloosen the seat ring by pumping.

4. Open the pump valve, disconnect the hoses and dismantle the loosening tool.


12 –1712–17

Fig. 12.22.

12.4.2. Fitting a new inlet valve seat ring

1. Check the bore diameter in the cylinder head, see table 12 in chapter 6.

2. The ring can be assembled by cooling with liquid nitrogen of –190�C andwith the cylinder head temperature at a minimum of 20�C, or by pressing in witha guided arbor.

3. Check the eccentricity of the sealing face in relation to the valve guide, andif it exceeds 0.1 mm, the seat surface must be ground with a seat grinding ma-chine.


12 –18 12–18

12.4.3. Fitting a new exhaust valve seat ring

1. For fitting an exhaust valve seat ring an oven for heating the cylinder headand a freezer for cooling the seat ring are required.

2. Check the seat bore diameters (A) and (B) in the cylinder head. (Fig. 12.23.)(See correct values in table 12 in chapter 6.) Clean the bores carefully.

3. Heat the cylinder head up to +50...+60�C.

4. Cool the seat ring in the freezer to –18...–25�C.

5. Lubricate the bore A (see Fig. 12.23.) with Molykote 111 lubricant or similarand apply Loctite 620 locking compound to bore B.

6. Fit the o–ring (45) to the upper groove of the seat ring, dry the outer surfaceof the seat ring and fit the ring to its place.

INLETEXHAUST

Fig. 12.23.

When the cylinder head has reached the room temperature:

7. Check the eccentricity of the sealing face in relation to the valve guide. En-sure that the seat ring is in continuous contact against the bottom machined sur-face. The maximum allowed eccentricity is 0.07mm. If the eccentricity is0.07–0.25mm, the seat surface can be ground with a seat grinding machine.

Hydraulic test:

8. A hydraulic test at 10 bar must be carried out as follows every time a newexhaust valve seat ring has been fitted:

9. Block the cooling water inlet passages (38) (8 pcs) with rubber expansionplugs (see Fig. 12.24.), or rather with special tool (848021). (See Fig. 12.25.)

10. Tap the deaerating holes (39) (5 pcs) with M8 threads and block them withplugs.

11. Block the cooling water outlet passage (40) with a pressure test flange(847012) and fill the cooling water space with water.

12. Connect the checking device (848020) to the test flange and replace the hosecoupling with the transformation piece (46) taken from the test flange.


12 –1912–19

13. Connect the low pressure pump (860050) and apply a pressure of 10 bar.

Beware of the rubber plugs while there is pressure in the cylindercover. The plugs may be dangerous if they become loose.

Fig. 12.24.

Fig. 12.25.

CAUTION !


12 –20 12–20

12.5. Valve rotator (Rotocap)

Exhaust and inlet valves are equipped with Rotocaps. These are rotating mecha-nisms which turn the valves 8� at every opening. The rotation makes the valveswear smoothly and increases the maintenance intervals.

12.5.1. Rotocap maintenance

Fig. 12.26.

1. Remove the spring band (6).

2. Remove the cover plate (1).

3. Remove the cap spring (3).

4. Remove the steel balls (4) and turning springs (5).

5. Clean the base plate (2) and all other parts. Check that there is no seriousdamage. Change if necessary.

6. Reinstall the parts in the opposite order than previously described.


12 –2112–21

12.6. Indicator valve

The inside construction of the valve is such that the pressure in the cylinder tight-ens it. Consequently the force needed to close the valve is relatively low.

The valve has a left–handed screw and it is opened and closed respectively as fol-lows. (Fig. 12.27.)

Fig. 12.27.

12.6.1. Indicator valve, operation and maintenance:

1. When starting the engine the indicator valves should be closed using onlyjust enough force to bring the sealing surfaces together. The pressure of the cylin-der will push them tight together.

2. When stopping the engine the indicator valves should be opened only halfa turn. This way the tightening effect due to the temperature decrease will not oc-cur.

3. When opening the indicator valve for measuring the cylinder pressure, inad-vertent tightening instead of opening must be avoided.

4. When closing the indicator valve after measuring the cylinder pressure onlyminimal torque is needed. So called ”fingertight” is usually enough.

5. Add high temperature lubricant (lubricant specification to be 1000�C) tothe valve stem threads when you feel that it is not moving easily.

6. Always use the correct T–handle wrench (808001) to open and close the in-dicator valve. (Fig. 12.27.)


12 –22 12–22

12.7. Safety valve

(Fig. 12.28.)Each cylinder head is equipped with a spring loaded safety valve. This valve willprevent any excessive cylinder pressure and emits an alarm when operated. Theblow out pressure is stamped into the top of the valve. Safety valves which beginto leak in service, must be replaced at the first opportunity. Before refitting, thevalve should be lubricated with a high temperature lubricant.

1. Spindle

2. Housing

3. Plug

4. Spring

Fig. 12.28.

12.8. Starting valve

The starting valves are described in chapter 21.

When refitting the starting valves, the outer cylindrical surfaces should be lubri-cated with engine oil or a special lubricant.

12.9. Injection valve

The injection valves are described in chapter 16.

When refitting, the injection valves should be lubricated with engine oil only.

Camshaft driving gear 13 46 98 43

13 –113–1

13. Camshaft driving gear

13.1. General��

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Camshaft driving gear13 46 98 43

13 –2 13–2

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13 –313–3

13.2.2. Removing the camshaft gearing

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Remove the camshaft gear1. Remove the gear covers and the camshaft covers.

2. Unscrew the fastening screws (11) for the camshaft thrust bearing hous-ing (18) and remove the cover (13).

3. Unscrew the fastening screws (14) and remove the outer shaft plate (15)together with the outer part of the thrust bearing (12).

4. Open the fastening screws (16) and remove the house plate (19) and in-ner shaft plate (17) together with the inner part of the thrust bearing (33).

5. Slide the camshaft thrust bearing housing (18) out. (Use extractionholes M16 if needed.)

6. Turn the crankshaft to TDC at ignition for cylinder No. 1 and secure thecamshaft by using the locking tool (834053). Fasten the tool with three nuts fromthe camshaft piece fastening studs.

View A

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7. Open the flange connection screws (20) and remove the camshaft ex-tension (10) by using the lifting tool (836024) together with the connection(836017) and (836018). (See Fig. 13.4.)

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13 –4 13–4

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8. Lift the camshaft driving wheel out by using the lifting device (836024)together with the connection (836020) and (836023) (or 836034 on the otherbank). (See Fig. 13.5.)


13 –513–5

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9. Lift the camshaft extension out by using the lifting device (836024) to-gether with connection (836019). (See Fig. 13.6. )

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13 –6 13–6

Removing the intermediate gear:

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10. Open the screws (21) to remove the cover (22) from the intermediate gearthrust bearing.

11. Open the fastening screws (23) and remove the shaft plate (24) togeth-er with the outside thrust bearing (5).

12. Open the fastening screws (25) and remove the housing plate (26) to-gether with the inside thrust bearing (32).

13. Open the nut (27) of the center stud (3) by using hydraulic tool(861143).

NOTE !


13 –713–7

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14. Unscrew the center stud (3) by using a tool (803003) and slide the studagainst the flywheel.

15. Slide the smaller intermediate gear (2) against the engine frame andremove the distance ring (28).

16. Screw the lifting tool (836021) to the shaft (6) of the bigger intermedi-ate gear (1) and lift the tool (836021) and the shaft (6) out together by using the


13 –8 13–8

lifting device (836024) together with connection (836023 or 836034). (See Fig.13.10.)

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17. Slide the smaller intermediate gear (2) out from engine frame and sup-port it so that you can put the lifting tool (836022) to the shaft of the smaller inter-mediate gear and tighten it with a wrench. (See Fig. 13.11. )

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18. Remove the smaller intermediate gear by using the lifting device(836024) together with connection (836023 or 836034). (See Fig. 13.12.)


13 –913–9

4

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19. Remove the center stud (3).

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13.2.3. Mounting the camshaft gearing

Mounting the intermediate gear

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13 –10 13–10

Mark A Mark B

Mark B–BMark A–A

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1. Mount the shaft (6) and the big intermediate wheel (1) together withscrews M12 (29), fasten to stated torque. (See section ”General torques” in chap-ter 7.)

2. Lift the smaller intermediate wheel (2) into position using lifting device(836024) with connection (836022) and (836023 or 836034), see Fig. 13.14. Atthe same time the center stud (3) must be put into position inside the smaller inter-mediate gear. When the gear is fitted inside the bearing, slide it against the engineframe.


13 –1113–11

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3. Lift the distance ring (28) to the shaft of the smaller intermediate gear.

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Section A–A:

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4. Lift the bigger intermediate wheel into position by using the liftingdevice (836024) together with connection (836021) and (836023 or 836034).(See Fig. 13.16.)

NOTE !


13 –12 13–12

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5. Slide the smaller wheel (2)against the bigger intermediate gear (1).

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6. Clean the center stud (3) and lubricate the threads.

7. Screw the center stud (3) in position and tighten it to stated torque (seesection 7.3.2.) by using a tightening tool (803004).

8. Screw the nut (27) by hand against the end surface; check that the nut isin the guide. (Fig. 13.17.)

9. Pretighten the nut (27) with hydraulic tool (861143) as follows: 1. Lift the hydraulic tool (861143) into position on the center stud (3), see Fig.13.8. 2. Screw on the hydraulic tool (861143) and connect the hoses of the hydraulicpump (860170) according to Fig. 13.9. and open the pump valve. Keep on turn-ing the hydraulic jack as far as it rotates. 3. Shut the pump valve and pump to the pretightening pressure of 300 bar. 4. Tighten the nut (27) with the pin (861010). 5. Open the pump valve slowly.

10. Check that the assembly marks are still as shown in Fig. 13.13. .

11. Check that there is no clearance between gear wheels and distancering.

12. Repeat the hydraulic tightening to eliminate any clearance betweenthe threads and other parts.

NOTE !


13 –1313–13

13. Mount the inside thrust bearing (32) and the housing plate (26), tightenthe screws M16 (25) to stated torque. (See section ”General torques” in chapter7.)

14. Mount the outside thrust bearing (5) together with the shaft plate,tighten the screws M10 (23) to stated torque. (See section ”General torques” inchapter 7.)

15. Check the axial clearance by moving the shaft and record the movementwith a dial indicator. Refer to section 6.2.

Mounting the camshaft gear16. Lift the camshaft driving wheel (7) (Fig. 13.18.) into position so thatthe marks on the wheel are in accordance with the side of the engine block. (SeeFig. 13.13.)

17. Fit the camshaft end piece (10) by using the lifting tool (836024) withconnection (836017) and (836018); note that the pin (9) is in the correct position(see Fig. 13.13.). Fasten the screws M20 (20) to stated torque. (See section 7.1.1.)

18. Mount the bearing housing (18); if necessary use a hydraulic jack orcrane to support the shaft while assembling the housing.

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19. Fit the inner shaft plate (17) with the inner part (33) of the thrust bearing.Fit the house plate (19) and tighten the screws (16) to stated torque. (See section”General torques” in chapter 7.)

20. Fit the outer part (12) of the thrust bearing together with the outershaft plate (15) and tighten the fastening screws (14) to stated torque. (See section”General torques” in chapter 7.)

21. Check the axial bearing clearance and backlash between the gears (2)and (7). (Refer to section 6.2.)


13 –14 13–14

22. Lock the screws (14) with locking wire and mount the cover (13).

23. Tighten the rocker arm bracket fastening screws, if loosened andmount the covers. (See chapter 14.)

24. Check the valve timing and fuel pump timing (see chapter 16.) of onecylinder and compare to the tested values of the setting table in the delivery docu-ments. Readjust if necessary.

25. Tighten the nut (27) of the intermediate gears center stud (3) tostated torque (see section 7.3.2.) by using tightening tool (861143). The tighten-ing procedure is the same as previously described in this section.

26. Disconnect the hoses of the hydraulic tool (861143) then unscrewand remove the hydraulic tool.

27. Assemble the intermediate gear thrust bearing cover (22).

28. Mount the covers for the gearing and camshaft.


13 –1513–15

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13 –16 13–16

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13.3.2. Removing the split gear wheel6�� "�"�

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1. Lower the bearing cap of main bearing No.1. (See section 10.2.2.)

2. Loosen the fastening screws (30).

3. Unscrew the axial screws (31).

4. Unscrew the fastening screws (30) and remove the gear wheel halves.

13.3.3. Mounting of the split gear wheel 1. Clean the parting surfaces of the wheel halves and the contact facesof the gear wheel and the crankshaft.

2. Lower the bearing cap for main bearing No.1. (See section 10.2.2.)

3. Apply Loctite 242 to the threads of the screws (31) and (30), andengine lubricating oil under the screw heads. (Do not use Molykote.)

NOTE !


13 –1713–17

4. Mount the gear wheel halves on the crankshaft with the parting faceat right angles with the crank of cylinder No.1 and fasten the screws (31) and (30)by hand.

5. Tighten the axial screws (31) to a torque of 10 Nm and check that contactis established between the gear wheel and the crankshaft flange.

6. Tighten the fastening screws (30) to stated torque. (See section 7.1.3.)The screws closest to the crankshaft flange are to be tightened first.

7. Tighten the axial screws (31) to stated torque. (See section 7.1.3.)

8. Check the split gear wheel roundness. Place the cylindrical pin in thetoothcap as shown in Fig. 13.20. Turn the engine and use a dial indicator to getindications. Repeat the procedure and take comparative indications from at leastfour different locations. The difference between the four indications must be lessthan 0.09 mm.

9. Lift the bearing cap for main bearing No.1. (See section 10.2.4.)

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13.3.4. Removing only the split gear wheel; �� 8

1. Check the fuel pump timing of one cylinder. (See section 16.2.7.)

2. Lower the bearing cap of the main bearing No.1. (See section 10.2.2.)

3. Turn the crankshaft so that the bolt heads of the fastening screws (30) aredownwards.

4. Unscrew the fastening screws (30).

5. Unscrew the axial screws (31) of the lower half.

6. Remove the lower half of the split gear wheel.

7. Clean the parting surfaces of the wheel half and the contact faces ofthe gear wheel and the crankshaft.

8. Apply Loctite 242 on the threads of the screws (31) and engine lubri-cating oil under the screw heads. (Do not use Molykote.)


13 –18 13–18

9. Mount the new gear wheel half on the crankshaft against the old upperhalf and tighten the screws (30) to a torque of 600Nm. Check with a feeler gagethat the joint surfaces meet properly.

10. Tighten the new half axial screws (31) to stated torque. (See section7.1.3.) Check that contact is established between the gear wheel and the crank-shaft flange.

11. Remove the fastening screws (30).

12. Turn the crank of cylinder no. 1 carefully to TDC.

13. Unscrew the axial screws (31) of the other half.

14. Remove the other half of the split gear wheel.

15. Clean the parting surfaces of the wheel half and the contact faces ofthe gear wheel and the crankshaft.


17. Mount the new gear wheel half to the crankshaft against the upperhalf and tighten the screws (30) to stated torque. (See section 7.1.3.) Check thatthe joint surfaces meet properly.


19. Tighten the axial screws (31) of the new half to stated torque. (Seesection 7.1.3.) Check that contact is established between the gear wheel and thecrankshaft flange.

20. Turn the crankshaft half a turn.

21. Check the split gear wheel roundness as mentioned in section 13.3.3..

22. Lift the bearing cap of main bearing No.1 back to its place. (See sec-tion 10.2.4.)

23. Check that the fuel pump timing of the reference cylinder has notchanged. (See item No. 1 of this section.)

Valve mechanism and camshaft 14 46 01 13

14 –114–1

14. Valve mechanism and camshaft

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Valve mechanism and camshaft14 46 01 13

14 –2 14–2

14.1.2. Dismantling of valve mechanism

Rocker arm bracket complete:

1. Remove the covers of the valve mechanism and camshaft from the cylinderconcerned.

2. Turn the crankshaft so that the valve tappet rollers in the cylinder con-cerned are at an unloaded cycle, and a clearance exists between the rocker armand yoke.

3. Secure the rocker arm bracket with crane by using a lifting sling (seeFig. 14.2.) or by using a special tool (836031). (See Fig. 14.3.)

1. Screws2. Locking screw3. Rocker arm7. Shaft13. Rocker arm bracket20. Bushing

14–7

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4. Open the screws (1) and lift the rocker arm bearing bracket (13) from thecylinder head.

5. Remove the yoke (14). (See Fig. 14.1.)


14 –314–3

14–71

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Rocker arms:

6. Support the bracket by crane and open the locking screws (2). Slide thebrackets (13) out from the shaft (7) on both sides. Remove the rocker arms (3)and the shaft.

7. Remove the push rods (4) and the protecting sleeves (5) by lifting upthrough the guide holes in cylinder head.

Valve tappets:

8. Open the screws (9) and remove the cover (8).

9. Lift the valve tappet (11) out.

Roller and shaft:

10. Push the springloaded locking pin (6) down and pull the shaft (12) out.

Before dismantling, mark the parts so that they will be reinstalledinto their original positions.


14 –4 14–4

4. Push rod 5. Protect sleeve 6. Locking pin 8. Cover 9. Screw 10. Guiding pin 11. Valve tappet 12. Shaft 17. O–ring 18. O–ring 19. Ball head pin 26. Compression spring 27. Bearing bush 28. Roller

Section A:

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14.1.3. Inspection of valve mechanism

Rocker arm:1. Clean the rocker arm bearing bushing and the journal, then measurefor wear. When cleaning, pay special attention to the oil holes. Refer to chapter6. for all clearances and wear limits.

Push rod:2. Inspect the ball head running surface for possible mechanical damage.

Valve tappet:3. Clean and inspect all parts of the valve tappet and correspondingbore in the engine block. When cleaning, pay special attention to the oilholes.

4. Measure the bearing bush (27), shaft (12) and the roller (28) for wear.

5. Inspect the ball head pin (19) running surface for possible mechanicaldamage.

6. Change the O–rings (17) and (18) if they are damaged or hard.

14.1.4. Assembling of valve mechanism

Valve tappets: (see Fig. 14.4.)1. Lubricate the parts of the valve tappet with clean engine oil, add Rust-ban 326 or similar grease to the tappet guiding surface against the roller (B in Fig.


14 –514–5

14.4.) and assemble. Keep the roller (28) at the correct level and slide the journal(12) into position observing that the locking pin (6) secures to the correspondingdrilling in tappet body.

2. Insert the valve tappet (11) into the guide hole in the engine block.

3. Mount the cover (8).

Push rods:

4. Grease the O–rings (17) and (18) properly. Insert the protecting sleeves(5) and push rods (4) into position through the cylinder head guide bores.

5. Mount the yoke. (For adjusting the yokes see chapter 12.)

Rocker arms: (see Fig. 14.2.)

6. Lubricate the rocker arm parts properly with clean engine oil. Assemblethe bushing (20) to the journal (7).

7. Fit the rocker arms to the journal.

8. Slide the brackets and journal together and secure the journal with thelocking screws (2).

��

9. Check for free movement of the rocker arms.

10. Mount the complete rocker arm bracket into position on the cylinderhead and tighten the screws (1) crosswise to stated torque. (See chapter 7.)

11. Check and adjust the valve clearances according to chapter 12. andmount the covers.

14.2. Description of camshaft

�� +�� ! �� (�� &�� %�� ,�� #�� ! �� ! �� must be put back to the original places after overhaul � �� ! �� ! ��

NOTE !


14 –6 14–6

��

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��

'� �� -� �� #�� ,� �� %�� .��

'� �� #�� .�� %�� /��


14 –714–7

��

14.2.1. Maintenance of camshaft

�� #�� ' �� .�� #��

14.2.2. Removing the camshaft piece

1. Remove the camshaft covers from the cylinders concerned.

2. Remove the cover (8) (see Fig. 14.6.) from the starting air distributor.

3. Loosen the valve clearance adjusting screws (see section 12.2.4.)and the rocker arm bracket fastening nuts of the cylinders in which the camshaftis to be moved axially.

4. Turn the camshaft so that you can lock the valve tappets one byone to the uppermost position with locking bars (845013) and (845014). (See Fig.14.8.)

5. Open the nuts (3) (Fig. 14.5.) and unscrew the flange connection studs (7)from both ends of the camshaft piece.

6. Assemble the special mounting device (845020). (See Fig. 14.8.) Fas-ten the device to engine frame with camshaft cover fastening nuts (21). Adjustthe flat bar (22) with screws (23) and the support (24) close to the camshaft piece.

7. It is also possible to use lifting tool (836024) with connection (836029)to support the camshaft piece. (See Fig. 14.9.)


14 –8 14–8

Section A–A:

��

8. Move the free end of the camshaft towards the free end of the enginea maximum of 35 mm by using a suitable lever.

!� �� "� �� # �� #��

9. Disengage the camshaft piece from the centering and fixing pins (4)(Fig. 14.5.) and lower it sideways using the screw (25).

14.2.3. Mounting the camshaft piece

1. Clean and degrease the flange connection surfaces and threadedholes. (See Fig. 14.5.)

2. Insert the fixing pins (4) with retainer rings (9), with the longer part of thepin in the bearing journal.

3. Move the camshaft piece in position using the screw (25), (see Fig.14.8.), or by using a special tool (836024) with connection (836029). (See Fig.14.9.)

NOTE !


14 –914–9

�� $�

4. Mount the camshaft piece (1) on the fixing pin. (See Fig. 14.5.) Aftercentering it at either end, press together the camshaft using three assembly screwsat both ends of the camshaft piece.

5. Fasten the studs (7) by hand and tighten the nuts (3) by using the torquewrench (820009). (For tightening torques see chapter 7.)

6. Check the tappet rollers carefully. Even slightly damaged rollers have tobe changed.

7. Turn the camshaft and remove the locking bars one by one when thereis a contact between the roller and the cam.

8. Mount the cover (8) of the starting air distributor.

9. Tighten all the loosened rocker arm bracket fastening nuts.

10. Check the valve clearances on the cylinder concerned and on all cylin-ders towards the free end on that bank. (See chapter 12.)

11. Check the fuel pump timing on the cylinder concerned (see chapter 16.)and on the next cylinder towards the free end. If any corrections have to be doneon the next cylinder, all the pumps on that side have to be checked.


14 –10 14–10

14.2.4. Vibration damper

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Turbocharging and air cooling 15 46 02 30

15 –100–1

15. Turbocharging and air cooling

15.1. Description

The engine is equipped with two turbochargers and coolers situated either in thefree end or in the driving end of the engine.

The turbochargers are driven by exhaust gases coming from various cylindersthrough opened exhaust valves. The compressor (1) rotates with the turbine (2)and draws air in from the engine room raising the ambient air pressure to a higherlevel (charge air pressure). The air is heated up in the process and has to be cooleddown in the air cooler (3) before entering the air receiver (4) and the cylinderthrough opened inlet valves.

Fig. 15.1.

Turbocharging and air cooling15 46 02 30

15 –2 00–2

15.2. Turbocharger

15.2.1. Description (TPL–turbocharger)

The turbocharger is of axial turbine type.

It is mechanically independent of the engine to which it is applied, but the lubri-cating system forms part of the engine lubricating oil system.

The turbocharger is equipped with cleaning devices to clean the turbine and com-pressor by water injection.

Speed is measured by a pick up installed on the compressor side.

15.2.2. Turbocharger maintenance

Normal overhauls can be carried out without removing the turbocharger from itsplace.

When dismantling, drain first the lubricating oil system of the turbocharger, re-move the protecting covers and disconnect the oil, air and exhaust connections.

When reassembling, take care that all seals are intact. High temperature resistantlubricants are used for exhaust pipe screws.

Maintenance of the turbocharger is carried out according to following instruc-tions and the instructions of the turbocharger manufacturer. It is recommendedto use the service network of the engine manufacturer or the turbochargermanufacturer.

15.3. Water cleaning of turbine during operation

15.3.1. Description

Practical experience shows that the formation of dirt deposits on the turbine sidecan be reduced by periodical cleaning during operation. By the same the overhaulperiods can be lengthened. Dirty turbines cause higher exhaust gas temperaturesand higher stresses of the bearings due to imbalances. Usually, though, washingof the turbine side is necessary only when running on heavy fuel.

During an extended period of operation, periodical cleaning prevents the build–up of significant deposits on the turbine blades and nozzle blades. This cleaningmethod does not work on very dirty turbines which have not been washed regular-ly when put into operation or after revisions.

Water must be injected into the exhaust system with the engine running at suitableoutput (see cleaning instructions). The disadvantages of adjusting the output oc-casionally are not significant compared with the advantages of cleaning.

The necessary water flow is basically dependent on the volume of gas and its tem-perature. The flow should be adjusted so that all of the water is evaporated andescapes through the exhaust. Additives or solvents must not be used in the clean-ing water. The use of salt water is prohibited.


15 –300–3

The turbine washing intervals are stated in the maintenance schedule in chapter4.

15.3.2. Cleaning device for turbine and compressor

The engine is equipped with permanent pipings for turbine (42) and compressor(52) cleaning. (Fig. 15.2.)

An electrical control unit (48) controls the cleaning procedure. The cleaning pa-rameters (number of water injections, injection time, interval between the injec-tions e.t.c.) can be set with a terminal.

All cleanings (turbine washing, turbine thermal shock cleaning, compressorcleaning) can be inactivated by jumpers in the terminal box.

Fig. 15.2.

15.3.3. Cleaning procedure

1 Record the engine and turbocharger parameters (engine load, charge airpressure, TC speed, exhaust gas temperature before and after turbine) about onehour before water cleaning for later use to assess efficiency of the cleaning.

2 Carry out the cleaning procedure according to the TPL cleaning devicemanual. (See “Technical documents”.)

3 Repeat the readings made before the water cleaning procedure.


15 –4 00–4

15.4. Water cleaning of compressor during operation

By spraying water into the compressor, this can be cleaned while in operation.The cleaning effect is good as long as the deposit formation has not gone too far.If, however, a very thick hardened crust of dirt has formed, the compressor willhave to be dismantled for cleaning.

By this method water is not acting as a solvent but instead removes the depositsmechanically by the impact of the water droplets. It is therefore recommendedto use clean water without any additives. The cleaning water should not containany cooling water agents which might remain on the compressor.

Regular cleaning of the compressor prevents or delays excessive contamination,but in no way replaces the usual overhauls where the turbocharger is completelydismantled. (See turbocharger instruction manual.)

Cleaning is performed using the equipment described in section 15.3. Watercleaning of compressor should be done daily, when the turbocharger is in use.

15.4.1. Cleaning procedure

See TPL cleaning device manual in “Technical documents”.

15.5. Allowable operation with damaged turbocharger

In case of a serious breakdown of the turbocharger, a blanking device (the pre-ferred option) or a rotor locking device can be fitted according to the instructionsin the Turbocharger Manual. The Wärtsilä–engines can in an emergency situationlike this operate temporarily at 20% output. The thermal overload is a limitingfactor on the diesel engine, therefore the exhaust gas temperatures must be care-fully watched during operation.

The exhaust gas temperature after the cylinder cover must not exceed 500�C.

(See also section 8.2.2.)

Both turbochargers of a V–engine must be locked or blanked if one ofthem fails.

15.6. Air cooler

The engine is equipped with two air coolers to cool down the compressed andheated air after turbochargers. The insert type charge air coolers are mounted ina welded housing (40). (Fig. 15.3.) The housing is fastened to the engine blockwith screws.

As a standard two stage charge air coolers are used, where the charge air tempera-ture is kept on the right level by regulating the temperatures of the incoming HT–and LT–cooling water.

NOTE !


15 –500–5

Air in

Charge aircooler

Air to re-ceiver

LT–side HT–side

Fig. 15.3.

15.6.1. Maintenance of charge air cooler

1 The air cooler is provided with water separators (45) located after the cool-er inserts. (See the principle in Fig. 15.4.)

2 Condensate from the air is drained through a drainer (46) under the coolerhousing after the inserts. Examine regularly that the pipe is open.

If water keeps on dripping or flowing from the draining hole for a longerperiod (unless running all the time in conditions with very high humidity)the cooler insert may be leaking and must be dismantled and pressuretested.

3 At longer stops, the cooler should be either completely filled or completelyempty, as a half–filled cooler increases the risk of corrosion. If there is a risk ofthe water level in the system decreasing when the engine is stopped, drain thecooler completely.

4 Clean and pressure test the cooler at intervals according to chapter 4 or ifthe air temperature in the charge air receiver cannot be held within stipulated val-ues at full load.

5 Always check for corrosion when cleaning.

NOTE !


15 –6 00–6

Air cooler fouling can be determined on the air side by measuring the air pressuredrop over the air cooler, and on the water side by measuring the cooling watertemperature difference over the air cooler.

The cooler has to be cleaned if the air pressure drop over the cooler exceeds 600mmWG or if the temperature difference over the LT side or HT side increasesfrom normal.

Air flow

View A

Air coolers

Fig. 15.4.

15.6.2. Cleaning cooler inserts

1 Drain water from the air cooler LT and HT side by opening the drain con-nections (12) and vent connections (13). (See Fig. 15.5.)

2 Remove the HT and LT cooling water pipes (14 and 15) from the cooler.


15 –700–7

150511v

Fig. 15.5.

3 Open all the air cooler fastening screws (27). (See Fig. 15.6.)

4 Fit the tool (846053) and fasten it with connection screws (43). (Note that thesupport arrangement of the tool depends upon the installation and may be differ-ent from the one shown in Fig. 15.6.) Pull out the air cooler horizontally (by usinga block and a tackle). When the cooler is outside of the cooler housing it can beremoved by truck or by crane using the lifting yokes of the cooler.

5 Clean the air side according to the cooler manufacturer’s instructions.


15 –8 00–8

15–7v–12

View B:Lifting yoke

Fig. 15.6.

Use of a high pressure water cleaning device may cause damage to thefins, which will result in an increased pressure drop over the cooler.

6 Remove the flow return header (30) and the inlet/outlet header (31) to makethe water side accessible. (See Fig. 15.7.)

7 Clean the water side. Regular cleaning is necessary. The cleaning intervalsdepend on the cooling water used. Cleaning of the water side is not only requiredto maintain the thermal performance of the cooler, but also to prevent scaling andcorrosion. Scaling increases the risk of pitting corrosion and obstacles partlyblocking the tubes lead to erosion.

Mechanical cleaning:Mechanical cleaning is done by use of nylon brushes fitted to a rod. The lengthof the rod corresponds to the tube length of the cooler in question and the typeof the brushes is chosen in accordance to the finned tube type. Mechanical clean-ing can be done on site or with the cooler removed. Check the gaskets (32) and(33) and replace if necessary.

Hydraulic cleaning:Hydraulic cleaning is carried out with the cooler removed using a high pressurespray gun to remove dirt deposits inside the tubes. It is recommended that the sizeof the spray gun nozzle is 3 mm.

Chemical cleaning:Chemical cleaning is recommended, when the cooler is removed. The tubebundle is immersed into a chemical cleaning bath. Time of immersion is a func-

NOTE !


15 –900–9

tion of the degree of fouling. When the cleaning is complete, the cooler is to beflushed by applying a powerful water jet. If the result is still not satisfactory,cleaning should be repeated.

Fig. 15.7.

8 Reassemble the cooler insert and lift it on the tool (846053) (spread plentyof vaseline on the tool, where the cooler will be seated).

9 Pull the cooler into the welded housing (40) (by using a block and a tackle),be careful not to move the steel sealing bars (44). (See Fig. 15.6.)

10 Fit and tighten the air cooler fastening screws (27).

11 Tighten the supporting screws (28) lightly against the air cooler and lockwith nuts.

12 Tighten the supporting screws (29) to a torque of 20 Nm and lock withnuts.

13 Remove the tool (846053). Connect the HT and LT cooling water pipes (14)and (15).

When filling the system with water, check for possible leaks.

15.7. Waste Gate valve

The turbocharger is specified to give the best possible performance at part load.The engine is provided with an exhaust waste gate to limit the charge air pressureand firing pressure to a suitable level at load above 90% and for operation in lowambient temperature.

See the principle of pipings in Fig. 15.8. (The pipings may look different in differ-ent installations.) The waste gate valve is situated in pipe (C) going to the exhaustpipe by the turbine and consists of a butterfly valve (1), pneumatic power cylinder(2), positioner (3), and a cooling extension (4). The valve is controlled electroni-cally and operated pneumatically. When the charge air pressure goes too high, thecontrol system gives a signal to the waste gate valve to open and to let a part of


15 –10 00–10

the exhaust gas by the turbine through pipes B and C. (See also section 15.7.1.“Waste gate and waste gate control”.)

Fig. 15.8.

15.7.1. Waste gate and waste gate control

The waste gate system is a combined optimization / protective system for highlypressure–charged engines. The performance of the engine can be improved by thewaste gate design on low and part load (higher charge air pressure, lower fuel con-sumption and lower exhaust gas temperature). To avoid excessive charge air andfiring pressure at high loads (higher than announced in the beginning of section15.7.) or at low ambient temperature the exhaust gas flow to the turbochargermust be reduced by partially by–passing the turbocharger.

The governing signal to the valve is taken from analogue pressure sensorPCT601, measuring the load dependent charge air pressure. The sensor signal is,in current converter U519, converted to a 4...20 mA control signal. The controlsignal is connected to the IP–converter Y519, and gives the valve an aperturecharacteristic according to the diagram in Fig 15.9. The pneumatic positionerneeds a working air pressure of 4...7 bar, 6 bar is recommended. Air requirementsare about 10 l/min.


15 –1100–11

Characteristic of the valve aperture

Fig. 15.9.

The characteristic of the valve aperture is adjustable with three potentiometers:

− min = minimum output current setting, typically 3.8±0.1 mA

− zero = 4 mA output current setting

− span = 20 mA output current setting

Waste gate control current converter U519, type WD–3

Supply24 VDC

PCT601Charge airpressure

Y519I/P–converter controllingpneumatic positioner

(231404)

Fig. 15.10.


15 –12 00–12

15.7.2. Maintenance of the Waste Gate valve

The function of the valve has to be inspected regularly.

Function test on a stopped engine:

The charge air pressure is simulated to the pressure transducer (5) on the enginethrough the test valve (6) and the movement of the Waste Gate valve can be ob-served.

151317

Fig. 15.11.

When the simulated pressure exceeds the charge air pressure that corresponds tothe load percentage announced in the beginning of section 15.7., the valve shouldstart to move.

The adjustments for the opening point, opening speed and control air pressure areintroduced in section 15.7.1. ”Waste gate and waste gate control”.

If the valve does not move even though the electronic system gives a correct sig-nal, the control air pressure should be checked and adjusted from the pressure re-ducing valve in the control air feed pipe. (See section 15.7.1.) If some stiffnessstill occurs the air system should be vented and the valve should be manuallytested. If the valve, the positioner, or the power cylinder is stuck, the parts shouldbe opened and cleaned and the damaged seals should be replaced. Check also theconnection between the positioner and power cylinder (2). (Fig. 15.8.)


15 –1300–13

15.8. Charge air By–pass valve

15.8.1. GeneralA by–pass valve is used on Common Rail engines to reduce part load smoke atoutput range of 10–60%.

The by–pass connection is open when running at load of 10–60%. Part of thecompressed air is blown from the compressor to the exhaust pipe before the turbo-charger to increase TC speed.

The by–pass valve is controlled by engine load. (See section ”By–pass control”in section 15.8.3.)

15.8.2. OperationThe by–pass valve is located in pipe (A) coming from the air inlet box. (See Fig.15.8.) When the by–pass valve is open, compressed air flows from the air casingthrough pipes A and B to the exhaust pipe before the turbocharger thereby in-creasing the TC speed.

The by–pass valve consists of a butterfly valve (5) and a pneumatic power cylin-der (6). Microswitches in the valve control the correct positioning.

The waste gate valve is always closed when the by–pass valve is operatingand vice versa.

15.8.3. By–pass controlThe by–pass connection is set to open at a load of 10%, closing can be adjustedto the load range of 40–60%.

An open by–pass valve reduces exhaust temperature after turbocharger and there-fore the closing point can be tuned based on part load heat recovery requirements.

The by–pass system is controlled by engine load from the speed control unit.

The by–pass valve is operated by an electropneumatic control valve which getsthe signal from a 4–20mA dual limit switch.

Speedcontrolunit

GeneratorAnal. dual limitswitch

kW On / Off By–passdriver

4–20mA

By–pass open

0% 10% 40–60% 100%Engine load:

Fig. 15.12.

NOTE !


15 –14 00–14

The by–pass actuator is equipped with limit switches indicating open or closedposition.

15.8.4. Testing of the by–pass systemSee the by–pass controlling parameters in section 15.8.3. ”By–pass control”.

The testing of the proper function of the by–pass system can be done accordingto the following procedure:

1 Connect the 4–20mA transmitter to EM–M72–1 terminals 1 (in) and 2(out). (See Fig. 15.13.)

2 Check that the contact between terminals 4 and 5 is closed at the mA–valuecorresponding limit A and remains closed until limit B is reached (by–pass valveopen).

3 Below limit A and above limit B the contact 4–5 should be open. (By–passvalve closed.)

4 Check visually the position of the flap of the butterfly valve at the actuator.Observe also that the position indication corresponds the actual position and theby–pass alarm is not activated.

Fig. 15.13.

Injection system 16 46 02 30

16 –116–1

16. Injection system

16.1. Description

This chapter contains descriptions of the Common Rail fuel injection system(CR) and maintenance instructions for its components.

In the Common rail fuel injection system the fuel, Heavy Fuel Oil (HFO) or Ma-rine Diesel Oil (MDO), is pressurised to a common volume within a common sup-ply pipe (Rail) from where fuel is fed with exactly the same pressure to every in-jection valve.

The fuel injection system consists of injection pumps, accumulators, Start up andSafety Valves, injection valves and high pressure pipes.

The Wärtsilä CR system has one fuel injection pump and one fuel accumulatorper two cylinders. The fuel rail consists of a series of accumulators which arejoined by pressure pipes to equalise the system pressure. Some of the accumula-tors are equipped with an electric hydraulically controlled Start up and SafetyValve (SSV) to control the pressure within the rail and also to make the fuel cir-culation between pumps and accumulators possible before start up. The injectionvalves are electrohydraulically controlled. The hydraulic pressure required in theCR system is generated with an engine driven piston pump using engine lubricat-ing oil.

Only the maintenance works of the fuel system, mentioned in this manu-al, are allowed!

Before starting any maintenance work, release the pressure of thehigh pressure system by loosening the connection nuts of one highpressure pipe from both pipe ends with three turns! Wait a fewminutes before continuing!

16.2. Fuel injection pump

16.2.1. General

The function of the injection pump is to raise the fuel pressure from within thelow pressure system to a pressure suitable for high pressure injection.

The fuel injection pump consists of following components (see Fig. 16.1.):

NOTE !

CAUTION !

Injection system16 46 02 30

16 –2 16–2

7

9

8

4

3

5

6

11

10

1

2

2

94

163402P

Fig. 16.1. Fuel injection pump

Pump element consists of a barrell (1) and a plunger (2)Flow control valve (3) Flow control valve solenoid (4)Low pressure check valve (5)High pressure check valve (6)Pump housing with tappet (7)Temperature sensor (8)Pump housing o–rings (9)Pump element fastening screws (10)Pump element sealing rings (11)Feedback sensor (94)

The fuel is pressurised with piston pumps driven by the camshaft of the engine.The camshaft is equipped with two cam lobes, therefore a pump stroke occurs ev-ery crankshaft cycle. The low pressure fuel is fed to the fuel pump via an electri-cally controlled Flow Control Valve (FCV). This valve adjusts the amount of fuelneeded to reach correct Rail pressure level, and controls only Rail pressure. Thecorrect Rail pressure level depends on the engine load and operating speed.

The position of the FCV is indicated by the feed back sensor (94).

After the pump, high pressure fuel flows to the accumulator.

The function of the fuel pump is monitored with a temperature sensor (8). (SeeFig. 16.1.)

16.2.2. Maintenance of fuel injection pumpMaintenance of the fuel injection pump consists of complete replacement of thepump and/or pump housing.


16 –316–3

The fuel injection pump is heavy, use a crane for lifting!

When working with the high pressure pipe system, work must al-ways be carried out safely and with all due care.

16.2.2.1. Removing of fuel injection pumpBefore starting any maintenance work with the high pressure fuel system proceedas follows:

1. Stop the engine.

2. Shut off fuel supply to the engine and stop the lubricating oil pump.

3. Open the Hot Box cover.

4. Ensure that the high pressure rail and the low pressure line are not pres-surized!

A high pressure fuel oil spray from any broken or leaking connec-tion of a high pressure injection pipe may cause serious injuries.

5. Drain the fuel from the pumps and delivery pipes within the Hot Box.

6. Remove the high pressure pipe (16) from the pump. (See Fig. 16.2.) Seesection 16.3.2. “Maintenance of high pressure fuel pipes”.

7. Remove the wires (3) and (8) of the flow control valve, feed back sensor andtemperature sensor.

8. Rotate the camshaft to the ”neutral” position so that the cams do not com-press the pump tappet.

The tappet spring forces may lead to serious accidents while re-moving the pump fastening screws.

If you need to remove only the pump element, see section 16.2.2.2.Otherwise continue with removing the whole pump:

9. Remove the locking plates (85) of the low pressure fuel pipes and move thesliding bushes (15) aside.

10. Remove the lubricating oil pipe (13) and the leak fuel pipe (12).

11. Remove the fastening screws (14) of the pump housing and the bracket(84). (Fig. 16.2.) See section 16.3.2. “Maintenance of high pressure fuel pipes”.

12. Mount the lifting tool in place. In in–line engines use lifting eye (831006)and in V–engines lifting tool (831004). (See Fig. 16.3.)

NOTE !

CAUTION !

CAUTION !

CAUTION !


16 –4 16–4

13. Lift out the pump housing from the engine onto the mounting bracket byusing the lifting crane.

14. Remove the lifting tool.

16

13

14

86

10

15

12

84

85

8

3

164202p

Fig. 16.2. Fuel injection pump connections

16.2.2.2. Removing the fuel injection pump element

1. See steps 1 ... 8 in section 16.2.2.1.

2. Remove the pump element fastening screws (10). (See Fig. 16.2.)

3. Lift out the injection pump element carefully from the housing. Clean andcheck that the sealing surfaces inside the pump housing are not damaged.


16 –516–5

831006

831004

95

164403P

In–lineengines

V–engines

Fig. 16.3. Lifting the fuel injection pump

16.2.2.3. Mounting the fuel injection pump1. Clean the contact surfaces of the pump housing and check that there are nodamages.

2. Mount the new pump housing.

3. Check the o–rings (9) (Fig. 16.1.), renew if necessary and lubricate with en-gine lubricating oil.

4. Mount the lifting tool in place. In in–line engines use lifting eye (831006)and in V–engines lifting tool (831004). (See Fig. 16.3.)

5. Lift the pump housing in place by using the lifting crane. Notice the correctposition of the guiding pin (95). (See Fig. 16.3.)

Contact surfaces must be clean and undamaged.

6. Mount the bracket (84) and two fastening screws (14) crosswise. (See Fig.16.2.) Tighten lightly.

7. Mount the remaining fastening screws (14) and tighten lightly.

8. Tighten the fastening screws alternatingly crosswise to the stated torque.(See chapter 7.) Fasten the high pressure pipe (86) to the bracket (84).

9. Mount the lubricating oil pipe (13) and leak fuel pipe (12).

10. Move the sliding bushes (15) back to their places and fasten the lockingplates (85) of the low pressure pipes.

11. Reconnect the wires (3) and (8).

NOTE !


16 –6 16–6

12. Mount the high pressure fuel pipe (16) to the pump. See section 16.3.2.“Maintenance of high pressure fuel pipes”.

When the engine lubricating oil pump is started check that the tappetroller is lubricated (=lubricating oil flows onto the roller).

16.2.2.4. Mounting the fuel injection pump element

1. Mount the new pump element carefully inside the housing. Renew thesealings (11). Note the correct orientation of the V–opening of the sealings. (SeeFig. 16.4.)

11

10

165201p

Fig. 16.4.

2. Tighten the fastening screws (10) of the pump element. Check the correcttorque, tightening order and lubrication in chapter 7.

3. Reconnect the wires (3) and (8). (See Fig. 16.2.)

4. Mount the high pressure fuel pipe (16) to the pump. See section 16.3.2.“Maintenance of high pressure fuel pipes”.

NOTE !


16 –716–7

16.3. Injection line

16.3.1. Description

The function of the high pressure fuel pipes is to join the injection pumps, accu-mulators and fuel injection valves.

The injection pipes are double skirt pipes. The inner pipe is the high pressure pipeand the outer pipe is a casing pipe to secure any leakage if the inner pipe breaks.The space between the inner and outer pipe is used to feed the leak fuel flow tothe alarm system.

There are two types of connection pieces (18). (See Fig. 16.5.) One typehas a running in filter, which is used till up to 30 hours after the enginestart. After this period they are replaced with normal high pressure injec-tion pipes.

The leakage indication ring in the accumulator easily indicates which fuelpressure pipe is leaking.

The high pressure fuel pipes consist of the following components: (See Fig. 16.5.)

NOTE !

NOTE !


16 –8 16–8

19

2018

21

2217

86

87

16

163802P

Fig. 16.5. High pressure fuel pipes

High pressure fuel pipe (16), (86), (87)High pressure fuel pipe nut (17)Connection piece (18)leak fuel connection flange (19)Sealing flange (20)Sealing flange fastening screw (21)Leak fuel pipe (22)

16.3.2. Maintenance of high pressure fuel pipes

Maintenance of the high pressure pipes consists of removing, checking, replacingand mounting the pipes.

Do not use Molykote lubricant on the high pressure fuel pipe connectionsurfaces! Molykote G–n plus can be used only on conical sealing surfaces.

16.3.2.1. Preparations before any work with the high pressurepipe system1. Stop the engine.


3. Open the Hot Box cover.

NOTE !


16 –916–9

4. Loosen the connection nuts of one high pressure pipe from both pipe endswith three turns. Wait a few minutes before continuing!

5. Drain the fuel from the pumps and delivery pipes within the Hot Box.

When working with the high pressure system, work must alwaysbe carried out safely and with all due care.

16.3.2.2. Removing the high pressure fuel pipes

Ensure that the high pressure rail and the low pressure line are notpressurised!A high pressure fuel oil spray from any broken or leaking connec-tion of a high pressure injection pipe may cause serious injuries.

1. Drain the leak fuel pipe (22) (see Fig. 16.5.) via the valve situated in the endof the pipe.

2. Remove the leak fuel pipe (22).

3. Loosen the high pressure fuel pipe nuts (17) from both ends of the pipe(87). Draw the nuts (17) back as far as they go.

4. Remove the pipe (87) by hand to protect the sealing surfaces. Do not use anytools.

5. Loosen the fastening screws of the sealing flange (21).

6. Remove the connection piece (18).

7. Remove the other high pressure fuel pipes (16 and 86) using the same pro-cedure.

Protect the high pressure fuel pipes, injection line connections and holeswith clean plastic or cloth against dirt and rust and especially the sealingcones against nicks.

16.3.2.3. Checking the high pressure fuel pipes1. Inspect and clean the cylinder head contact surfaces and connection piece(18). (See Fig. 16.5.)

2. Check that the mating cone surfaces of the high pressure pipe and counterparts are not damaged and good tightening can be achieved.

3. Inspect and ensure that the high pressure fuel pipe is clean inside and thatthe inner surface shows no sign of damage. Check also that the conical sealingsurface is clean and not damaged, otherwise the connection could get loose andmay cause a serious accident!

4. In case of a damaged connection piece or fuel pipe sealing surface, thedamaged parts must be replaced with new or undamaged ones.

CAUTION !

CAUTION !

NOTE !


16 –10 16–10

All damaged parts must be renewed!Repairs to a high pressure fuel pipe or damaged connection piecemust be carried out by Wärtsilä only!

16.3.2.4. Mounting the high pressure fuel pipes

Before mounting, check that there are no foreign objects or clothleft inside the fuel pipes.

1. Renew the sealings between flange (19) and cylinder head. (See Fig. 16.6.)

2. Lubricate the friction rings (96) and the surfaces between the connectionpiece (18) and the friction rings (96) and the leak fuel connection flange (19). Useclean engine lubricating oil. DO NOT GREASE!

3. Mount the flanges (20) and (19) with the friction rings (96) on the connec-tion piece (18). Follow accurately the correct mounting sequence of the frictionrings shown in Fig. 16.6.

4. Mount the connection piece (18) into its place by hand. (See chapter 7.)

5. Screw in the fastening screws (21) so that the friction rings still remain loose.

6. Fasten the connection piece (18) to correct torque. (See chapter 7.)

7. Tighten the fastening screws (21) of the sealing flange to the stated torque.(See tightening steps and torques in chapter 7.)

Do not use Molykote lubricant on the high pressure fuel pipe connectionsurfaces! Molykote G–n plus can be used only on conical sealing surfaces!

CAUTION !

CAUTION !

NOTE !


16 –1116–11

Fig. 16.6.

Before mounting the high pressure fuel pipes, always ensure that the con-nection piece (18) and the sealing flange fastening screws (21) are tight-ened to the stated torque.

8. Mount the high pressure fuel pipe (87) in place. (See Fig. 16.5.) Tightenboth pipe end nuts (17) to bottom by hand. Lubricate the conical sealing surfaceswith Molykote G–n plus and threads with clean engine lubricating oil.

9. Tighten the nuts (17) in both pipe ends to stated torque. (See chapter 7.)

10. Mount the other high pressure fuel pipes (16, 86) using the same proce-dure.

11. Mount the leak fuel pipe (22) to the connection flange (19). Use Loctite542 for thread.

If the fuel injection valve is removed out from the cylinder head,the tightening order is as follows:

1. Tighten first the connection piece (18) close to bottom by hand.

2. Tighten the fuel injection valve to the cylinder head. (See section 16.4.2.3.)

3. Tighten the connection piece (18) as described above.

4. Tighten screws (21) to the stated torque. (See chapter 7.)

5. Tighten the nuts (17) of the high pressure fuel pipe (87) from the fuel accu-mulator to the cylinder head.

NOTE !


16 –12 16–12

16.4. Injection valves

16.4.1. General description

The injection valve is electrically controlled, therefore injection timing can be ad-justed to correspond with each load situation. Electrical injection control pro-vides many possibilities to optimise engine operation. For example injection ad-vance can be selected freely, independent injection pressure from operating speedof the engine, injection parameters can be changed easily in different engine loadsituations (start, increase in load etc.).

The function of the fuel injection valve is to inject the correct amount of fuel intothe combustion chamber at the correct time.

The fuel injection valve consists of the following components: (See Fig. 16.7.)

27

32

3126

33

30

9829

34

35

28

97

69

163702P

Solenoid valve (26)Shuttle valve (27)Injection nozzle (28)Piston (29)Pressure holding valve (30)Clamping flange (31)Shuttle valve block (32)Top nut (33)Nozzle nut (34)Transfer block (35)Fuel inlet (69)Inlet block (97)O–rings (98)

Fig. 16.7. Fuel injection valve

The fuel is supplied to the fuel injection valve via a high pressure pipe throughthe cylinder head. The high pressure pipe is sealed to the injection valve with aconical sealing.


16 –1316–13

At the start of the injection stage, the solenoid valve of the control valve is acti-vated electrically and hydraulic pressure acts upon the shuttle valve. When theshuttle valve is completely open the fuel pressure effects are applied to the injec-tion nozzle. The pressure drops behind the piston and needle opens.

16.4.2. Maintenance of fuel injection valve

Maintenance of the injection valve consists of removing and mounting of the in-jection valve, testing and changing the fuel nozzle.

37

36

25

31 39

38

18164002P

Connection piece (18)Sleeve (25)Clamping flange (31)Fastening nut (36)Solenoid cable fastening nuts (37)Control oil pipe (38)Cooling oil pipe (39)

Fig. 16.8. Fuel injection valve connections

A high pressure oil spray from any broken or leaking connectionof a high pressure injection pipe or control oil pipe may cause seri-ous injuries.

CAUTION !


16 –14 16–14

16.4.2.1. Removing the fuel injection valveBefore starting any maintenance work, carry out the preparation works describedin section 16.3.2.1.

Ensure that the cooling and control oil pipelines are not pressur-ised!

Ensure that the electricity supply is disconnected!

6. Remove the Hot Box cover.

7. Remove the rocker arm casing by using a crane for lifting.

8. Remove the solenoid valve wiring by loosening the fastening nuts (37).(See Fig. 16.8.)

9. Remove the cooling oil (39) and control oil pipes (38).

10. Remove the connection piece (18). (See section 16.3.2. Maintenance ofhigh pressure fuel pipes.)

11. Remove the fastening nuts (36) of the clamping flange and sleeves (25).

12. Mount the lifting tool (831008) in place. (See Fig. 16.9.)

13. Lift the injection valve carefully out using a crane.

831008

164103P.ai

In–line engines V–engines

Fig. 16.9. Lifting the fuel injection valve

CAUTION !

CAUTION !


16 –1516–15

If too much force has to be used, there is a risk of the stainlesssleeve of the cylinder head coming loose. In such a case, the posi-tion of this sleeve must be checked!

Protect the fuel, control oil and cooling oil inlet holes of the injectionvalve and the bore in the cylinder head from damage or ingress of dirt!

16.4.2.2. Changing of fuel injection nozzle1. Mount the injection valve to the mounting bracket (846601).

When assembling any components of the injection valve, the connectionsurfaces must be checked for any damage and cleanliness. Check also thecondition of the pins.

2. Open nozzle nut (34) with the tool (806054). (See Fig. 16.7.)

3. Remove both the nozzle (28) and the transfer block (35) at the same time.

4. Check visually the piston (29), spring and the push rod.

5. Remove the nozzle (28) from the transfer block (35).

6. Remove the injection valve from the mounting bracket and set the injec-tion valve to nozzle up direction.

7. Mount the piston (29), spring and the push rod back in place.

8. Mount the transfer block (35) in place. Check the condition of the pins andthat the connection surfaces are clean and undamaged!

9. Mount the new injection nozzle in place. Check the condition of the pins andthat the connection surfaces are clean and undamaged!

10. Mount the nozzle nut (34) in place by hand.

Use Molykote G–n plus on thread.

11. Tighten the nozzle nut to the stated torque. (See chapter 7.)

16.4.2.3. Mounting of fuel injection valve1. Check that the bottom of the stainless sleeve in the cylinder head is clean.If necessary, clean or lap the surface. If lapping is necessary, the cylinder headmust be lifted off. Use a special steel washer and fine lapping compound for lap-ping. The injection valve seals directly to the bottom of the stainless sleeve. (Seesections 12.2.2. and 12.2.3. for removing and mounting the cylinder head.)

2. Renew the o–rings of the injection valve. Lubricate the injection valve withclean engine oil.

CAUTION !

NOTE !

NOTE !

NOTE !


16 –16 16–16

3. Mount the lifting tool in place.

4. Lift carefully the injection valve into the cylinder head bore.

5. Mount the connection piece (18) into the cylinder head by hand. (See Fig.16.8.)

Use Molykote G–rapid on thread and sealing cone.

6. Mount the sleeves (25) and fastening nuts (36).

7. Tighten the fastening nuts (36) of the clamping flange to the stated torque.Follow the tightening order. (See chapter 7.)

8. Tighten the connection piece to the stated torque. (See section 16.3.2.“Maintenance of high pressure fuel pipes” and chapter 7.)

9. Mount the control and cooling oil pipes (38, 39).

10. Mount the solenoid valve wires and tighten the nuts (37) to the statedtorque. (See chapter 7.)

Ensure that the power supply is disconnected!

11. Lift and mount the rocker arm casing by using a crane for lifting.

12. Mount the Hot Box cover in place.

13. Reconnect the power supply upon completion.

16.5. Testing of fuel injectors

16.5.1. Checking the maximum needle lift of thenozzle

The needle lift of the nozzle is the sum of measurements A and B in Fig. 16.10.If the wear B exceeds 0,05 mm, the nozzle holder can be sent to the enginemanufacturer for reconditioning. If total lift exceeds the limit value given inchapter 6. and the nozzle has already been reconditioned once, the nozzle shouldbe renewed.

NOTE !

CAUTION !


16 –1716–17

B

A

163901P

Fig. 16.10. Checking the maximum needle lift of the nozzle

16.6. Accumulator

The function of the accumulator is to act as a high pressure fuel storage tank fromwhere fuel is supplied to the injection valves.

There are two types of accumulators, with and without a Start up and Safety Valve(SSV).

The accumulator consists of the following components (see Fig. 16.11.):


16 –18 16–18

43

42

44

41

40

45163502P

with SSV without SSV

Fig. 16.11. Accumulator

Bottom cap (40)Steel tube (41)Top cap (42)Flow fuse (43) Leakage indication ring (44)SSV assembly (45)

The purpose of the Rail Accumulators is to minimise the pressure impulsescaused by the reciprocating action of the fuel pumps.

The fuel is supplied to the accumulator through entry holes in the base. The fuelis supplied from the accumulator to the injection valve via the flow fuse on thetop cover of the accumulator. The flow fuse acts as a limiter in fault situationsand prevents uncontrolled fuel flow to the injection valve and cylinder. The flowfuse is a spring loaded piston which moves inside the casing. This movement iscaused by the fuel flow. If the fuel flow continues for long enough the piston willreach a maximum position and prevent the fuel flow to the injection valve. A mal-function of the flow fuse can be observed by the reduction of the cylinder ex-haust gas temperature.

The accumulator is equipped with a leakage indication ring (44). (See Fig. 16.11.)Leakage detection is described in section 16.6.1.

16.6.1. Leakage detection Each leakage indication ring (44) is connected to the leak detection system. (SeeFig. 16.12.)

If a leakage appears, it causes an alarm in the leak detection system and it can beeasily localised by checking which one of the control bars (93) sticks out fromthe leakage indication ring.


16 –1916–19

93

44

165102p.ai

Fig. 16.12.

When the leakage has been repaired, the control bar sticking out has to be pushedback in.

16.6.2. Accumulator maintenance

Maintenance of the accumulator (without SSV) consists of complete replacementand (with SSV) complete replacement of SSV, changing of the solenoid valve andchanging of the air bottle for the SSV.


16 –20 16–20

87

51

48

87

49

50

46

47 86

86

1699164302P

Fig. 16.13. Accumulator connections

16.6.2.1. Removing the accumulatorBefore starting any maintenance work, carry out the preparation works describedin section 16.3.2.1.

Ensure that fuel injection pipeline is not pressurised!A high pressure fuel oil spray from any broken or leaking connec-tion of a high pressure injection pipe may cause serious injuries.Always tighten all components to the correct torque.

Ensure that the power supply is disconnected if the accumulatoris equipped with an SSV!

1. Remove the high pressure fuel pipes (16, 86 and 87) from the accumulator.See Fig. 16.13. and section 16.3.2. “Maintenance of high pressure fuel pipes”.

2. Remove the solenoid valve wire and the control oil pipe (99) if the accumu-lator is equipped with an SSV.

3. Remove the drain pipe (50).

4. Remove the low pressure fuel pipe bracket (48).

5. Remove the fuel return pipe (49).

CAUTION !

CAUTION !


16 –2116–21

6. Mount the lifting tool (831009) on the accumulator. (See Fig. 16.14.) Inin–line engines an eye–bolt screw (831005) can be used with accumulators hav-ing no SSV.

831009

V–engines

In–line engines

164502P

Fig. 16.14. Lifting the accumulator

7. Remove the fastening screws (51) of the accumulator. (See Fig. 16.13.)

8. Lift out the accumulator onto the mounting bracket using a lifting crane.


16.6.2.2. Mounting the accumulator

Clean and check all parts before mounting. Check the connection sur-faces for any damages and cleanliness.

1. Mount the lifting tool (831009) (or 831005) in place. (See Fig. 16.14.)

2. Lift the accumulator into position by using the lifting crane.

3. Mount the fastening screws (51) of the accumulator and tighten to the statedtorque. (See Fig. 16.13. and chapter 7.)


NOTE !


16 –22 16–22

5. Mount the fuel return pipe (49) in place.

6. Mount the low pressure fuel pipe bracket (48) in place.

7. Mount the drain pipe (50) in place.

8. Mount the solenoid valve wire and control oil pipe (99) if the accumulatoris equipped with an SSV.

9. Mount the high pressure fuel pipes (16, 86 and 87) to the accumulator. Seesection 16.3.2. “Maintenance of high pressure fuel pipes”.

10. Reconnect the power supply upon completion if the accumulator isequipped with an SSV.

16.7. Start up and safety valve (SSV) The function of SSV is to secure fuel circulation in the preheating stage and re-lease the pressure from the fuel rail when the engine is stopped. The SSV func-tions also as a mechanical safety valve of the fuel rail.

The SSV consists of the following components (see Fig. 16.15.):

55

62

63

56

59 24

23

58

60

54

53

61

57

52

100 102

101

163602P

Air bottle cap (23)O–ring (24)SSV housing (52)Main valve (53)Mechanical safety valve (54)SSV air bottle (55)Solenoid valve (56)Outlet line (57)Oil space (58)Fastening nut of solenoid valve (59)Fastening screw of SSV valve (60)High pressure sealing surface (61)O–ring (62)Backing ring (63)SSV top cap fastening screws (100)Piston seals (101)SSV top cap (102)

Fig. 16.15. Start–up and safety valve (SSV) with air bottle

The start–up and safety valve (SSV) is electric hydraulically controlled. Duringengine start the solenoid valve (56) is activated thus causing an increase of hy-draulic pressure in the SSV oil space (58) and the main valve (53) closes the fuelentry to the outlet line (57).


16 –2316–23

The spring loaded mechanical safety valve (54) opens when the fuel rail pressureexceeds the set value.

The SSV air bottle (55) ensures that the pressure drop takes place fast when theSSV opens, it also reduces the pressure shock on the outlet side.

16.7.1. Maintenance of the SSV

Maintenance work consists of removing and mounting the SSV and replacing theSSV air bottle, solenoid valve and SSV assembly (containing SSV top cap, me-chanical safety valve and main valve).

16.7.1.1. Removing the SSVBefore starting any maintenance work, carry out the preparation works describedin section 16.3.2.1.

Ensure that the control oil system is not pressurised and that thepower supply is disconnected.

The SSV can be dismantled and the solenoid valve and SSV air bottle re-moved without removing the complete SSV. (See sections 16.7.1.2.,16.7.1.3. and 16.7.1.4.)

1. Disconnect the power supply if connected.

2. Remove the solenoid valve wire.

3. Remove the fuel return pipe (49) and the clamping ring nuts (47) of theair bottle. (See Fig. 16.13.)

4. Remove the leak pipe (46) and control oil pipe (99).

5. Remove the fastening screws (60) of the SSV. (See Fig. 16.15.)

6. Lift the SSV out from the accumulator.

16.7.1.2. Dismantling and assembling the SSV

Dismantling the SSV1. Remove the solenoid valve wire,

2. Remove the solenoid valve (56)

3. Remove the SSV top cap fastening screws (100).

4. Lift the SSV top cap (102) off, the inner parts of the SSV will follow.

Assembling the SSV1. Check that the sealing surface (53) of the main valve is in good condition.(See Fig. 16.15.)

CAUTION !

NOTE !


16 –24 16–24

2. Check that the piston seals (101) are in good condition. Lubricate with cleanengine oil.

3. Assemble the SSV top cap (102) with inner parts back in place.

4. Tighten the fastening screws (100). See tightening torque in chapter 7.)

5. Fasten the solenoid valve. See tightening torque in chapter 7.)

6. Mount the solenoid valve wire in place.

16.7.1.3. Replacing the solenoid valve without removing thecomplete SSV

1. Disconnect the power supply if connected.

2. Remove the solenoid valve wire.

3. Loosen the fastening nut (59) of the solenoid valve. (See Fig. 16.15.)

4. Mount the new solenoid valve (56). Use clean engine oil on thread.

5. Tighten the fastening nut (59) to the stated torque. (See chapter 7.)


16.7.1.4. Replacing the SSV air bottle without removing thecomplete SSV

Ensure that fuel injection pipeline is not pressurized.A high pressure fuel oil spray from any broken or leaking connec-tion of a high pressure injection pipe may cause serious injuries.

1. Remove the fuel return pipe (49) and the clamping ring nuts (47) of theair bottle. (See Fig. 16.13.)

2. Remove the air bottle (55) by opening the air bottle cap (23). (See Fig. 16.15.)Check the connection surfaces and sealings for any damages and cleanliness.

Use clean engine oil on threads when assembling.

3. Tighten the new air bottle (55) to SSV housing with o–ring (62) and backingring (63) fitted. See tightening torque in chapter 7.

4. Tighten the air bottle cap (23) to the stated torque (see chapter 7.) ensuringthat the assembly of air bottle (55) does not loosen.

5. Mount the fuel return pipe (49) and the clamping ring nuts (47) of the airbottle.

6. Tighten the clamping ring nuts (47) to the stated torque. (See Fig. 16.13.and chapter 7.)

CAUTION !

NOTE !


16 –2516–25

16.7.1.5. Mounting the SSV

Check the connection surfaces and sealings for any damages and cleanli-ness.

1. Mount the new SSV onto the accumulator. Check especially the high pres-sure sealing surface (61) from both sides (SSV/accumulator). (See Fig. 16.15.)

2. Tighten the fastening screws (60) to the stated torque. Follow the tighteningorder and use correct lubricant. (See tightening instructions in chapter 7.)

3. Mount the leak pipe (46) in place. (See Fig. 16.13.)

4. Mount the fuel return pipe (49) and the clamping ring nuts (47) of the airbottle.

5. Tighten the clamping ring nuts (47) to the stated torque. (See Fig. 16.13.and chapter 7.) Use clean engine oil on threads.


Ensure that the power supply is disconnected!

7. Reconnect the power supply upon completion.

NOTE !

CAUTION !


16 –26 16–26


Fuel system 17 46 02 30

17 –117–1

17. Fuel system

17.1. General description

The engine is designed for continuous heavy fuel duty. It can be started andstopped on heavy fuel provided that fuel is heated to the correct operating temper-ature.

If running on Heavy Fuel Oil (HFO) it is recommended to change over toLight Fuel Oil (LFO) before stopping the engine.

Only the internal fuel system is described in this manual. Fuel treatment systembefore the engine, see separate instructions.

Instrumentation on engine

Fig. 17.1. shows an example of an internal fuel system. The installation specificdrawing of the internal fuel system can be found in “Technical documents”.

NOTE !

Fuel system17 46 02 30

17 –2 17–2

PIPE CONNECTIONS

101 LP–FUEL INLET

102 LP–FUEL RETURN OUTLET (TO MIXING TANK)

103 CLEAN FUEL LEAKAGE (TO PRESSURELESS TANK)

SYSTEM COMPONENTS

1 FLOW CONTROL VALVE

2 FUEL PUMP

3 ACCUMULATOR

4 INJECTION VALVE 8 3–WAY VALVE

7

PRESSURE CONTROL VALVE

14 SSV VOLUME

5 START–UP AND SAFETY VALVE (SSV) 9 LEAKAGE SENSOR (WASTE)

10

CONTROL OIL PUMP 11 PRESSURE RELIEF VALVE

12 LUBRICATING OIL SUMP

104

103

101

102

712

8

9

12 11

14

1

2

3

4

7

10

6

D B

5

104 DIRTY FUEL LEAKAGE

712 CONTROL OIL INLET

C

6 LEAKAGE SENSOR (CLEAN)

In V–engines there are connections 103 and 104 on both banks (B–bank not shown in the picture)

170103P

Fig. 17.1. An example of the internal fuel system

Pressure monitoringThe pressure sensor (B) connected to the fuel supply line indicates the fuel pres-sure before the fuel pumps. (See Fig. 17.1.) The pressure sensor is fitted for re-mote indication and alarms.

The pressure sensor (C), connected to the 3–way valve, indicates that the 3–wayvalve is in correct position. The pressure sensor is connected to the alarm system.

The pressure sensor should not indicate any pressure when the engine isrunning!

Temperature monitoringA pt100 sensor (D) fitted on the fuel supply line indicates the fuel temperaturebefore the fuel pumps.

Leak fuel monitoringLeaking fuel from the injection system is collected in separate leak fuel pipesfrom fuel pumps, high pressure pipes (accumulator, alarm) and fuel injection

NOTE !


17 –317–3

valves on the hot box. The leak fuel is divided in three sections to collect the nor-mal backflow from pumps and injectors and the possible leak from the injectionpipes.

Leaking fuel from the fuel injection valves is led to the mixing tank and back tocirculation, while leaking fuel from fuel pumps and high pressure pipes is led tothe pressureless tank.

Leaking fuel can be reused after special handling.

Leakage sensor (6) on the leak fuel outlet pipe monitors the leakage and gives analarm from a leak in an injection pipe. Another leakage sensor (9) gives an alarmfrom a separate leakage pipe system leading from the top level of the engine col-lecting waste oil, –fuel or –water which is leaking e.g. when overhauling the en-gine.

Pressure regulatingA separate pressure control valve (10) is fitted to the fuel outlet pipe to regulatethe fuel pressure and to keep the pressure constant when running on variable load.

17.2. Maintenance of fuel system

When working with the fuel system, always observe the utmost cleanliness.Pipes, tanks, and the fuel treatment equipment such as pumps, filters, heaters andviscosimeters, included in the engine delivery or not, should be carefully cleanedbefore put into use.

The fuel should always be purified and in heavy fuel oil operation a fine filter isrequired in the fuel treatment system.

For maintenance of the fuel treatment equipment, see separate instructions.

17.2.1. Draining of fuel system

Because the fuel volume in the supply line is relatively high, it is recommendedto use control air pressure to blow out the fuel from the supply pipes to a suitabletank when overhauling the fuel pumps or supply lines.

PIPE CONNECTIONS

101 LP–FUEL INLET

102 LP–FUEL RETURN OUTLET

PRESSURE CONTROL VALVE10

101

102 10

7 bar

170201p

Close

Fig. 17.2.


17 –4 17–4

The pressure control valve (10) has to be adjusted so that the air pressure will openit.

Blow the system about 10–15 minutes to be sure that all fuel has come out.

17.2.2. Venting of fuel systemAfter starting the fuel feed pumps, circulate the fuel in the engine system and turnthe engine simultaneously with the turning gear. Normally, air is vented out with-out any other procedure.

Venting of filters and other instrumentation according to separate instructions.

17.2.3. Adjustment of pressure control valve

13

12

170301P

Fig. 17.3. Adjustment of the pressure control valve

Check the adjustment at the intervals recommended in chapter 4. Adjust the valveat the normal operating temperature with an idling engine.

All pressures mentioned in the instructions refer to the readings at the pressuregauge in the instrument panel of the engine.

To adjust the pressure, turn the adjusting screw (13) (Fig. 17.3.) of the pressurecontrol valve clockwise to achieve higher pressure, counter–clockwise toachieve lower pressure.

1. Preadjustment Raise the pressure in system by closing the control valve (10) slowly. Adjust the booster pump pressure to 12 bar. (The booster pump is an installationequipment, it is not mounted on the engine.)

2. Adjustment Open the pressure control valve and adjust the pressure to the stated level. Seechapter 1.


17 –517–5

The lock nut (12) for the adjusting screw (13) also acts as a seal andtherefore some leakage can occur while regulating the valve.

17.3. Low pressure system (preheating system)Preheating is needed to achieve correct viscosity of heavy fuel when the engineis started and stopped.

The fuel system preheating proceeds as follows:

− The low pressure system has a normal fuel circulation.

− The flow control valve (FCV) of one fuel pump is opened 100% by WECS.

− The low pressure fuel flows through the fuel pump to accumulator.

− From the accumulator the flow continues in the rail to the nearest accumulatorwhich is equipped with a Start–up and Safety Valve (SSV).

− From the SSV fuel flows to the 3–way valve (the SSV is open because thereis no control oil pressure).

− The 3–way valve (controlled by control oil) leads the fuel flow back to mixingtank and further back to circulation.

− The circulation sequence continues to the next fuel pumps as long as the fuelsystem is warm. The WECS controls the preheating process.

The circulation is always activated when the engine is stopped and instand–by mode!

17.4. Control oil systemThe control oil in a Common rail engine controls the fuel injection valves, SSVsand 3–way valves. Control oil (which is engine lubricating oil) is pressurized withan engine driven oil pump in the free end of the engine.

From the pump oil is led to a control oil rail. From the rail oil flows separatelyto each fuel injection valve and to SSVs and 3–way valves.

A Common rail engine needs the control oil pressure to operate, thereforethe control oil pressure has to raise rapidly on a start up situation. The oil pressure in the control oil system is stated in section 1.2.

17.5. Control oil pump

17.5.1. General descriptionThe pump is adjustable volume flow pump which adjusts the oil pressure toconstant 225 bar. The pump is driven by the engine and it is located in the free

NOTE !

NOTE !

NOTE !


17 –6 17–6

end of the engine. On the suction side of the pump there is an automatic filter tomaintain adequate cleanness of control oil.

The supply pressure is adjusted with adjusting screw (17) on the pressure adjust-ing unit (18). (See Fig. 17.4.)

Do not adjust the other screw!

18

17

20

19

170401P

Fig. 17.4. Control oil pump

17.5.2. Maintenance of control oil pump

The maintenance consists of removing and mounting of the complete pump andreplacing or checking the condition of pressure adjusting unit.

NOTE !


17 –717–7

23

22

24

21

31170502P

Fig. 17.5. Control oil pump connections

29

3027

28

26

25

170702P

Fig. 17.6. Removing of control oil pump


17 –8 17–8

17.5.3. Removing of control oil pumpBefore commencing any work with the control oil system proceed as follows:

1. Stop the engine.


Ensure that the control oil system is not pressurized!

When working with the high pressure systems, work must alwaysbe carried out safely and with all due care.

3. Remove the oil pipes (21, 22, 23, 24 and 31). (See Fig. 17.5.)

4. Remove the plugs (25). (See Fig. 17.6.)

5. Remove the fastening screw (27) of the shaft coupling (28) with tool (26) viathe plug holes.

6. Remove the fastening nuts (29) of the oil pump.

7. Pull the pump out carefully.

Do not damage the connection surfaces of the shaft coupling!

8. Check the condition of gaskets and parts. Clean carefully.

17.5.4. Mounting of control oil pump

Lubricate the gaskets before mounting!

1. Mount carefully the oil pump in place. Do not damage the connection sur-faces of the shaft coupling.

2. Tighten the fastening nuts (29) of the oil pump. (See Fig. 17.6.) Check thecorrect position of the shaft coupling.

3. Tighten the fastening screw (27) of the shaft coupling (28) with tool (26) viathe plug holes.

4. Tighten the plugs (25) in place.

5. Mount the oil pipes (21, 22, 23, 24 and 31) in place.

17.5.5. Replacing or checking the condition of pres-sure adjusting unit1. Remove the fastening screws (19) of the pressure adjusting unit (18). (SeeFig. 17.4.)

CAUTION !

CAUTION !

NOTE !

NOTE !


17 –917–9

2. Remove the adjusting unit.

3. Check the condition of gaskets (20), replace if worn or damaged.

4. Clean all parts carefully. Especially the holes inside the unit.

5. Mount new adjusting unit and gaskets in place. Lubricate the gaskets beforemounting.

6. Tighten the fastening screws (19) crosswise.

17.6. Control devices for fuel system

17.6.1. Pressure relief valve

The pressure relief valve (30) (see Fig. 17.6.) controls the oil pressure of the con-trol oil system. If the oil pressure rises over the set point, the valve opens and oilflows from the pressure side of the oil pump back to the engine oil sump.

The set point of the pressure relief valve is 10% higher than the normal pressureof the control oil system. (See section 1.2.)

170801P

Fig. 17.7. Pressure relief valve of the control oil pump


17 –10 17–10


Lubricating oil system 18 46 02 30

18 –118–1

18. Lubricating oil system

18.1. Description

The engine is lubricated by a dry sump oil system where oil is mainly treated out-side the engine by continuous separating.

The main functions for the oil lubrication are preventing metal to metal contactat the bearing surfaces, heat transfer and cleaning. Various auxiliary devices guar-antee that oil lubrication is first–rate in all circumstances.

Fig. 18.1. shows an example of an internal lubricating oil system. The locationof the system components depend on the installation. To find the installation specific lubricating oil system drawing, see ”Techni-cal documents”.

The system components outside the engine are not handled in this manual.

Lubricating oil system18 46 02 30

18 –2 18–2

Fig. 18.1. Example of an internal lubricating oil system

System components: Electrical instruments:01 Oil sump PSZ201 Lub.oil inlet pressure02 Centrifugal filter (optional) PT201 Lub.oil inlet pressure03 Sampling cock TE201 Lub.oil inlet temp.04 Running–in filter TE700 ... Main bearing temp.05 Turbine (optional)06 Compressor (optional)07 Crankcase breather08 Lubricating oil main pump (optional)09 Pressure control valve (optional)

Pipe connections:201 Lub.oil inlet PI Manometer202 Lub.oil outlet TI Thermometer204 Lub.oil from engine driven pump217 Lub.oil to generator bearing (optional)218 Lub.oil from generator bearing (optional)701(A,B) Crankcase air ventX(A,B) Condensate water drainY Intermediate gear wheelsZ(A,B) Lub.oil to valve gear, cam shaft, injection pumps etc.

− The oil pump takes suction from the system oil tank and discharges oil underpressure to the cooler.

− The pressure regulating valve (09), having a control pressure connection, con-trols the oil pressure going to the engine.


18 –318–3

18.1.1. The engine lubricating oil circuit

After coming to the distributing pipe at the bottom of the oil sump, the oil circuitis as follows:

To the piston

Gudgeon pin bearings

Up through theconnecting rod

Connecting rod bearings

Through the crankshaft

Main bearings

Up through the hydraulic jacks

Distributing pipe at the bottom ofthe oil sump

Fig. 18.2.

Lubrication oil is led to the piston through the bored passages in the gudgeon pinand piston skirt up to the cooling space. Part of the lubrication oil is led out fromthe piston skirt through the special nozzles to the cylinder liner forming an oil filmbetween the piston and the cylinder liner surfaces.


18 –4 18–4

Nozzle to lubricate theliner

Lube oil flow in pis-ton

Fig. 18.3.

From the cylinder liner the oil collects in the oil sump from where it flows freelyback to the system oil tank.

Lubrication of special pointsThe lubrication oil system in the engine incorporates pipes which supply lubri-cant to the most important operation points. Pipes are situated in 46–engines onboth ends where the oil is led or sprayed to various points.


18 –518–5

From the flywheel end oil is led to:

1. Governor drive bearings2. Governor drive gears3. Camshaft thrust bearings4. Intermediate gears5. Bearings of interm. gears6. Turbochargers (if equipped with plain bearings and situated in driving end)

Fig. 18.4.


18 –6 18–6

From the free end oil is led to:

Camshaft bearings, tappets,valve mechanisms and fuel pumps.Turbochargers, if equipped with plain bearingsand situated in the free end.

Fig. 18.5.

The speed governor and the turbocharger (if equipped with ball and roll-er bearings) have their own oil systems, see separate instruction books.

NOTE !


18 –718–7

18.1.2. General maintenance

Use only high quality oils approved by engine manufacturer according to section2.2.

Utmost cleanliness should be observed when treating the lubricat-ing oil system. Dirt, metal particles and similar may cause seriousbearing damage. When dismantling pipes or components fromthe system, cover all openings with blank gaskets, tape or cleanrags. When storing and transporting oil, take care to prevent dirtand foreign matters from entering the oil. When refilling oil, usea screen.

18.2. Lubricating oil pressure regulating valve

18.2.1. Description

The lubricating oil system is equipped with a pressure regulating valve to keepthe oil pressure constant in the lubricating oil feed pipe under variable conditions(pressure changes after feed pump; pressure drop changes in coolers and filtersetc.) (See Fig. 18.6.)

CAUTION !


18 –8 18–8

Pressure regulating valve

Fig. 18.6.

The feed oil pressure affects through the choke (3) also in the spring chamber (5)to the back side of the main regulating piston (4) thus demanding less spring pow-er to keep the valve closed. (See Fig. 18.7.) The feed pressure is also led to thepilot control piston (2). When the control pressure reaches the preadjusted value,the pilot control piston opens and releases the pressure in spring chamber (5).

The pressure drop in chamber (5) makes the feed oil pressure open the main regu-lating piston by the same reducing the feed pressure.

The set point is adjusted by the engine manufacturer but can be readjustedif necessary by operating the adjusting screw (10); clockwise to increase the pres-sure and counterclockwise to decrease the pressure. Note section 6.1. for correctset values.


18 –918–9

TO THE CRANKCASE

OIL IN

CONTROL OILPRESSURE

Fig. 18.7.

18.2.2. Maintenance

1. Dismantle all moving parts. Check them for wear and replace worn or dam-aged parts with new ones.

2. Clean the valve carefully.

3. Check that the components do not stick.

4. After re–assembling, check that piston (4) closes properly (especially ifsome components have been replaced with new ones).


18 –10 18–10

18.3. Centrifugal filter

The engine is provided with a by–pass filter of centrifugal type as a complementto the main filter. The main purpose of this filter is to indicate the quality of thelubricating oil.

Fig. 18.8.

The filter comprises a housing (12) containing a hardened steel spindle (2) onwhich a dynamical balanced rotor unit (3) is free to rotate. Oil flows through thehousing, up to the central spindle into the rotor. The rotor comprises two compart-ments, a cleaning chamber and a driving chamber. Oil flows from the central tube(13) into the upper part of the rotor, where it is subjected to a high centrifugalforce, and dirt is deposited on the walls of the rotor in the form of heavy sludge.

Oil then passes from the cleaning compartment into the driving compartmentformed by the stand–tube (11) and the lower part of the rotor (4), which carriestwo driving nozzles. The flow of clean oil through the nozzles provides a drivingtorque to the rotor and oil returns through the filter housing to the engine oil sump.


18 –1118–11

18.3.1. Cleaning

It is very important to clean the filter regularly (chapter 04) as it collects consider-able quantities of dirt and thus unloads the main filter.

If it is found that the filter has collected the maximum quantity of dirt(the dirt deposit is 25mm thick) at the recommended cleaning intervals, itshould be cleaned more frequently.

Clean the filter as follows, the engine being out of operation:

1. Close the valve (15) in the supply line.

2. Open the nut of the clamp and slacken the cover clamp (7). Unscrew the cov-er nut (1) and lift off the filter body cover (8).

3. Lift off the rotor assembly from the spindle (2) and drain oil from the nozzles(on the bottom of the rotor assembly) before removing the rotor from the filterbody. Hold the rotor body and unscrew the rotor cover jacking nut (9), then sepa-rate the rotor cover (3) from the rotor body (4).

4. Remove sludge from the inside of the rotor cover and body by means of awooden spatula or suitably shaped piece of wood and wipe clean. Remove thestandtube and clean it.

5. Ensure that all rotator components are thoroughly cleaned and free fromdirt deposits.

6. Clean out the nozzles with brass wire and compressed air. Examine the topand bottom bearings in the tube assembly to ensure that they are free from damageof excessive wear. Examine the O–ring (5) for damage. Renew, if necessary.

7. Re–assemble the rotor complete in opposite order. Ensure that the alignmentpins (6) in joint face body align with the holes in the cover and that the standtubefits correctly in the rotor base.

8. Examine the spindle journals to ensure that they are free from damage orexcessive wear. Examine the O–ring (14) for damage. Renew, if necessary.

9. Replace rotor on to spindle ensuring rotor revolves freely and replace bodycover. Tighten the cover nut by hand and refit safety cover. Tighten the filter coverclamp (7).

See maintenance instruction also from separate instruction book. Mainte-nance instructions should be also on the filter cover.

NOTE !

NOTE !


18 –12 18–12

18.4. Running–in filter

A new engine is provided with running–in filters situated in the lubricating oildelivery pipes in both ends of the engine (see figures 18.4. and 18.5., the running–in filters marked with grey) and in the crankcase under the main bearings. Thefilters have to be used for 100–500 h. This includes the testing at the enginemanufacturer and on site. Therefore the filters have usually been taken off by theinstalling personnel.

It is also recommended to use running–in filters after certain operations, such asmajor engine repairs or installation oil system maintenance or repair.

Flange (17) (see Fig. 18.9.) has to be used when a running–in filter is installed.When the filter is removed the flange has to be removed as well.

The minimum operating time of a running–in filter is 100h and maxi-mum 500h. Change the insert (16) within this time.

Fig. 18.9.

18.5. Engine driven lubricating oil pump

The lubricating oil pump is a three–rotor screw pump and it is driven by the gearmechanism at the free end of the engine.

NOTE !


18 –1318–13

1.

2.

Fig. 18.10.

1. Lubricating oil pump2. Centrifugal filter (optional)

18.5.1. Oil pump maintenanceCheck the oil pump at the intervals stated in chapter 4. If oil leakage occurs, checkthe pump immediately. No outside lubrication is required.

18.5.2. Removing the pump from the engine

1. Acquaint yourself first with the pump manufacturer’s instructions in“Technical documents”.

2. The tool (836046) can be used for lifting the pump as follows:

3. Fasten the lifting lug (28) to the pump (see Fig. 18.11.) and the rail (29) withequipment to the air cooler housing.

4. Fit the bracket (30) between the pump and the rail and adjust the lift heightwith the adjusting nut of the fastener (31).


18 –14 18–14

5. Open the pump fastening screws.

The glide of the rail moves very easily. Make sure that the rail is in a hori-zontal position and that there is nobody in front of the pump when it getsloose from the pump cover. The maximum allowable load of the liftingtool is 650kg.

Fig. 18.11.

Removing the driving gear

6. Loosen all screws (4) a few turns. (See Fig. 18.12.)

7. Remove the screws adjacent to the threaded holes and screw them into theseholes to press off the outer ring. The connection is then released.

8. Remove the jack screws first after the locking assembly has been taken offfrom the hub.

Instructions for dismantling and assembling the pump, see separate oilpump manual in “Technical documents”.

18.5.3. Mounting the pump to the engine

Assembling the driving gear

1. Clean and oil slightly all contact surfaces, including the threads and screwhead bearing surfaces.

2. Tighten the locking screws (4) lightly and align the hub. Check that the gearwheel (2) is in the right position.

NOTE !


18 –1518–15

Fig. 18.12.

3. Tighten the screws (4) evenly in diametrically opposite sequence in two orthree stages to the correct torque (see chapter 7.). If the gear wheel (2) has beenchanged, check the backlash after mounting the pump on the engine. (See chapter6.)

4. Use the lifting tool (836046) as shown in Fig. 18.11. when assembling thepump back to the engine.


18 –16 18–16


Cooling water system 19 46 02 30

19 –119–1

19. Cooling water system

19.1. Description

The engine is cooled by a closed circuit fresh water system, divided into a hightemperature circuit (HT) and a low temperature circuit (LT).

Fig. 19.1. below shows an example of an internal cooling water system. To findthe installation specific cooling water system drawing see ”Technical docu-ments”.

Cooling water system19 46 02 30

19 –2 19–2

190105v

Fig. 19.1. Example of an internal cooling water system

System components: Pipe connections: 01 Charge air cooler (HT) 401 HT–water inlet 02 Charge air cooler (LT) 402 HT–water outlet 03 Cooling water pump (HT) 404(A,B) HT–water air vent (optional) 406 Water from preheater to HT–circuit (optional) 04 Cooling water pump (LT) 411 HT–water drain (optional) 451 LT–water inlet 06 Turbocharger (if water cooled) 452 LT–water outlet 454(A,B) LT–water air vent

474 LT–water to LT pump475 LT–water from pump

Electrical instruments: (the amount varies in different installations) PT401 HT–water inlet pressure P1 Manometer TE401 HT–water inlet temperature T1 Thermometer TE402(A,B) HT–water outlet temperature TSZ402(A,B) HT–water outlet temperature (optional) PT451 LT–water inlet pressure TE451 LT–water inlet temperature TE452 LT–water outlet temperature


19 –319–3

19.1.1. HT–circuit

190204v

Fig. 19.2. Cooling water connections

401 HT–water inlet 451 LT–water inlet402 HT–water outlet 452 LT–water outletHT = Charge air cooler, HT–sideLT = Charge air cooler, LT–side

The HT–circuit cools the cylinders, cylinder heads, charge air and turbochargers(except TPL–type turbochargers, which are not water cooled).

From the pump water flows to the distributing duct which is cast in the engineblock. From the distributing ducts, water flows through the cooling water boresin the cylinder liners and continues to the cylinder heads. In the cylinder head wa-ter is forced by the intermediate deck to flow along the flame plate, around thevalves to the exhaust valve seats and up along the fuel injector sleeve.

From the cylinder head water flows out through a connection piece (1) to the col-lecting pipe (2).

The system outside the engine, see installation.

19.1.2. LT–circuit

(See Fig. 19.2.)

The LT–circuit cools the charge air and the lube oil.

LT–water flows first through the second stage of the charge air cooler, then to thelube oil cooler (separately installed) and through the temperature control valve(separately installed).

The necessary cooling for the LT–water is gained from the central cooler.

The system outside the engine is not handled in this manual.


19 –4 19–4

19.1.3. Venting and pressure control

Venting pipes from chambers (3) of the cylinder and turbocharger cooling systemas well as venting pipes from the charge air coolers are connected to the expansiontank (in the external system) from which expansion pipes are connected to the in-let pipes of the LT– and HT–pumps. A static pressure of 0.7–1.5 bar is requiredbefore the pumps.

Fig. 19.3.

A = Air vent

When the engine is in use , the venting pipes must always be open so thatair can vent from the system.

19.1.4. Preheating

For preheating purposes, a heater circuit with a pump and heater are connectedin the HT circuit before the engine. The non–return valves in the circuit force thewater to flow in the correct direction.

Before starting, the HT circuit is heated up to about 60�C by a separate heat-er. This is of utmost importance when starting and idling on heavy fuel.

19.1.5. Maintenance

The maintenance–including expansion, venting, preheating, pressurizing–should be carried out in strict accordance with the instructions of the enginemanufacturer to obtain a correct and trouble–free installation.

There should be no reason to start maintenance on the cooling water system un-less the temperatures in the oil system or cooling water system start to rise withoutclear reason.

NOTE !


19 –519–5

Normally all inspections and mechanical cleaning of the cooling water systemcomponents are better done at the stated maintenance intervals.

The circulating fresh water should be treated according to the recommendationsin chapter 02 to prevent corrosion and deposits.

If a risk of freezing occurs, drain all of the cooling water spaces. Avoid using newcooling water. Save the discharged water and use it again.

19.1.6. CleaningIn completely closed systems the fouling will be minimal if the cooling water istreated according to our instructions in section 2.3.. Depending on the coolingwater quality and the efficiency of the treatment, the cooling water spaces mayor may not foul over the course of time. Deposits on the cylinder liners, cylinderheads and cooler stacks should be removed as they may disturb the heat transferto the cooling water and thus cause serious damage.

The necessity for cleaning should be examined, especially during the first yearof operation. This may be done by overhauling a cylinder liner and checking forfouling and deposits on the liner and block. The cylinder head cooling waterspaces may be checked by opening the water space plugs on the sides of the cylin-der heads. The turbocharger can be checked through the covers of the water space.

The deposits can be quite varied in structure and consistency. In principle, theycan be removed mechanically and/or chemically as described below. More de-tailed instructions for cleaning the coolers are given in chapter 15.

a) Mechanical cleaningA great deal of the deposits consists of loose sludge and solid particles which canbe brushed and rinsed off with water.

For places where the accessibility is good, e.g. cylinder liners, mechanical clean-ing of considerably harder deposits is effective.

In some cases it is advisable to combine chemical cleaning with a subsequent me-chanical cleaning as the deposits may have dissolved during the chemical treat-ment without having come loose.

b) Chemical cleaningNarrow water spaces (e.g. cylinder heads, coolers) can be cleaned chemically. Attimes, degreasing of the water spaces maybe necessary if the deposits seem to begreasy (see chapter 18).

Deposits consisting of primarily limestone can be easily removed when treatedwith an acid solution. On the other hand, deposits consisting of calcium sulfateand silicates may be hard to remove chemically. The treatment may, however,have a certain dissolving effect which enables the deposits to be brushed off ifthere is access.

On the market, there are a lot of suitable acid based agents (supplied e.g. by thecompanies mentioned in section 2.3.)

The cleaning agents should contain additives (inhibitors) to prevent corrosion ofthe metal surfaces.

Always follow the manufacturer’s instructions to obtain the best result.

After treatment, rinse carefully to remove any residuals from the cleaning agent.Brush the surfaces, if possible. Rinse again with water and further with a sodiumcarbonate solution (washing soda) of 5 % to neutralize possible acid residuals.


19 –6 19–6

19.2. Water pump

The engine driven water pump is a centrifugal pump and it is driven by the gearmechanism at the free end of the engine. The shaft is made of acid resistant steel,with the remaining main components of cast iron.

19.2.1. Water pump maintenance (WD–200)

Check the pump at the intervals stated in chapter 4. If water or oil leakages occur,the drain holes (16) would indicate this. (See Fig. 19.4.) In that case check thepump immediately. The radial shaft sealing (44) prevents oil and the shaft sealing(40) in the pump prevents cooling water from leaking out. In addition to the shaft sealing (40) there is also o–rings (42) and (50) to seal thewater side.

Removing the pump from the engine: 1. Drain water from the pump by removing the plug (82). (See Fig. 19.4.)

2. Loosen the pipes (8) and (9) from the pump.

Fig. 19.4.

3. The tool (836054) can be used for lifting the pump as follows:


19 –719–7

4. Fasten the lifting lug (28) to the pump (see Fig. 19.5.) and the rail (29) withfastener (31) to the air cooler housing.

5. Adjust the lift height with the adjusting nut of the fastener (31).

6. Open the pump fastening screws (7). (See Fig. 19.4.)

The glide of the rail moves very easily. Make sure that the rail is in a hori-zontal position and that there is nobody in front of the pump when it getsloose from the pump cover.

Fig. 19.5.

Removing the driving gear:7. Loosen all screws (43) a few turns. (See Fig. 19.4.)

8. Remove the screws adjacent to the threaded holes and screw them into theseholes to press off the outer ring. The connection is then released.

9. Remove the jack screws first after the locking assembly has been taken offfrom the hub.

Dismantling the water pump:10. Open the lock nuts (61) and remove the suction flange (4). Open the locknuts (67) and remove the pressure chamber (2).

11. Remove the hexagon screw (24) and the washer (25) and then the impeller(3) with an extractor (837001).

12. Open the screws (62) and remove the shaft sealing (40) and the sealingflange (5) together with the ring (41).

13. Remove the screws (66) and the bearing flange (11). Dismantle the bearingpart carefully by drawing the shaft with bearings outwards from the bearinghousing (6).

NOTE !


19 –8 19–8

Mounting the water pump:

1. Assemble the retaining ring (34) and the support ring (36) to the shaft.

2. Warm the bearings (30) and (31) up to +80°C electrically or by clean lubri-cating oil and push them to the shaft.

3. Push the shaft with bearings to the bearing housing (6) by using the tool(846030).

4. Assemble the bearing flange (11) and tighten the screws (66) to stated torqueusing the locking fluid. See chapter 7.

5. Lubricate the radial shaft sealing (44) with oil and assemble it to the bearinghousing the lip of the sealing towards the bearing housing. Use the tool (846031).

6. Assemble the sealing flange (5) and fasten with screws (62).

7. Lubricate the o–ring (42) with soapy water and assemble it with the ring(41) to the sealing flange (5).

8. Lubricate the rubber bellow of the shaft sealing (40) and the shaft withsoapy water and push the shaft sealing to the shaft with the tool (846031).

9. Fasten the impeller (3), washer (25) and hexagon screw (24). Tighten thescrew to stated torque. (See chapter 7.) Loosen the impeller with the extractor(837001). Tighten the impeller finally to the stated torque using the locking fluid.

10. Tighten the studs (60), if loose and the plug (82) to the pressure chamber(2). Assemble it to the bearing housing (6) and tighten the lock nuts (67).

11. Fit the o–ring (50) to the suction flange (4) and tighten the flange to thepressure chamber (2) with nuts (61).

Assembling the driving gear:

1. Clean and oil slightly all contact surfaces, including the threads and screwhead bearing surfaces.

2. Tighten the locking screws (43) lightly and align the hub. Check that the gearwheel is in the right position.

3. Tighten the screws (43) evenly in diametrically opposite sequence in two orthree stages to the correct torque. (See chapter 7. ) If the gear wheel has beenchanged, check the backlash after mounting the pump on the engine. (See chapter6.)

4. Use lifting tool (836054) as shown in Fig. 19.5. when assembling the pumpback to the engine.

5. Fit the pump carefully to its place and fasten with screws (7). Reassemblepipes (8) and (9).

Exhaust system 20 46 02 30

20 –120–1

20. Exhaust system

20.1. Description

20.1.1. SPEX–piping

The ”SPEX” exhaust system is a combination of a pulse system and a constantpressure system retaining the kinetic energy of exhaust gases in a simple constantpressure–type exhaust pipe.

Exhaust gases from each cylinder are led into two common exhaust manifoldsconnected to the turbochargers. Pipe sections are provided with bellows in eachend to avoid thermal deformation.

The complete exhaust system is enclosed by an insulation box built up of sand-wich steel sheets, flexibly mounted to the engine structure.

200102v

Fig. 20.1.

Exhaust system20 46 02 30

20 –2 20–2

20.2. Maintenance

20.2.1. Change of expansion bellows1. Remove the necessary parts (2) of the insulation box. (See Fig. 20.1.)

2. Open the flange screws (6) of the expansion bellows (5) in question and re-move the bellows.

When fitting new bellows:3. Check that the exhaust pipe flanges are parallel and positioned on the samecenter line to avoid lateral forces on the bellows.

4. Check the correct tightening torques for the flange connections (6). (Seechapter 7.)

20.2.2. Assembling the expansion bellows betweenturbocharger and exhaust pipeThermal expansion of the connection piece (7) (see Fig. 20.2.) as well as the trans-versal movement of the last engine side exhaust pipe section (8) cause togetherlateral movement (=misalignment) of the bellows flanges. To avoid overstressingthe convolutions a proper alignment with a pre–offset is required.

200202v

Fig. 20.2.

Proceed according to the following instructions:

1. Join the connection piece (7) to the turbocharger (TC) so, that the connec-tion piece is offset as much as possible from the centerline (CL) of the engine.

2. Fasten the bellows to the exhaust pipe (8) so that the bellows lies as near aspossible to the centerline of the engine.

Exhaust system 20 46 02 30

20 –320–3

3. Connect the connection piece (7) and the bellows. Before the final tighten-ing of the screws use tool (846602) to make a pre–offset of 2–4mm. The offsetcan be acchieved by tightening the screw (9) of the tool. (See Fig. 20.2.)

4. See the correct tightening torques for the flange connections in chapter 7.

20.2.3. Suspension of the insulation box

The insulation box is mounted on flexible elements (3) (Fig. 20.1.) to dampenvibrations thus protecting the insulation. Replace the elements with new ones, ifnecessary.

20.2.4. Waste gate

The engine is equipped with an exhaust waste gate valve.

When the waste gate valve opens, it lets a part of the exhaust gas by the turbineto the exhaust pipe after the turbocharger.

For further description and maintenance of the waste gate valve, see chapters 15.and 21.

20.2.5. Charge air by–pass valve

The engine is equipped with a charge air by–pass valve.

When the by–pass valve is open, part of the compressed air is vented after thecompressor to the exhaust pipe before the turbocharger.

Further description of the by–pass valve, see chapter 15.

Exhaust system20 46 02 30

20 –4 20–4


Starting air system 21 46 02 30

21 –121–1

21. Starting air system

21.1. Description

210205

Fig. 21.1.

The engine is started with compressed air of max 30 bar. Minimum pressure re-quired is 15 bar. A pressure gauge (38) (see Fig. 21.1.) on the local display unit(LDU) indicates the pressure before the main starting valve. The inlet air pipefrom the starting air receiver is provided with a non return valve (18) and a blowoff valve (13) before the main starting air valve (01).

The main starting valve and slow turning valve are operated pneumatically viathe solenoid control valves (27) and (28) by pushing the start button (39) on thelocal control panel or by activating the solenoids from remote control.

Slow turning is automatically activated for two revolutions if the engine has beenstopped for more than 30 min. In slow turning air will go to the slow turning valve(04) through the pressure control valve (03).

A non–return valve (24) in the slow turning line prevents air from leaking out dur-ing the main start. The shut–off valve (02) prevents air from leaking out duringslow turning.

When the main starting valve opens the air can go partly through the flame arres-tors (06) to the starting valve (07) on the cylinder head. Part of the air goes

Starting air system21 46 02 30

21 –2 21–2

through the starting air distributor (08) to open the starting valves on the cylinderhead. The starting air distributor controls the opening time and sequence of thestarting valves.

Blocking valves (14) on the turning gear are precautions to prevent the enginefrom starting when turning gear is engaged.

21.2. Main starting valve

Fig. 21.2.

The main starting valve is a pneumatically controlled valve. On normal startingthe main starting valve is activated (control air to connection A). When slow turn-ing is needed, the air is led to the slow turning valve and the main starting valveis vented through connection C.

Slow turning speed should be adjusted to the range of 10–20 rpm by turning thescrew in the pressure control valve.

When the starting signal is over the main starting valve closes and the starting airpressure in engine piping is vented through connection (C).


21 –321–3

21.3. Starting air distributor

To the starting valve

Fig. 21.3.

21.3.1. DescriptionThe starting air distributor is of the piston type with precision machined inter-changeable liners (26). The liners as well as the pistons are of corrosion resistantmaterials. The distributor pistons are controlled by a cam (28) at the camshaftend. When the main starting valve opens, the control pistons (27) are pressedagainst the cam, whereby the control piston for the engine cylinder which is instarting position admits control air to the piston (35) of the starting valve. (Fig.21.4.) The starting valve opens and allows air pressure to pass into the engine cyl-inder.

The procedure will be repeated as long as the main starting valve is open or untilthe engine speed is so high that the engine fires. After the main starting valve hasclosed, the pressure drops quickly and the springs (32) lift the pistons off the cam.This means that the pistons touch the cam only during the starting cycle and thusthe wear is insignificant.

21.3.2. Starting air distributor maintenanceNormally, the starting air distributor does not need maintenance. If it has to beopened for control and cleaning, remove the complete distributor from the en-gine. Certain pistons can be checked in place.

1. Remove the protecting plate (29) and end plate (30). (Fig. 21.3.) Loosen allpipes from the distributor. Remove the fastening screws and lift the distributoroff.

2. Remove the plugs (31). The pistons (27) will come out due to the spring force(32).


21 –4 21–4

3. Take care not to damage the sliding surfaces of the pistons and liners.

4. In case of a stuck piston, use thread M8 at the end of the piston to get it out,if necessary.

5. It is recommended not to change the place of the pistons, although theyare precision machined to be interchangeable. Utilize cylinder numbers stampedat the control air connections.

6. Clean the parts and check for wear.

7. If a liner is worn, press it out. It may be necessary to heat the distributor upto about 200�C as Loctite is used for fixing and sealing.

8. Clean the bore carefully so that the new liner can be inserted by hand. Other-wise there is a risk of deformation of the liner and sticking of the piston.

9. Apply Loctite 242 on the outside surfaces when mounting the liner. Checkthat the openings in the liner correspond to those in the housing.

10. Check that there is no Loctite on the inside sliding surfaces.

11. Apply Molykote Paste G to the piston sliding surfaces before reassembling.Wipe off surplus paste. Check that pistons do not stick.

12. Apply silicon sealant to both sides of the intermediate plate (33). Do not usetoo much as surplus sealant will be forced into the system when tightening thefastening screws.

13. After mounting the distributor to the engine but before connecting the con-trol air pipes and the end plate (30), check that all pistons work satisfactorily, e.g.by connecting compressed air (working air of 6 bar) to the distributor air inlet andby turning the crankshaft. It is then possible to see whether the pistons follow thecam profile.

When testing the starting air distributor always vent the controlair pipes to the starting valves to avoid the engine from starting.

21.4. Starting valve

Fig. 21.4.

CAUTION !


21 –521–5

21.4.1. Description

The starting valve is operated by control air pressure coming from the starting airdistributor. The valve consists of a valve spindle (37) with a spring–loaded piston(35) mounted in a separate housing.

21.4.2. Starting valve maintenance

Check and clean the valve in connection with overhauls of the cylinder head.

1. Remove the fastening yoke and pull out the valve.

2. Open the self–locking nut (34) and remove the piston (35).

3. Clean all the parts.

4. Check the sealing faces of the valve and valve seat. If necessary, lap the valveby hand. See instructions for the engine valves in chapter 12. Keep the piston onthe valve spindle to get guiding.

5. If it is necessary to change the piston seals, take care not to deform the Teflonring, located outside the O–ring, more than necessary. Lubricate the seals and thepiston with lubricating oil.

6. After reassembling the valve, check that the valve spindle with the pistonmoves easily and closes completely.

7. Check that the vent holes (36) in the valve are open.

8. Check that the O–ring of the valve housing is intact. Lubricate with oil.

9. Check that the seal is intact and in position, when mounting the valve intothe cylinder head.

10. Tighten the valve to the torque stated in section 7.1.2..

21.5. Starting air vessel and pipings

The starting air system has been designed so that explosions are prevented.

An oil and water separator as well as a non–return valve are located in the feedpipe, between the compressor and the starting air vessel. At the lowest positionof the piping there is a drain valve. Immediately before the main starting valveon the engine, a non–return valve and a blow–off valve are mounted.

Drain the condensate from the starting air vessel through the drain valve beforestarting.

The piping between the air vessels and the engines must be carefully cleanedwhen installing. Also in service they must be kept free of dirt, oil and conden-sate.

The starting air vessels must be inspected and cleaned regularly. If possible, theyshould then be coated with a suitable anti–corrosive agent. Allow sufficient timeto dry.

At the same time, inspect the valves of the starting air vessels. Too strong a tight-ening may cause damages on the seats, which in turn causes leakage. Leaky andworn valves, including safety valves, should be reground. Test the safety valveswith pressure.


21 –6 21–6

21.6. Pneumatic system

21.6.1. General description

The engine is equipped with a pneumatic system for control of the followingfunctions by means of identical solenoid valves:

− slow turning of the engine

− start of the engine

210707

Fig. 21.5.

Fig. 21.6. shows an example of an internal starting air system. The installationspecific drawing of the internal starting air system can be found in ”Techni-cal documents”.


21 –721–7

210817

Fig. 21.6. An example of the internal starting air system

01 Starting air master valve02 Drain valve03 Pressure control valve04 Slow turning valve06 Flame arrester07 Starting air valve in cylinder head08 Starting air distributor10 Valve for automatic draining11 High pressure filter12 Air container14 Blocking valve, when turning gear engaged18 Non–return valve19 Oil mist detector21 Waste gate valve (optional)22 By–pass valve (optional)23 Turbine and compressor cleaning unit (optional)30 I/P converter

PT301 Starting air inlet pressure PI Pressure gauge

Pipe connections:301 Starting air inlet 303 Driving air to oil mist detector311 Control air to waste gate, by–pass and TC cleaning

The system includes non–return valves (18) to ensure the pressure in the systemin case of a lack of feed pressure. (Fig. 21.6.). The slow turning valve (04) is actu-ated by solenoid valve (28) for slow turning and the main starting valve (01) bysolenoid valve (27) for starting at remote start. The main starting valve is de-scribed in detail in section 21.2. Fig. 21.7. shows the solenoid valve, which isequipped with a push button and can be energized manually.


21 –8 21–8

21.6.2. Maintenance of the pneumatic system

The system employs high quality components. Usually it requires no other main-tenance than checking its function, cleaning of the air filter (11) and draining ofcondensate water from the vessel (12) using the draining valve. (See Fig. 21.6.)

21.6.2.1. Check

When starting, check that the automatic water drain works by watching whetherwater mixed with air flows out from the valve (10).

Fig. 21.7.

21.6.2.2. MaintenanceFilter, Fig. 21.7. picture 1. The bottom part of the filter is attached to the top partwith a thread. To open the filter, vent the air and turn the bottom part.

Clean the insert (1) and inside of the filter after each 8000 h.

Solenoid valve, Fig.21.7. picture 2. In case of disturbance in the electric functionof the valve, test the valve by pushing the button (1). Should there be mechanicalmalfunction, open the valve using a special tool.

Check that the bores (2) and (3) in the seat are open and the gasket (4) is intact.Change the valve if it does not function after cleaning.

Water draining valve. Clean the valve if there is any disturbance.

Pressure control valve, Fig.21.7. picture 3. The pressure control valve requiresno maintenance. If there is any malfunction, change the valve.


21 –921–9

21.7. Waste gate control

Signal 4–20 mAfrom control system

210509

Fig. 21.8.

A waste gate valve (21) (Fig. 21.8.) is used for limiting the charge air pressure.It is operated pneumatically and controlled electronically.

The waste gate valve is described in more detail in chapter 15.

Charge air pressure from charge air receiver

Supply air to waste–gate valve 0–10 bar

To positioner ”supply”

Output to waste–gate positioners ”signal” 0.2–1 bar

ASSEMBLING THE PRESSURE TRANSDUCER AND I/P–CONVERTER:

151801

Fig. 21.9.

21.8. By–pass control

The by–pass valve (22) (see Fig. 21.8.) is an electronically controlled and pneu-matically operated valve requiring an operating pressure of min. 5 bar. Its func-tion has been described in more detail in chapter 15.


21 –10 21–10


Control Mechanism 22 46 01 15

22 –122–1

22. Control Mechanism

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Control Mechanism22 46 01 15

22 –2 22–2

W 46 02 30 Instrumentation and automation 23

23-1

23 Instrumentation and automation


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23-3

23.1 WECS 2000, Control and monitoring system

23.1.1 General about WECS 2000, Control and monitoring system

The engine is controlled and monitored with an electronic control system WECS2000 (Wärtsilä Engine Control System). WECS is developed for use on Wärtsilädiesel engines and is therefore designed for harsh environmental conditions.

The following arrangement shows the WECS 2000 main component layout on theengine (see Fig. 23.1):

Fig. 23.1: WECS 2000 main component layout on the engine

All sensors on the engine are connected to the Sensor Multiplexer Units (SMUs )or directly to the Distributed Control Units (DCUs). All Sensor Multiplexer Units(SMUs) are connected via Distributed Control Units (DCUs) to the Main ControlUnit (MCU). The signals to and from the external system are connected to the MainControl Unit (MCU) and the Relay Module (RM) (Note! that an olderabbreviation of the MCU (ECU) may be found in some text and name plates on theengine).

The engine parameters are shown on the Local Display Unit (LDU). The MCU,RM, LDU and the Backup Instruments are located in the MCU Cabinet.

23.1.2 Description of the system in general, WECS 2000

The (Fig. 23.2) shows the Main Components of WECS and the interface betweenWECS the External System. WECS 2000 is engine mounted. The Figure isschematic and the actual layout may vary, in particular the Backup Instruments.


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Fig. 23.2: Main components of WECS 2000

1. Backup Instruments, 2. Local Display Unit (LDU), 3. Relay Module (RM), 4.Main Control Unit (MCU), 5. Distributed Control Units (DCU), 6. SensorMultiplexer Units (SMU), 7. Superior monitoring system, 8. Modbus RTU, 9.Hardwired signals, 10. Engine mounted, 11. External system

WECS comprises• Measuring of the engine and turbocharger speed

• Engine safety system

• Starting of the engine including the slow turning

• Stopping of the engine

• Start blocking

• Automatic shutdown of the engine

• Load reduction request

• Signal processing of all monitoring and alarm sensors

• Readout of important engine parameters on a graphical display

• Data communication with external systems (e.g. alarm and monitoring systems)

23.1.3 Functional descriptions, WECS 2000

23.1.3.1 Speed measuring

The engine speed is measured by two pick-ups, and the turbocharger speed by onepick-up. One of the engine speed pick-ups is connected to a DCU. The speedcalculation is carried out in the DCU software. The DCU to which the pick-up is


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connected will initiate a stop of the engine in case of overspeed. The second enginespeed pick-up is connected to the Relay Module, which is located in the MCUcabinet of the engine. The module initiates a shutdown of the engine in case theoverspeed is not detected by the first pick-up. The shutdown due to low lubricatingoil pressure initiated by the Relay Module (backup) is blocked by the secondpick-up.

The turbocharger speed pick-up is connected to a DCU or an SMU, depending on thestructure of WECS. The speed calculation of the turbocharger is carried out in theDCU software.

23.1.3.2 Safety system

General about the safety systemThe safety system is implemented in the software of the WECS. In addition, thereare some redundant safety functions in a hardwired system (Relay Module). Thesafety system can be split up in five major parts; starting, stopping, start blocking,shut-down and load reduction.

23.1.3.2.1 Starting

There are some important properties to be noticed in the start system of the WECS:

Properties in the Start System in WECS• Start conditions are all configurable, and may vary depending on the installation

• The engine will not start, if either the local or remote reset button is not pressedafter shut-down.

Normal start of the engineThe start solenoid valve is activated by pressing the START button on the engine orremotely via the remote start input. The solenoid valve can also be activated via theModbus communication link. When an electrical start fuel limiter is built into thegovernor, it is engaged by WECS during the acceleration period to optimize the fueldemand.

The start sequence of the MCU is shown on standard sequences section.

Blackout start of emergency generatorThere is blackout start input available. This means that the start block checking isby- passed. The blackout start command must be given manually or by the externalautomation system.

NOTE! Blackout start is not possible, if the prelubricating has been off more than 5 minutes.


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23.1.3.2.2 Stopping

The WECS stops the engine by energizing three solenoid valves. Two valves operatethe pneumatic cylinders on the injection pumps cutting the fuel injection. The thirdvalve acts on the speed governor. The solenoid valves are energized by pressing theSTOP button on the engine or remotely via the remote stop input. The solenoidvalves can also be activated via the Modbus communication link.

NOTE! There are some important properties to be noticed in the stop system of the WECS ifthe stop override signal is included.

• The emergency stop signal is not blocked by the stop override signal

• The backup overspeed shut-down is not blocked by the stop override signal

23.1.3.2.3 Start blockings

A start blocking is caused by the following conditions on a marine engine:

Start blocking faults• Low prelubricating oil pressure

• Turning gear engaged

• Stop lever in stop position

• External start blockings

• Local/Remote switch in local position (blocks the remote start)

• Local/Remote switch in remote position (blocks the local start)

If the start blocking is active, it is impossible to perform a start of the engine.On the Modbus communication link an alarm is given for each start blocking beingactive.

NOTE! Start blockings are ignored in case of a blackout start.

23.1.3.2.4 Shut-downs

An engine shut-down is carried out in the same way as a normal stop, i.e. byenergizing three solenoid valves (or de-energizing one of the solenoids). The sensorsused for shut-down are of analogue type except the back up oil pressure shut-down,which is a binary switch. The shut-down levels are defined in the WECS software.

The shut-down is latching, and a shut-down reset command has to be given before itis possible to re-start. It is essential that the reason for the shut-down is investigatedand rectified prior to restarting. The reason for any shut-down will be indicated onthe Modbus communication link to the external systems.


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The required safety shut-downs depend on the type of installation. Shut-downconditions and limits are specified in the installation specific documentation.

Main engine Shut-downsThe required safety shutdowns depend on the classification society and the type ofinstallation. The following are usually compulsory:

Main engine safety shutdowns• Low lubricating oil pressure

• Engine overspeed

• External shutdown 1 input

• External shutdown 2 input (optional)

• Emergency stop input

23.1.3.2.5 Shut-down backup system

Some shut-down functions of the WECS are backed up in the Relay Module, whichis an independent hardwired system. These functions are:

Independent hardwired Shut-down backup functions in the Relaymodule• Low lubricating oil pressure

• Overspeed trip

• High HT water temperature after engine (if needed)

Also the emergency stop button is connected to the Relay Module.

The lubricating oil pressure shutdown is initiated by an independent pressure switch.The shut-down is blocked at low engine speed and at stand-still.

The Relay Module is using a separate speed sensor (proximity switch) for generatingan overspeed trip. The trip level is set slightly higher than the level in the WECSconfiguration, and the function is latching. The local reset button of the RelayModule must be pressed before re-start.

23.1.3.2.6 Load reduction

If load reduction set points are defined in WECS they are specified in the installationspecific documentation. When a set point is exceeded a load reduction request willbe activated to the external system. The load reduction is always handled by theexternal control system or manually by the operator.

On main engines the following conditions will cause a load reduction request

Load reduction requests• High lube oil temperature

• Low HT water pressure


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• High cooling water temperature

• High main bearing temperature

• High exhaust gas temperature

• High exhaust gas temperature deviation

• High cylinder liner temperature

• Oil mist detection

23.1.3.3 Instrumentation

23.1.3.3.1 Local Display Unit

The Local Display Unit (LDU) (see Fig. 23.3) replaces most of the traditionalinstruments. It is connected to the MCU, which sends the necessary data to thedisplay.

Fig. 23.3: Local Display Unit

The operator can give all necessary commands with the four control buttons locatedin the LDU frame. The following buttons exist:

The symbols on the buttons are the following:• Asterisk (*) key

• Up arrow (↑ ) key

• Down arrow (↓ ) key

• Enter (↵ ) key


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Fig. 23.4: Control buttons in the LDU frame

Fig. 23.4 shows the buttons on the LDU frame.

The Up and Down arrow keys are used for changing pages.

The LDU can be reset by pressing both Asterisk and ENTER keys simultaneouslyfor some seconds.

A screen saver reduces intensity of the LDU, if no operator actions have been madefor some minutes. The intensity is maximized again by pressing any of the LDUcontrol buttons.

The LDU returns automatically to the meter page, if no operator actions have beenmade for 15 minutes. Returning to the meter page can also be done by pressing theENTER key.

Local DisplayThe display consists of three different kinds of pages: the meter page, the historypage and the status pages. These page types are described in the following sections.

23.1.3.3.1.1 Meter page

The display area is divided into two sub windows: the Fixed meter window, and theMessage window. (Fig. 23.5 "Main window of the LDU") shows the location of thewindows.


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Fig. 23.5: Main window of the LDU

1. Fixed meter window, 2. Message window.

Fixed meter windowThe fixed meter window shows several important parameters of the engine:

Fixed meter window parameters• The engine speed

• The load balance of the cylinders

• The starting air pressure

• Fuel oil pressure, inlet

• Lube oil pressure, inlet

• HT-water presure, inlet

• LT-water presure, inlet

• Charge air pressure, inlet

• Fuel oil temperature, inlet

• Lube oil temperature, inlet

• HT-water temperature, outlet

• LT-water temperature, inlet

• Charge air temperature, inlet

The load balance of the cylinders is shown as the temperature deviation for eachcylinder from the average cylinder temperature.


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LDU message window

The following messages can be found in the LDU message window

Message ModeReady for start The engine can be startedStopped, stopsequence

The engine has been stopped. The stop solenoids areactivated

Shutdown, stopsequence

The engine has stopped because a shut-down limit has beenexceeded

Starting The engine is in starting mode. The start solenoid isactivated until the engine rpm has reached the solenoiddeactivation speed or until the start failure timeout has beenpassed

Waiting for reset The reset button has to be pressed before the engine can bestarted

Running The engine is in running modeStart failed The engine has not reached the running speed within the set

time periodStopped The engine is in stopped modeStart blocked The engine can not be started because there is an active

start block or shut-down condition

23.1.3.3.1.2 History page

The history page shows the latest events of the engine, e.g. engine being started,alarms, shutdowns, etc. In the case of alarm and shutdown the sensor code and setpoint limit is also printed out. The event queue is cleared at MCU reset. One historypage with fictional messages is shown in Fig. 23.6.

NOTE! MCU internal date and time is set to 1.1.1990 00:00:00 when resetting the MCU.

Fig. 23.6: Engine History Page


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23.1.3.3.1.3 Status pages

One status page (Fig. 23.7) shows all connections (including the internal enclosuretemperature) to one unit or values of a logical sensor group e.g. Main BearingTemperatures. The connections to the MCU are also shown on the status pages. Thenumber of the pages will be according to the WECS build-up. One status page withsensors and values is shown in Fig. 23.8.Status page of the LDU.

Fig. 23.7: Status page 1 of the LDU

By pressing the asterisk (*) button, an explanation page with sensor names appearson the display. By pressing the asterisk once again the previous page showingTerminals and Sensor codes appears.

Fig. 23.8: Status page 2 of the LDU


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23.1.3.3.2 Backup instruments

In addition to the LDU there are three backup instruments that are independent fromthe rest of the system (see Fig. 23.9).

These three instruments are:• Lubricating oil pressure

• HT cooling water temperature

• Engine speed

Fig. 23.9: Backup instruments

1. Lubricating oil pressure, 2. HT water temperature, 3. Engine speed

23.1.3.3.3 Controls

The control functions local/remote, start, stop and shutdown reset are included in thecontrol panel (see Fig. 23.10).


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Fig. 23.10: Local control panel

1. Start mode; Local / Remote, 2. Shutdown reset, 3. Start, 4. Stop, 5. EmergencySTOP

Start mode; Local / RemoteThere are two starting modes, Local and Remote. In local mode the start cannot beexecuted from the control room. In local mode the start can only be executed locallyfrom the local control panel. In remote mode the start can only be executed from theremote location.

The Remote mode differs between marine and power plant applications. The enginein Marine applications can be locally started although the start mode is Remote. Thisis not possible in Power Plant applications. The local stop in Power Plant enginescan only be performed in local mode.

StartThe start button is used to start the engine locally.

StopThe stop button is used to stop the engine locally.

Shutdown resetAfter an automatic shutdown the control system must be reset before the enginecan be started again. This is due to the Safety System requirements.

NOTE! A blue light in the reset button indicates an automatic shutdownAfter resetting, the light turns off.


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23.1.3.4 WEnCoM-functions

The WEnCoM is divided into two parts:

WEnCoM parts:• The safety functions included in the WECS

• The trend diagrams implemented in the external system

The external system incudes any control, alarm or monitoring system connected tothe WECS. The temperature measuring of the cylinder liners, main bearings and theexhaust gas, the checking against alarm parameters for load reduction and shut-downlevels, and the required mathematical operations are all included in the WECS. Thepresentations of all measured and calculated data should be implemented, accordingto the recommendations, in the external system connected to the MCU.

Cylinder linersThe cylinder liner temperature indicates not only the condition of the liner, but alsothat of the piston and the piston rings, (see Fig 23.11. Temperature sensors in thecylinder liner). The cylinder liner temperature is measured with four sensors. Alarm,load reduction or shutdown is generated if the values exceed specified limits. Theupdating frequency is 1 Hz.

Fig. 23.11: Temperature sensors in the cylinder liner

It is recommended to have trend diagrams of the cylinder liner temperatures in theexternal system.

Main bearingsThe temperature of the main bearing is monitored with the sensor in direct contactwith the bearing shell, (see Fig 23.12).

Alarm, load reduction or shutdown is generated if the values exceed specified limits.The updating frequency is 1 Hz.


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Fig. 23.12: Temperature sensors of main bearing

It is recommended to have trend diagrams of the main bearing temperatures in theexternal system.

Exhaust gas valvesThe condition of the exhaust gas valve is monitored with a sensor measuring thetemperature of the exhaust gas flow after the exhaust valve, (see Fig. 23.13). Aburned spot on the valve disc will, in time, result in an increasing temperaturefluctuation because of the rotation of the valves. A malfunctioning valve can bediscovered by analyzing the cyclic variations in exhaust gas temperatures. Theexhaust gas temperatures are analyzed by performing FFT (Fast FourierTransformation) and statistical evaluations of the temperature values.

Each cylinder head is fitted with two exhaust gas temperature sensors; one for eachexhaust valve.

Fig. 23.13: Exhaust gas temperature sensor


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The following measured and calculated values are generated for each cylinder asseparate data and are recommended to be used in the external system for trenddiagrams:

Measured and calculated cylinder specific data• Exhaust gas valve 1 temperature

• Exhaust gas valve 2 temperature

• Exhaust gas temperature (calculated average of valve 1 and 2)

• Exhaust gas temperature deviation from engine average

• Exhaust gas valve 1 RMS

• Exhaust gas valve 2 RMS

• Exhaust gas valves temperature difference

23.1.3.5 Modbus communication link

The communication between the external system and the WECS is done via Modbuscommunication link. Modbus is a standard defined by Modicon primarily for use inindustrial applications.

Modbus is a binary data transfer protocol. In the WECS the Modbus serial link isused for transfering measurement data and status information from the MCU to theexternal diesel automation system. Additionally the Modbus communication link canbe used for controlling the engine through the MCU (e.g. starting and stopping theengine).

The MCU always functions as a slave in a Modbus network, i.e. the dieselautomation system is always the master. The physical connection is standard 4-wireRS-485 with optical isolation at the MCU side. The applied baud rate is 9600.

Fig. 23.14: Modbus communication link


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Modbus data link

Stopped communication is to be alarmed Required if Modbusis used

Abnormal operation of the Safety counter is to be alarmed Required if Modbusis used

Either alarm bits (addresses 10001...) are read or alarms aregenerated in the monitoring system based on analog values(addresses 30001...) read through the Modbus

Required if Modbusis used

Measurement points required by the classification societiesmust be monitored through the analog addresses (30001...)

Required if Modbusis used

Connector type to the WECS cabinet

Connector Description TypeX2: power supply Wieland 16-pole screw fastening 71.350.1628.0 +

70.300.1640.0

23.1.4 Functional testing, WECS 2000

Functional testing of the entire Automation system shall be done with 1000 h timeintervals.

The procedures for testing of the overspeed trip and pressure sensors are described inthis section.

23.1.4.1 Testing of overspeed trip

There are two sensors measuring the engine speed. One sensor (ST173) is connectedto DCU1 and the other sensor (ST174) is connected to the Relay Module. Overspeedis detected by both sensors.

The overspeed limit set in the DCU is lower than the overspeed limit set in the RelayModule. The limit of overspeed in the DCU is 10 % above the engine nominalspeed. The limit of overspeed in the Relay Module is 12 % above the engine nominalspeed.

NOTE! Engines with Common Rail and WECS 7500The limit of the Back up overspeed shut down in WECS 7500 is 13 % above theengine nominal speed.

The overspeed trip can be tested by actually running the engine at overspeed if that ispossible. Otherwise the testing has to be done by simulating the engine speed with asignal generator.

The overspeed trip should stop the engine when the overspeed limit is exceeded.There is one exception to this. If the main engine exceeds the 15% overspeed limitthe stop solenoids will be activated only until the engine speed is reduced to a speedlevel below nominal speed. The overspeed limit of the Relay Module is used as abackup and is always latching.


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23.1.4.1.1 Testing of the overspeed trip by running the engine

The overspeed trip can be tested by running the engine at overspeed. The speed ofthe engine is not allowed to be increased more than 60 rpm over the overspeed limit.

1. Increase the engine speed

2. Check at what speed the overspeed is detectedThe limit of overspeed will be first exceeded in the DCU1. When testing theoverspeed trip of the Relay Module the speed sensor of the DCU1 (ST173) hasto be disconnected.

23.1.4.1.2 Testing of the overspeed trip by using a signal generator

1. Connect the signal generatorConnect the signal generator to both speed sensors one at a time. The signalgenerator is connected to the pins the signal and gnd of the speed sensor. See theFig for connections. The overspeed stop should be detected when the overspeedlimit is exceeded.

2. Increase the frequencyIncrease the frequency of the input signal.

3. Check at what frequencyCheck at what frequency the overspeed is detected. The speed is detected fromthe camshaft gear. The frequency corresponding to the overspeed can be easilycalculated when the teeth number of the camshaft gear is known.

The following formula gives the frequency detected by the sensor correspondingto engine speed:

Frequency [Hz] = (Engine speed [rpm] : 2) x (Teeth number : 60)

Teeth number of camshaft gear is Z = 64

Frequency corresponding to engine speed

Engine speed Engine speed FrequencyNominal speed 514 rpm 274 HzPrimary overspeed Shut-Down, DCU1 565 rpm 301 HzBack upoverspeed Shut-Down, RM 575 rpm 304 HzBack up overspeed shut-down; WECS7500) *

580 rpm 1150 Hz

*) Common Rail engines

NOTE! Do not forget to connect the speed sensor after testing!


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23.1.4.2 Testing of pressure sensors

The testing of pressure sensors can be done with a pressure calibration device.

Fig. 23.15: Testing of pressure sensors

1. Measuring pressure, 2. Test pressure, 3. Shut-off valve

In Fig. 23.15 there is a pressure sensor with a shut-off valve and a test pressureconnection.

The pressure sensor is disconnected from the pressure measurement with the shut-offvalve. The pressure calibration device is then connected to the plug for test pressure.The required pressure is set with the help of the calibration device.

NOTE! Do not forget to open the shut-off valve after testing!

23.1.5 Hardware, WECS 2000

These sections cover the whole range of WECS hardware units and summarize thetechnical and physical properties. Most PC-Boards are illustrated with a layout figureand a block diagram including I/O description. DIP-switches, jumpers, trimmers andindicators are described if necessary where they appear.

23.1.5.1 External Connections

WECS is designed to work as an independent system on the engine but it requires anexternal power supply.

In addition, the installations usually have their own superior monitoring systemswhich can be connected to WECS. These external communication systems arealways installation dependent.


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There are also hardwired signals for the most important functions of the engine, suchas the emergency stop etc.

23.1.5.1.1 Power supply

Fig. 23.16: Power supply connections

It is recommended to install a separate power supply (24 V DC) to ensure that anexternal power failure will not disturb the WECS.

Three power supply lines shall be connected to WECS as shown in Fig. 23.16. Themain supply feeds the WECS units, while the safety backup supply only feeds stoprelated functions in the Relay Module. The auxiliary supply feeds auxiliaryequipment on the engine (e.g. oil mist detector).

Main and auxiliary supplies may be connected to the same power supply. In this casethe maximum current load is 5 A, because in normal operation the Backup supply isnot loaded. It is recommended to have a separate power source for the Backupsupply.

Main and auxiliary supply

Power supply 24 V DC / 5 A(18-32 VDC)

max. ripple 100 mV

Backup supply

Power supply 24 V DC / 5 A(18-32 VDC)

max. ripple 100 mV


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Connector type to the WECS cabinet

Connector Description TypeX3: power supply Wieland 6-pole screw fastening 70.300.0628.0 +

70.300.0640.0

Power supply requirements• Galvanically isolated from other equipment

• In accordance with the classification societies requirements

23.1.5.1.2 Hardwired connections

Remote start input Required if remote control existsRemote stop input Required if remote control existsRemote shutdown reset input Required if remote control existsShutdown indication output Required if remote control existsLoad reduction request output Required if main engineEmergency stop input Always requiredCable / supply failure alarm output Always requiredWECS failure alarm output Always requiredCommon alarm output Required if Modbus is not used

Connector type:

Connector Description TypeX1: standard connections Wieland 40-pole crimped 76.353.4029.0 +

73.700.4058.0

X - ConnectorsX3: Power Supply Connector

X2: Modbus Connector

X1: Connector for Hardwired Signals

X6: Connector for Hardwired Signals

23.1.5.2 WECS System Hardware

Internal SystemWECS is a distributed control system which gathers analogue information fromdifferent types of sensors, processes it in small distributed control units (DCUs)situated around the engine, and directs it to the main control unit (MCU) in digitalformat. The main control unit is used to monitor and control the whole engine. It isalso a link to the external systems of the engine.


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Fig. 23.17 shows the Layouts of the Distributed Units on a 9 cylinder L (line) engineon a 16 cylinder V-engine.

Fig. 23.17: Distributed Units, Layout on the Engine

The exact structure of the system, i.e. the number of Distributed Control Units(DCU) and Sensor Multiplexer Units (SMU), depends on the cylinder configuration.All sensors on the engine are connected to the DCU’s and the SMU’s, while thesignals to and from the external system are connected to the Main Control Unit(MCU) and the Relay Module (RM). The engine parameters are shown on the LocalDisplay Unit (LDU).


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23.1.5.2.1 WECS cabinet

23.1.5.2.1.1 WECS 2000 Main Cabinet

Fig. 23.18: WECS 2000 Main Cabinet

The Main Cabinet includes:• Main Control Unit

• Relay Module

• Local Display Unit

• Local Control Panel

• Back Up Instruments

• Connectors for external systems


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23.1.5.2.1.2 Main Control Unit (MCU)

The MCU consists of a series of boards that combine to provide all requirements fordata acquisition, control, and communication. The basic concept of the MCUincludes the Frame, the Mother Board, the Processor Board, the DC/DC Converter,the Memory Unit, the LAN Board and two Interface Boards.

23.1.5.2.1.2.1 Frame

The aluminum Frame provides a compact housing for the interconnection of theMCU boards and cable ground terminations. The MCU Frame has provision forthree optional Interface Boards.

Fig. 23.19: Lay lout of the Frame


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23.1.5.2.1.2.2 Mother Board

The DMB50 Mother Board is mainly a busboard having no electrical functions of itsown. It is divided into a group of buses and the power connection circuitry.

Fig. 23.20: Mother board layout

NOTE! Install the MCU boards into the individually dedicated slots. If a board is inserted inthe wrong slot and the power is turned ON, the board will be permanently damaged.


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23.1.5.2.1.2.3 DC/DC Converter

The DPS50 DC/DC Converter is a multifunction switcher power supply board forthe MCU. It carries four independent supplies and circuits for control and BITpurposes.

Fig. 23.21: Layuot of the DPS50 DC/DC Converter

The primary battery charger switcher is isolated and floats. The primary side of thissupply is fully isolated from the MCU case and electronics, and may thus be fedwithout any need of external isolation. The output voltage level from the switcher isadjusted by the MCU software once it has started. Three switcher supplies convertthe 12 V battery voltage down to +5 V, to -5 V and to +18V


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Fig. 23.22: Block schematic of the DC/ DC Converter

The LED indicators of the DC/DC Converter are shown in Fig. 23.23.

Fig. 23.23: LED indicators of the DC/DC Converter

The LED indicators of the DC/DC Converter:• Battery empty / Charge process ERROR

• Battery FULL

• CHARGING

• AC ON (directly powered from the AC source)


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23.1.5.2.1.2.4 Processor Board

Fig. 23.24: Processor Board layout

Fig. 23.25: Processor Board block schematic


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23.1.5.2.1.2.5 Memory Unit

The DMM50 Memory Unit enables the use of removable PC Cards for program andconfiguration upgrading.

Fig. 23.26: Layout of the Memory Unit

LED indicatorsThe PC Card drives A and B have both a LED for indicating their activity. Theindicator is green or red depending on the type of activity. The STATUS-LED is alsolocated on the front panel of the Memory Unit.


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23.1.5.2.1.2.6 LAN Board

The LAN Board provides the MCU with additional serial ports. It can alsoaccommodate special modules for linking the MCU to CAN and RS-485 networks,like MODBUS.

Fig. 23.27: LAN Board layout


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Fig. 23.28: LAN Board block schematic

The LAN Board front panel LEDs• The green LED flashes approximately once every 10 seconds. (If the interval is

longer, the program has excess load)

• The red LED should be OFF. If the LED is ON, reset the MCU


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23.1.5.2.1.2.7 Interface Board

The DMI50 is a multipurpose interface board for the MCU. There are four analogchannels and an 8-bit parallel, open collector input/output digital port. In the WECSthe Interface Board is mainly used for switch and relay connections.

Fig. 23.29: Interface Board layout


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Fig. 23.30: Interface Board block schematic


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23.1.5.2.1.3 Relay Module (RM)

The Relay Module is a device that executes orders from the MCU by means ofactivating solenoids etc. It also serves as a safety backup system when the mainsafety system is not functioning properly or if the rest of the system is out ofoperation. Most of the hardwired signals e.g. the emergency switch etc. areconnected to the Relay Module. The power supply for the whole system is providedby the Relay Module.

Fig. 23.31: Layout of the Relay Module

Unlike the other units of the WECS the Relay Module has no processor or software.Consequently the Relay Module is a totally hardware driven unit.

The Relay Module consists of the following functional blocks:• Speed measuring block (backup)

• Lube oil shutdown block (backup)

• Optional lube oil shutdown block (backup)

• MCU stop/shutdown block

• Hardwired stop block

• Overspeed shutdown block (backup)

• Emergency stop block

• MCU watchdog block

• Stop/Shutdown override block

• Shutdown reset block

• Stop block


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• Hardwired start block

• MCU start block

• Fuel limiter block

• Slow turning block

• Failure block

• Power supply block

TrimmersThe Relay Module includes six trimmers to set delays and set points.

23.1.5.2.1.3.1 Indicator LEDs

The Relay Module has an indication LED for each functional block. All supplyvoltages have an individual LED. Because of their special character the lube oilshutdown switch, the optional shutdown switch and the energized stop solenoid havefailure LEDs.

Failure LEDs of the Relay Module

LED Color LED indicationLube Oil Switch Failure Yellow Lube oil switch circuit is openLube Oil Shutdown Switch Failure Yellow Lube oil shutdown switch circuit is openOptional Shutdown Switch Failure Yellow Optional shutdown switch circuit is openStop Solenoid Failure Yellow Energized stop solenoid circuit is openEmergency Stop Failure Yellow Emergency Stop switch circuit is openRelay Module Failure Red Internal Relay Module failure

LED indications on the Relay Module

LED Color LED IndicatorLube Oil Shutdown Red Lube oil pressure switch has caused a shutdown and local

hardwired reset button has not yet been pressedLube oil shutdown

BlockingYellow Lube oil shutdown is blocked during start of an engine

Optional Shutdown Red Optional shutdown switch has caused a shutdown, i.e. it hasbeen closed. Local hardwired reset button has not yet beenpressed

MCU stop/shutdown Red MCU stop signal is active and is causing a stop of an engineLocal Stop Red Hardwired (normally local) stop button is being pressed or it

has been released less than 60 s agoOverspeed Shutdown Red Overspeed has caused a shutdown and local hardwired reset

button has not yet been pressed. The speed is measured with abackup speed pick-up

Emergency Stop Red Emergency stop button is pressed down and causes a shutdownMCU Watchdog Red MCU watchdog signal is missing and causes a shutdown


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LED Color LED IndicatorStop/Shutdown

OverrideRed Stop/shutdown override signal from the MCU is active

Shutdown Reset Green Shutdown reset button is being pressedShort Circuit YellowStop Relay Red Stop relay is active

Start Blocking Yellow Hardwired start blocking signal from the external system isactive

Local Start Green Local (Hardwired) start button is being pressedMCU Start Green MCU start signal is active

Fuel Limiter Green Fuel limiter signal from the MCU is activeSlow Turning Green Slow turning signal from the MCU is active

Relay Module Failure Red Failure signal of the Relay Module is active. Also either one ofthe failure indication LED’s should be ON or one of thevoltage LED’s should be OFF

Speed Switch 1 Yellow Speed of the engine is over speed limit 1Speed Switch 2 Yellow Speed of the engine is over speed limit 2

Speed Pulse Green Pick Up Pulse OK

Power supply LEDs of the Relay Module

LED Color LED indicationU1 Green U1 voltage (U6 and not stop related functions of the RM) is

ONU2 Green U2 voltage (MCU and test instruments) is ONU3 Green U3 voltage (DCU chain 1) is ONU4 Green U4 voltage (DCU chain 2) is ONU5 Green U5 voltage (LDU) is ON

Backup Green Backup voltage (stop related functions) is ON12 VDC Green 12 VDC Supply OK


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23.1.5.2.1.4 Local Display Unit (LDU)

The Local Display Unit (LDU) replaces the traditional pressure gauge panel,thermometers and other instruments. It is connected to the MCU, which sends thenecessary data to the display. The LDU and its instrumentation is described in thechapter "Functional Description of WECS 2000 / Instrumentation / Local DisplayUnit".

Fig. 23.32: Local Display Unit (LDU)

The LDU includes:• Display Frame

• Mother Board

• PC Board

• Display Driver Board

• Electro-Luminescent Display

• Control buttons of the LDU

Display FrameThe Display Frame includes the frame itself, four silicon buttons for controlling theLDU, a glass protecting the Display and a connector to the WECS. The frame ismanufactured of an aluminum alloy.

Display Mother BoardOn the Display Mother Board there are places for the Display PC, the Display DriverBoard and an optional serial communication board. The Display Mother Board alsoincludes a power supply with an input voltage of 24 VDC.


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Display Driver BoardThe Display Driver Board is a compact, high resolution display controller module,which can be installed directly on the Display Mother Board. It is designedspecifically for embedded applications. The software of the Display Driver Board iscompatible with IBM PC.

Display PC BoardThe Display PC Board used in the LDU is a compact PC compatible computerdesigned especially for embedded applications. It has low power consumption, aPC/XT compatible keyboard port, a bi-directional parallel port and a RS-232C serialport used for communication with the MCU/DCU.

Electro-Luminescent DisplayThe ELD is a VGA compatible 640 column by 350 row resolutionelectro-luminescent flat panel display. It features an integral DC/DC converter and itis designed to function in extreme environments.

Control buttons of the LDUThe functions of the Control buttons are described in the chapter "Function".

23.1.5.2.1.5 Local Control Panel and Back Up Insrtruments

The Local Control Panel is located in the WECS Cabinet (See Fig. 23.33.

Fig. 23.33: Local Control Panel and Back Up Instruments


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23.1.5.2.1.5.1 Connectors for external systems

There are three connectors from WECS cabinet to external systems and one for thegovernor.

Connectors for external systems

Connector Description TypeX1: StandardConnections

Wieland 40-pole crimped 76.353.4029.0+73.700.4058.0

X2: Modbus Wieland 16-pole screw fastening 71.350.1628.0+70.300.1640.0

X3: Power Supply Wieland 6-pole screw fastening 70.350.0628.0+70.300.0640.0

X6: Governor Signals Terminal block, screw fastening

23.1.5.2.2 Distribution Units

All the sensors on the engine are connected to distributed units. These units processthe analogue information from sensors and direct the data to the main control unit indigital format.

The Distribution Unit can either be a Sensor Multiplexer Unit (SMU) including anSMU Board, or a Distributed Control Unit (DCU) including both an SMU Board anda DCU Board.

Fig. 23.34: SMU and DCU Units


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The SMU is a microprocessor based measuring unit, designed for continuousoperation in harsh environmental conditions. It acts as an interface between sensorsand a DCU. The SMU can measure both analog and digital sensors. It stores data ofone measurement at a time to its SRAM memory. The data is transmitted from thememory to the host processor by a separate command. The SMU also performslinearization of temperature sensors and error check-ups.

The SMU is connected to the host processor through one serial line channel. Thischannel is a galvanically isolated RS-485 half-duplex connection and each SMU hasa dedicated address, to which it responds.

A DCU comprises of a SMU Board and a DCU Board mounted on the lid of theenclosure. These boards are connected to each other with a flat cable. In addition tothe features of the SMU, the DCU Board adds a more powerful microprocessor,flash memories, a PC Card socket and a CAN controller.

23.1.5.2.2.1 SMU board

The SMU Board is rather flexible in application and it offers a variety of possibleconfigurations. Various types of sensors can be connected to it:

Sensor types that can be connected to the SMU-units• 4-20 mA current loop

• Current transducer

• Voltage transducer

• Pt-100

• Thermocouples of type J, K, S and T

• Resistant

• Potentiometer

• Switch (max. 2 way)


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Fig. 23.35: SMU Board layout

The SMU Board includes an 8-bit Intel 80C51FC CPU running with clock frequency14,7 MHz. The SMU Board also has a memory circuit for storing operation variablesand system parameters. The AD conversion is made with a 16-bit sigma/delta A/Dconverter with digital filter and gains.

The SMU Board converts all the required internal operating voltages from the 24 Vsupply. The switching power supply of the SMU is isolated and accepts input voltageranging from +7 to +50 V DC. The SMU Board is independent from otherelectronics of the WECS because of this isolated power supply.


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Fig. 23.36: SMU Board block schematic


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23.1.5.2.2.2 DCU Board

The DCU is a combination of two processor based boards. The 16-bit processor ofthe DCU Board acts as a host for the SMU and handles all of the outsidecommunications. There are three communication channels available in the unitbesides of the SMU serial channel, which is no more visible to the user. The SMUserial channel is in this installation directly handled by the DCU processor via anoptocoupler.

Fig. 23.37: DCU Unit layout

The serial channels from the DCU are CAN, 2-wire RS-485 and RS-232Ccommunications links. Two internal CPU serial channels are used for serialcommunications through the 2-wire RS-485 and the internal SMU Board. In additionthere is one PC Card type II slot for SRAM and FLASH memory cards.

The DCU Board converts all the required internal operating voltages (+5V, +12V)from the floating 7 V supply, which is fed from the SMU’s isolated switching powersupply. This makes the whole DCU board float from the SMU electronics.


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Fig. 23.38: DCU Block schematic

Operationally the DCU board provides a distributed database over the CAN-bus. APC Card is used to transfer new application definitions from the associatedconfiguration tool to the DCU system. These parameter files, when properlytransferred, are stored into the DCU FLASH-memories, where they stay regardless ofpowering conditions (power on or off) until erased upon a user command.

LED’s on the DCU

LED Color Led indicationPOWER Green Continuously ON while the unit is receiving its power

CAN Yellow Blinks during CAN transmissionSTATUS Green Blinking indicates software operationFLASH Yellow Continuously ON when FLASH voltage is connected

(normally during configuration or software loading)RESET Red Indicates system reset at start-up, during manual reset or in

insufficient power supply conditions


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23.1.5.2.3 Sensors

In WECS the data acquisition is distributed. This means that sensors are connectedto distribution units, SMUs or DCUs, - which are located close to groups of sensors.Only start and stop related switches are connected to the MCU. Backup sensors areconnected to the Relay Module.

23.1.5.2.3.1 Sensors for monitoring and alarm

The following standard set of sensors for monitoring, alarm and safety are mountedof the engine.

Sensors for monitoring and alarm

Code Code TypeLS103 Fuel oil leakage, injection pipe Binary sensor

LS104 *) Fuel oil leakage, dirty pipes Binary sensorPT101 Fuel oil pressure, engine inlet Analogue sensorTE101 Fuel oil temperature, inlet Analogue sensor

PT115A.. Rail pressure accumulator Analogue sensorTE126A.. Fuel pump temperature Analogue sensor

PT201 Lube oil pressure, inlet Analogue sensorPT201-2 Lube oil pressure, inlet, backup Analogue sensorTE201 Lube oil temperature, inlet Analogue sensorTE231 Lube oil temperature, LOC inlet Analogue sensorPT271 Lube oil pressure, Turbo inlet Analogue sensor

PT294A *) Control oil pressure Analogue sensorPT301 Starting air pressure, inlet Analogue sensorPT311 Control air pressure Analogue sensorPT401 HT-water pressure, inlet Analogue sensorPT451 LT-water pressure, inlet Analogue sensorTE401 HT-water temperature, inlet Analogue sensorTE402 HT-water temperature, outlet Analogue sensor

TE402-2 HT-water temperature, outlet Analogue sensorTSZ402 HT-water temperature, outlet Binary sensorTE451 LT-water temperature, inletTE511 Exhaust gas temperature, Turbo inlet 1) Analogue sensorTE517 Exhaust gas temperature, Turbo outlet Analogue sensorTE5011 Exh. gas temp., cylinder outlet 2), average Analogue sensorPT601 Charge air pressure, inlet Analogue sensorTE601 Charge air temperature, inlet Analogue sensorTE700.. Main bearing 0 temperature 3) Analogue sensor


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Code Code TypeTE711A... Cylinder liner temperature 1 2) Analogue sensor

GT165 Fuel rack position Analogue sensorST167 Engine speed, TDC, Prime Analogue sensorST168 Engine speed, TDC, Backup Analogue sensorST174 Engine overspeed shutdown, backup Analogue sensor

ST180-1 *) Engine phase, prime PickupST180-2 *) Engine phase, backup Pickup

SE518 Turbocharger speed Analogue sensorGS792 Turning gear position Binary sensorPSZ201 Lube oil pressure, inlet (backup system) Binary sensor

1) 1...4 pcs depending on exhaust gas system2) 2 pcs/cylinder3) L - engines (in-line) : (n + 2) pcs (n = number of cylinders)3) V - engines: (n/2 + 2) pcs (n = number of cylinders)

The number and type of sensors may vary, depending on the requirement for variousinstallations. The actual set of sensors and other electrical equipment mounted on theengine, as well as alarm, load reduction and shutdown set points, can be found in theinstallation specific wiring diagram.

23.1.5.3 Engine Speed Sensor

The rotation speed of the engine is measured with two touch free inductive PNP-typeproximity switches. The sensor is supplied with a 10-30V DC supply voltage(normally 15V DC in WECS). The third pin of the sensor is the speed proportionalpulse train output. The voltage level of pulse output varies between two fixed levels;0V DC and +15V DC (supply voltage).

The electronics of the sensor is resin-moulded into a tubular housing of nickel platedbrass with external thread of M18x1.5 mm. The cable is connected by means of afour pole Euchner BS4 connector (see Fig. 23.39).

Mounting the sensor1. To install the sensor turn the engine until the top of a cog is visible in the sensor

mounting hole

2. Carefully screw in the sensor by hand until contact is made with the top of thelog.

3. Unscrew it approximately 1,5 revolutions for a sensing distance of 2,0 - 2,5 mm,and tighten the locking nut securely with a spanner.

NOTE! The engine must not rotate while the sensor is being mounted.


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Fig. 23.39: Engine speed sensor

23.1.5.4 ABB TPL Turbocharger Speed Measurement

Theory of opreation: The speed transmitter (see Fig. 23.40) is screwed into theoutside of the bearing casing to its stop and is also taken to a holder in theturbocharger axial bearing. Two slots on the outher surface of the auxiliary bearinggerenare pulses when passingthe speed transmitter. The voltage poeaks of the pulsesare limuíted by the cable voltage limiting module to a maximum value of ± 15V.

NOTE! If the speed transmitter has to be changedIf the speed transmitter has to be changed, it is recommended to contact the enginemany+úfacturer.

See also the Turbocharger Manual


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Fig. 23.40: ABB turbocharger speed measurement

1. Speed transmitter, 2. Voltage limiting module

Connection diagram of connecting cable for speed measurement

Fig. 23.41: Connection diagram

1. Front view into the plug, 2. Voltage limiting module

23.1.6 Software, WECS 2000

VRX Operating system shellVRX (Vaisala Real-time Executive) is a high level shell for accessing the services ofthe underlying operating system. It also provides a RAM-based real-time database.


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The main goal of VRX is to make application programs independent of the operatingsystem. VRX provides a simple high level interface for the programmer. Theapplications are usually involved in producing and consuming data. Data iscollected, processed and distributed further. This is the reason why VRX is very dataoriented.

One of the VRX features is task insulation. The tasks do not communicate with eachother directly. All the communication is accomplished through VRX. The tasks aretied to each other with the data items of the database.

The application modules are tasks running under the VRX. Each of them has aspecific task to perform and some of them can be configured. There is aconfiguration file for each of the configurable application tasks. These files arecompiled into binary form and loaded into the file system of the target unit (MCU orone of the DCU’s).

Fig. 23.42: System software modes


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Fig. 23.43: Software structure of WECS

23.1.6.1 Standard start/ stop sequence

Fig. 23.44: Main sequence


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23.2 WECS 7500

23.2.1 WECS 7500 System layout

WECS 7500 is a distributed control and monitoring system specifically developed byWärtsilä to meet the performance requirements set out for Enviro engines, i.e. forengines using a Common Rail for fuel injection and as an option direct waterinjection. It handles all strategic functionality related to the Common Rail fuelsystem (such as electronically controlled fuel injection, Common Rail pressurecontrol, in-built diagnostics etc.) it also handles all functionality related to directwater injection. WECS 7500 is an engine-built system, with the exception of thesub-module handling the external DWI plant (pump modules which are located in acabinet close to the engine).

WECS 7500 is totally distributed in terms of modules in order to split upfunctionality and make boundaries between the categories of control and monitoring(the fuel and water systems are also independent), but also in order to build naturalredundancy into the system. This means that redundancy control strategies areutilised in the event of a main sensor failure. Also the data acquisition is distributedbecause this gives advantages such as:

• Less cabling

• Improved noise immunity due to digital communication

• Increased flexibility

• Easy to customize for various engine types

All the modules communicate with each other via an inter-module communicationbus based on the CAN protocol. CAN is a communication bus specifically developedfor compact local networks, where high speed data transfer and safety of operationare critical.

The system comprises the following major control and monitoring categories:

• Control of fuel injection timing & quantity

• Optimization features to prevent smoke

• Common rail system safety

• System diagnostics

• Communication with external systems

• Water injection timing & quantity (optional)

• DWI system safety (optional)

Below, a general system overview of WECS 7500 on the engine (Fig. 23.45) and ofthe external DWI water plant (Fig. 23.46), including signal I/O to the varioussub-modules.


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Fig. 23.45: System overview of WECS 7500 on the engine

Fig. 23.46: Overview of the DWI water plant controlled by WECS 7500

The WECS 7500 system consists of the following modules (a description of eachmodule will follow in the next chapter):

• Main controller MCM700 (1 module/engine)

• Rail pressure controller CCM10 (1 module/bank)

• Cylinder controller CCM10 (1 module/3 cylinders)

• DWI plant controller (1 module/engine)

• Power module (PMOD) (1 module/engine) (optional)


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• Communication module (CMOD) includes a LDU (1 module/engine)

23.2.2 WECS 7500 Structure and modules

23.2.2.1 Module location and wiring harness

The exact structure of the WECS 7500 system, i.e. the number and location ofmodules depends on the engine’s cylinder configuration. In principal, the modulesare located and interconnected on the engine in the way as presented in Fig. 23.47.

Fig. 23.47: Location of modules on the engine

1. Communication module, 2. Power module, 3. Cylinder controllers, 4. Railpressure controllers, 5. Main controller

The WECS modules are resiliently mounted on the front side of the engine. Thecontrol modules are located just below the hotbox, on the outside of the engine body.The CMOD cabinet is located beside the local operator panel, and the PMODcabinet is located just below this cabinet.

Wiring harnessAll modules are interconnected with a wiring harness. This pre-fabricated harnesscontains all signalling needed on the engine, i.e. sensor signals, injector controlsignals and the CAN bus, but also the power supply lines for all the modules. Allcables are mounted inside a flexible high-temperature type protective hose. Cableswith signals emitting strong interference, and cables with EMI-sensitive signals areall individually screened. The bank harness is routed along the front side of theengine and interconnects all control modules. The bank harness has splices to themodule connectors at each control module. Between the control modules and thecylinders, the cylinder harnesses are located. These individual cylinder harnessesinterconnect the modules, sensors and valves located in the hotbox and on the


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cylinder head. There is an additional harness on the engine for measurements madeat the free end, and one harness at the drive end, containing mainly the engine speedand engine phase signals.

HIB (Harness Interface Box)There are several reasons for using a HIB (Harness Interface Box) on each controlmodule of WECS 7500. The HIB supports the flexible conduit (containing all thecables) at the module. The HIB also covers and protects the multi-pin connectors ofthe modules, and functions as a junction box, e.g. the wire splicing and terminationresistors. There is also a circuit board (including LED’s) for the safety wire loop inthe HIB (see other chapter for details). There is a cover on each HIB, which isremovable for trouble shooting, service etc.

The WECS 7500 control modules are based on two hardware platforms (MCM 700and CCM 10). The functionality is however different, dependent on the specificpurpose of the module. Below is a general description of each module type.

23.2.2.2 Main controller (MCM 700)

Fig. 23.48: Main controller MCM 700

The Main controller MCM 700 (see Fig. 23.48) is the master in the WECS 7500system. It handles the processing of all strategic engine control functions. These aremainly processes like engine start and stop sequences, engine safety, fuel injectioncalculations and optimization features for prevention of smoke. It handles theinformation transferred by all other WECS modules, it gives command signals to theCylinder and Rail pressure controllers and it communicates with systems external tothe engine.


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23.2.2.3 Rail pressure controller (CCM 10)

Fig. 23.49: Rail pressure controller CCM 10

There is one Rail pressure controller allocated for each bank, i.e. one on "in-line"engines, and two on "V" engines. The Rail pressure controller regulates (by means ofa PID controller) the fuel pressure in the Common Rail. It receives pressurereferences over CAN from the Main Controller, and calculates an output signal tothe Flow Control Valves (FCV). Feedback signals for the control loop is receivedfrom two CR pressure sensors (per bank), which are hard-wired to the Rail pressurecontroller. The proportional output signals to the Flow Control Valves are of PWMtype. There is only one output of the Common Rail pressure control loop, but eachFCV receives an individual PWM signal from the controller, where offsets areincluded to compensate for possible divergence in valve performance.

23.2.2.4 Cylinder controller (CCM 10)

The cylinder controller is a similar type of module as the Rail pressure controller(see Fig.23.49). The modules vary in number according to the engine cylinderconfiguration; there is always one unit controlling three cylinders. The Cylindercontroller processes functions related to fuel injection control, and (if used) directwater injection control. The modules calculate the relevant injection duration andinjection timing based on references sent over CAN from the Main controller. Eachmodule is providing high energy PWM type control signals to three fuel injectionvalves, and (if used) to three water injection valves. In order to give injectioncommand signals at the correct moment, the Cylinder controllers need accurateinformation about the engine speed and angular position. Therefore the speed andphase signals are hard-wired to each Cylinder controller. Cylinder specific sensorsare also connected to these modules, and the information is sent over CAN to theMain controller.


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23.2.2.5 Power module (PMOD)

Fig. 23.50: Power module

The Power module (PMOD) controls the supply power distribution within theWECS 7500 system. The PMOD cabinet is engine mounted (see Fig. 23.50).

The external 24 VDC power supply enters the PMOD via two separate inputs. Thetwo 24 VDC sources have independent external fuses, separate cables andconnectors to the PMOD cabinet. The two 24 VDC power supplies are via diodesinstalled inside the PMOD connected to a DC/DC converter. This converter isolatesthe primary and secondary side, thus providing WECS 7500 with a totally isolated24 VDC power supply. There are separate distribution lines from the PMOD to eachsub-module, all having an individual fuse.

A separate voltage of 90 VDC within WECS 7500 is used as the drive voltage forthe high energy injector solenoids (both fuel injectors and water injectors). ThePMOD receives a 90 VDC supply from two independent source lines via an externalUPS unit. From the UPS (which again has two independent sources from theswitchboard) two separate cables supply the PMOD cabinet via two independentconnectors. The two 90 VDC power supplies are via diodes inside the PMODconnected together into one single supply. This supply is then via a bi-directionalEMC filter and a fuse connected to the Cylinder controllers. The engine safety wireloop will, in a failure situation, disconnect the 90 VDC power supply inside thePMOD. There is also a switch on the PMOD cabinet for disconnection of this powersupply.

The power supply lines are "looped" around the engine, to provide safer supply incase of a singe point wire break. Below the Figure 23.51 which shows thisdistribution principle.


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Fig. 23.51: WECS 7500 power distribution principle

23.2.2.6 Communication module (CMOD)

Fig. 23.52: Communication module

The Communication module (CMOD) (see Fig. 23.52) controls the datacommunication and the signalling between WECS 7500 and all external systems. Inthe CMOD cabinet there is also a Local Display Unit (LDU), and a port for pluggingin the WECS 7500 service tool (WEPMIT). The CMOD cabinet is engine mounted.

The Local Display Unit (LDU) has a number of self-instructive menus, which can beentered by pressing the buttons located around the display (no keyboard or otherinterface needed). The menus are only intended for local reading of the CommonRail system, such as readings, alarms and statuses.

NOTE! Note that no parameter changes or commands can be sent down viathe LDU.


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Data for the external alarm system is transmitted over modbus via this cabinet. Thisdata contains information such as all measured values, engine alarms, sensorfailures, engine modes and shutdown reasons. See separate document for detailedinformation about the modbus protocol set-up and database content.

The binary and analogue signals between WECS 7500 and the external systems arealso wired via the CMOD. All binary signals are sent via opto-couplers located inthis cabinet to provide full isolation from the external systems.

The following binary inputs are provided:• Remote start info

• Remote stop

• Alarm / shutdown reset

• Blackout start info

• External shutdown

• Emergency stop

• Stop / shutdown override (optional)

The following binary outputs are provided:• Ready for start info

• Load reduction request

• Overload alarm

• Engine stop / shutdown info

• Engine run / stop

• WECS 7500 system minor alarm

• WECS 7500 system major alarm

The following analogue signal inputs are provided:• Engine load (from external kW transducer)

• Speed governor control signal

Due to the long distance for communication with the engine external DWI Plantcontroller MCM 700, a CAN repeater is needed. The repeater also galvanicallyisolates the internal and external CAN links. Another CAN repeater is used forcommunication with the service tool and configuration (WEPMIT). Both these CANrepeater units are located in this cabinet.


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23.2.3 Common Rail control functionality, WECS 7500

23.2.3.1 General about the Common Rail functionality

The high pressure Common Rail is constructed from a series of accumulatorsinterconnected by small bore piping. The camshaft driven pressurising (delivery)pumps and fuel accumulators are designed for compartments of two cylinders. Thisarrangement reduces the pulse migration ability along the Common Rail. From asafety point of view, an advantage is that high pressure fuel exists only in the samearea as in a conventional engine, i.e. in the hot box of the engine.

The discharge of the pressurising pumps, and thereby the Common Rail pressureitself, is controlled by Flow Control Valves (which again are controlled by WECS).To ensure safe engine start and operation also on HFO, special routines areimplemented where the Flow Control Valves are cycled in sequences, prior to theengine start. Heated HFO flows through each pump in turn, and then onward to theCommon Rail and back to the tank via a bypass valve system i.e. the Start-up andSafety Valve (SSV).

The FCV valves are connected to PWM type proportional outputs of the Cylindercontrollers, and controlled in the following way during engine operation: Onepressure sensor at each end of the Common Rail sends pressure feedbackinformation to WECS. WECS bases its pressure feedback on the higher pressure,and sends the required regulation signal to all Flow Control Valves in a close-looptype control circuit. The set pressure for the Common Rail is engine load and speeddependent, but also dependent on transient conditions. In case of loss of controlsignal, the FCV will for safety reasons go to minimum delivery, thus othercompartments will pressurise the Common Rail to ensure that the engine is stilloperational.

The Common Rail fuel injectors are controlled by WECS. PWM-type drive outputsof the Cylinder controllers are connected to solenoid valves integrated in theinjectors. A separate (hydraulic) control oil system is used to actuate the fuelinjectors, as the drive signals are only used to trigger the opening of the injector.WECS accordingly determines the accurate start and stop of the fuel injection. Theinjection timing has load and speed dependent mapping, and is also optimized withseparate settings for load transients. The maximum injection quantity (duration) isdynamically defined, and dependent on engine speed, charge air pressure andCommon Rail pressure, for optimal smoke reduction.

One important design criteria for the Common Rail system is that fuel pressure needsto be released from the nozzle between the injections. This is carried out by a specialthree-way valve design. In order to prevent overfilling, automatically triggered flowfuses are used in relation with each fuel injector. Malfunctioning injectors and otherstrategic components controlled by WECS, can rapidly be identified by the controlcircuitry and diagnostics of WECS 7500.


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The WECS 7500 functionality is based on a "mode-thinking approach", i.e. there isalways one mode active, and the functionality is based on what is specified for thatparticular mode. The modes have different priorities, and if several modes arerequested, the one with highest priority wins. The mode priorities from highest tolowest are indicated below, with a short explanation of the mode:

The mode priorities from highest to lowest• Emergency mode

Is preceded by any other mode.

Engine is standstill or under deceleration, and brought to this mode by aWECS-internal emergency stop (severe engine or WECS failure), or byactivation of the emergency stop input.

• Shutdown modeIs preceded by stop mode, start mode or run mode.

Engine is standstill or under deceleration, and brought to this mode by aninternal shutdown (engine or WECS failure), or by activation of the shutdowninput.

• Run modeIs preceded by start mode.

Engine under running conditions, i.e. speed is over a pre-set speed limit, and nostop, shutdown or emergency stop active.

• Start modeIs preceded by stop mode.

Engine in a start sequence (under acceleration). Start initiated by activation ofthe remote start or blackout start input, if no start blocking is active.

• Stop modeIs preceded by shutdown mode or emergency mode.

Engine is standstill, and stopped by activation of the remote stop input. Engine isalso in stop mode after an emergency stop or a shutdown, after that the sequenceis finished and a reset has been performed. Engine is not necessary ready forstart, a start blocking can be active in this mode.

Below is a diagram (Fig. 23.53) showing the status of WECS 7500 in differentoperation modes. This is a general diagram, for more detailed information, study thefollowing sub-chapters.


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Fig. 23.53: Statuses of WECS 7500 in different operation modes

23.2.3.2 Engine in Stop mode, WECS 7500

When the engine is in stop mode, the preheating phase will start as soon as theelectrically driven fuel pump is switched on, i.e. when the fuel pressure increasesover a pre-set level. During this preheating phase, WECS will keep the Start andSafety Valve (SSV) open and circulate the fuel oil through the pressure accumulatorand Common Rail and then back to the mixing tank. The Flow Control Valves willbe ramped open, then ramped closed one-by-one during this fuel circulation process.When each FCV valve has been operated, and the physical position of each valve hasbeen in accordance with position pre-set limits WECS will set the output "Ready forstart" high, providing that no other start blocking is active. WECS 7500 is now readyfor an engine start.

23.2.3.3 Engine in Start mode, WECS 7500

When WECS 7500 detects that one of the start inputs is high, it will enter startmode.

NOTE! The start valve itself is not controlled by WECS 7500, but by the enginecontrol and safety system.

Depending on the situation, one of the following start sequences will occur:

Start sequences• Normal start

As soon as the "Remote start" input is high and WECS 7500 detects that theengine speed is over a pre-set limit, it will enable the Common Rail fuel pressurecontrol. When the Common Rail pressure is over a pre-set limit, the fuel


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injection control is also enabled. When the engine speed is over another pre-setlevel, run mode will be active. If the Common Rail pressure or engine speed willnot rise to expected levels within a limited time, WECS 7500 will go intoShutdown mode, and the "Failed start attempt" alarm will become active.

• Blackout startAs soon as the "Blackout start" input is high *) and WECS 7500 detects that theengine speed is over a pre-set limit, it will enable the Common Rail fuel pressurecontrol. At a pre-set engine speed level which is slightly higher, the fuelinjection control is also enabled as soon as the injection opening pressure isreached. When the engine speed is over another pre-set level, Run mode will beactive. In an Emergency start, Start blockings (with the exception of Emergencystops) are overridden.

*) The same will occur if a re-start attempt is performed directly after a failedstart, regardless of which start input is high.

A start is inhibited, if any of the following start blockings are active:• Governor control signal missing or out of range.

• Shutdown active from external system.

• Flow Control Valve cycling, max. / min. position not reached (> 1 FCV / bank).

• WECS module failure / CAN communication failure.

23.2.3.4 Engine in run mode, WECS 7500

In run mode, WECS 7500 executes two major control function tasks. As soon as thesystem detects engine speed in a start situation, it will enable the fuel injectioncontrol. At engine acceleration, WECS 7500 will also enable the Common Rail fuelpressure control. These two main control tasks are active as long as the engine is inrun mode, and can only be disabled when the system detects a Stop, Shutdown or anEmergency Stop. Below, a more detailed description of the two controls:

23.2.3.4.1 Fuel injection quantity

Below is a principal block diagram (Fig. 23.54) of the fuel injection quantity controlstrategy.


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Fig. 23.54: Block diagram 1; Fuel injection quantity control strategy

The input to the fuel injection quantity (= "MFI demand") calculation, is based onthe signal from an external speed control unit (e.g. Woodward 723 speed control unitor other similar product).

The analogue signal from the speed control unit (4 - 20 mA) is proportionallyconverted into the cylinder individual injection duration values. These valuesdetermine the length of the fuel injection, i.e. the quantity of fuel injected into eachcylinder. This quantity is engine load dependent.

In order to eliminate excessive fuel injection i.e. to reduce smoke, during transientload conditions, the quantity of fuel injected into the cylinder is optimized (limited)based on the following parameters:

Parameters:• Charge air pressure

• Common Rail fuel pressure

• Engine speed (valid in variable speed applications)

The two first optimisers are pre-programmed 8 point maps, with charge air pressureand Common Rail pressure as inputs, the third is a 8 x 8 point map with speed andload as the input. A percentual "reduction value" is used as the output of these maps,and this output will limit the MFI demand in transient conditions, or at low speed. Ifthe MFI demand as calculated by the speed controller is above the mapped settings,"lowest wins" principles are valid, i.e. the most difficult limitation setting in thesemaps will finally define the optimized MFI demand used for further processing.

If necessary, individual trims of the injector signals can be made to compensate fordivergence in fuel delivery of individual injectors.


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During large engine load rejections, the injection control can totally disable the fuelinjection for a limited time in order to reduce offspeed. The sensitivity of thisadaptive control function is configurable.

The injection duration calculation occurs in the Main controller MCM700. Thismodule communicates with the Cylinder controller CCM10 over CAN, therefore thedrive signal to the injectors is processed by the Cylinder controllers. See chapterPWM control of injectors for details.

23.2.3.4.2 Fuel injection timing

Below is a principal block diagram (Fig. 23.55) of the fuel injection timing controlstrategy.

Fig. 23.55: Block diagram 2; Fuel injection timing control strategy

The fuel injection timing reference is derived form a 8 x 8 point reference map,which is both engine load and engine speed dependent. This map is optimized withinjection timing settings according to steady state conditions. In transient conditions,another 8 x 8-point reference map is used, optimized for such conditions. A loadtransient controlled "switch" is used, to select the relevant map.

The final injection timing reference values used by WECS, are offset by the presentCommon Rail pressure and charge air temperature. The timing can also be offsetwith values from a reference map, which contains settings manually pre-set. Therelevant engine firing order and cylinder angular displacement is pre-programmed inWECS 7500. For the final injection timing processing, WECS receives accurateinformation about the engine speed and engine angular position. See chapter Speedmeasuring for details.

23.2.3.4.3 Common Rail fuel pressure

Below is a principal block diagram (Fig. 23.56) of the Common Rail fuel pressurecontrol strategy.


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Fig. 23.56: Block diagram 3; Common Rail fuel pressure strategy

The Common Rail fuel pressure regulation is executed by means of a close-loop typePID-controller function. This controller has mapped dynamics, with engine load andengine speed dependent individually adjustable proportional-, integral- andderivative gain parameters.

The Common Rail fuel pressure is measured in each end of the rail, i.e. two sensorsignals are used in the process. In a normal situation, when both signals are healthy,these are first passed to a "highest wins" selection process. The highest pressure isalways automatically selected to be one used in the PID controller, as pressurefeedback signal. If one sensor is damaged, the pressure regulation is based in thesignal from the healthy sensor. A sensor failure alarm will then be initiated. If bothsensors are damaged, the pressure control will of safety reasons disable, and theengine will shut down.

The Common Rail fuel pressure signals are also used, in order to provide a CommonRail compartment pressure deviation detection. High pressure deviation will initiatean alarm.

The PID controller uses an internal pressure reference map, which has settings thatare both engine load and engine speed dependent (steady state map). In case of a fastload increase, this Common Rail pressure reference will be added with an offsetpressure reference, in order to temporarily increase the overall pressure reference.Higher Common Rail pressure in transient conditions will limit the development ofsmoke. The size of the pressure reference offset is configurable.

The output of the PID loop is control signal will compensate for pressure deviations(error) in the rail. This signal will be converted into an analogue signal, which thenwill establish the FCV-individual drive signal. The FCV drive signals have anindividual high end and low end offset added to them, in order to match the electricalrange with the active physical range.

There is one Flow Control Valve (FCV) (see Fig. 23.57) in each pump compartment,i.e. one per two cylinders. The drive signals to the FCV’s are of PWM-type, using anactive analogue current range of 0 - 2 A. The PWM frequency is typically 100 Hz(configurable). The FCVs are of linear type, and the linear travel will define the fuelflow into the Common Rail. The total linear travel of the FCVs is 6 mm. Each FVChas a built-in position sensor.


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Fig. 23.57: Flow Control Valve (FCV)

If the Common Rail fuel pressure drops below a pre-programmed pressure curve, thebinary output "load reduction request" will be set high. The maximum availableengine load as derived from this curve will be calculated, and will be sent out overmodbus to external systems.

In case of a large negative load change, the Common Rail fuel pressure control willinstantly disable itself, until the measured pressure is lower than value used in thereference map. The FCV outputs will be set to zero during this time, thus providing afast closure of the fuel flow to the rail, and thereby minimizing the risk ofover-pressure in the Common Rail.

23.2.3.5 Engine in stop, shutdown and emergency stop mode

23.2.3.5.1 Engine stop

• The following reason will cause an engine stop:Remote stop input activated.

When this input is activated, WECS will first go into shutdown mode. When theremote stop input is activated, the following will occur:

• The Start up and Safety Valve will be opened, i.e. the Common Rail pressurewill be released.

• The fuel injection will be disabled.

• The Common Rail pressure control will be disabled.

When the engine speed is zero, the engine will automatically enter stop mode after ashort timed delay. In stop mode, the FCV cycling will automatically begin. Thecycling will not automatically begin, if the fuel leakage level switch is in alarm


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position. When the FCV cycling has started, the engine is ready for a re-start (=ready for start output is set high), providing that there is no start blocking active. Noactivation of the shutdown/alarm reset button is necessary.

23.2.3.5.2 Engine shutdown

The following reasons will cause an engine shutdown:• External shutdown input is activated.

When a shutdown is active, WECS will go into shutdown mode.

When a shutdown comes active, the following will occur:• The Start up and Safety Valve will be opened, i.e. the Common Rail pressure

will be released.



The engine is not ready for a re-start before the failure is cleared, and the alarm /shutdown reset button has been pressed.

23.2.3.5.3 Engine emergency stop

The following reasons will cause an emergency stop of the engine:• Emergency stop input is activated.

• Engine overspeed.

• Engine speed too low in run mode.

• Pulse failure of both speed sensors.

• Pulse failure of both phase sensors.

• Governor control signal missing or out of range.

• WECS module / CAN communication failure.

• Failure of both CR pressure sensors (same bank).

When an emergency stop is active, WECS will go into emergency stop mode.

When an Emergency Stop comes active, the following will occur:• The engine safety wire loop will go low, i.e. the 90 VDC injector valve supply to

the Cylinder controllers will be disconnected.

• The Start up and Safety Valve will be opened, i.e. the Common Rail pressurewill be released.




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The engine is not ready for a re-start before the failure is cleared, and thealarm/shutdown reset button has been pressed.

For safety reasons, a safety wire loop is part of the WECS 7500 design concept (seeFig. 23.58). This hard-wired signal loop is connected to each module of WECS7500, and is also controlled by engine external signals.

Fig. 23.58: Safety wire loop

In case of activation of the external emergency stop, or a WECS module lock-up, oractivation of a WECS internal emergency stop, the safety wire loop will be broken,and a WECS independent solid state relay will disconnect the 90 VDC injector valvesupply from the Cylinder controllers. Each WECS module has a dedicated outputcontrolling this loop, and the Main controller is also monitoring the status. A greenLED in the HIB (Harness Interface Box mounted on each WECS module, see Fig.23.59) indicates if the safety wire loop is up, i.e. the normal condition. A secondLED in the HIB indicates status of the 90 V supply, and a third LED indicates thestatus of the 24 V supply.

Fig. 23.59: LED’s on Harness Interface Box


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23.2.3.6 PWM control of injectors

The signals are high energy PWM type drive signals. A separate hydraulic control oilsystem is then used to actuate the fuel injectors, while the PWM drive signals areused to trigger the opening of the injector. As the fuel injectors need high energysignals, the ordinary 24 VDC supply cannot be used, due to too low voltage. WECStherefore use a separate supply for these fuel injector drive outputs, and the voltageused is 90 VDC. The PWM current signal has a current profile as shown in Fig23.60 below.

Fig. 23.60: Injector valve PWM current profile

The reason for using a higher current level ("pull-in current") at the beginning of theinjection, is to provide a very fast and cycle-to-cycle consistent opening of theinjector. The lower current ("hold-in current") is switched on as soon as the injectorhas opened, and this lower current (and energy) level will reduce the heatdevelopment in the drive circuitry and the solenoid valve. In order to regulate thecurrent, a switching method is used, and this is called PWM (Pulse WidthModulation). The switching is based on a current level dead-band controller, and theswitching frequency is dependent of the inductance of the coil in the solenoid.

23.2.3.7 Speed measuring

For the injection timing processing, WECS needs accurate information about theengine speed and engine angular position. Therefore the engine speed- and phasesignals are connected to each Cylinder controller. These pulse signals are hard-wired


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to each module, i.e. not connected as data over CAN. For redundancy reasons twospeed sensors and two phase sensors are used. The speed/phase signal distribution isshown in (Fig. 23.61) below.

Fig. 23.61: Engine speed- & phase signal distribution

The engine speed is measured by means of pulses, transmitted from two magneticsensors (Fig. 23.63), which are mounted at the flywheel. The speed sensors areproviding square-wave pulses (amplified push-pull type output), derived fromdedicated speed-sensing holes in the flywheel. The pulse frequency generated bythese sensors is hence proportional to the engine speed.

Fig. 23.62: Speed sensor

Fig. 23.63: Phase sensor


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WECS 7500 must also detect the accurate engine angular position, and for thispurpose one missing hole is arranged in both speed-sensing hole peripheries (see Fig.23.64). The angular locations of the missing holes are such, that the end-edge (=positive electrical flank) of the hole coming after the missing hole, is accurately atTDC (Top Dead Centre) of cylinder (A)1. The speed sensors use separate holes, butthe holes are "in parallel", thus the phase difference between the two signals isnegligible. The number of holes is 120 minus the missing one, i.e. 120 - 1 and thebore diameter of the holes is 14 mm.

Fig. 23.64: 120 - 1 bored speed-sensing holes in the flywheel

The speed signal pulse train from the two speed sensors will have the shape as inpicture below. This signal is connected to all Cylinder controllers, as well as to theMain controller. The Main controller has however no use of the TDC information,only the speed level.

Fig. 23.65: Missing hole location, and speed signal pulse train


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As the engines controlled by WECS 7500 are 4-stroke engines, the crankshaft andthereby flywheel will make two revolutions for one complete engine cycle. To detectwhich marker at cyl. (A)1 TDC is true, two phase sensors are also provided (two forredundancy reasons). These sensors are mounted at the driving end of the enginecamshaft. These sensors are also PNP-type proximity switches.

The phase sensors are detecting the "phase" of the engine by means of detecting theposition of a "half moon" disc, attached to the driving end of the camshaft. This discis mounted in such a way, that a positive edge (signal going high) will occur 180°BTDC of cyl. (A)1, and will remain high until 180° ATDC for the same cylinder,(see Fig. 23.66). WECS can exclude the false missing pulse based on whether thephase signal is high or low when the missing pulse comes. Only the one comingwhile the phase signal is high is defined as true.

Fig. 23.66: Location of phase sensors

Additionally, WECS determines the injection timing based on the speed/phasesignal, also the internal overspeed trip function is using this speed signal. In case ofan engine overspeed, WECS will instantly initiate an emergency stop (seesub-chapter Engine emergency stop). Also an independent second overspeed trip isused on Common Rail engines. A separate system will activate the "externalshutdown" input of WECS 7500, thus providing a shutdown of the engine, totallyindependent of WECS.


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23.3 Tables

23.3.1 Resistance versus temperature relationship for platinumresistance element Pt 100.

According to IEC 751 (1985), DIN 43760 (1980), BS 1904 (1984).

Resistance versus temperature relationship for platinum resistanceelement Pt 100; from 0ºC to 299ºC

ºC 0 1 2 3 4 5 6 7 8 90 100,00 100,39 100,78 101,17 101,56 101,95 102,34 102,73 103,12 103,5110 103,90 104,29 104,68 105,07 105,46 105,85 106,24 106,63 107,02 107,4020 107,79 108,18 108,57 108,96 109,35 109,73 110,12 110,51 110,90 111,2830 111,67 112,06 112,45 112,83 113,22 113,61 113,99 114,38 114,77 115,1540 115,54 115,93 116,31 116,70 117,08 117,47 117,85 118,24 118,62 119,0150 119,40 119,78 120,16 120,55 120,93 121,32 121,70 122,09 122,47 122,8660 123,24 123,62 124,01 124,39 124,77 125,16 125,54 125,92 126,31 126,6970 127,07 127,45 127,84 128,22 128,60 128,98 129,37 129,75 130,13 130,5180 130,89 131,27 131,66 132,04 132,42 132,80 133,18 133,56 133,94 134,3290 134,70 135,08 135,46 135,84 136,22 136,60 136,98 137,36 137,74 138,12100 138,50 138,88 139,26 139,64 140,02 140,39 140,77 141,15 141,53 141,91110 142,29 142,66 143,04 143,42 143,80 144,17 144,55 144,93 145,31 145,68120 146,06 146,44 146,81 147,19 147,57 147,94 148,32 148,70 149,07 149,45130 149,82 150,20 150,57 150,95 151,33 151,70 152,08 152,45 152,83 153,20140 153,58 153,95 154,32 154,70 155,07 155,45 155,82 156,19 156,57 156,94150 157,31 157,69 158,06 158,43 158,81 159,18 159,55 159,93 160,30 160,67160 161,04 161,42 161,79 162,16 162,53 162,90 163,27 163,65 164,02 164,39170 164,76 165,13 165,50 165,87 166,24 166,61 166,98 167,35 167,72 168,09180 168,46 168,83 169,20 169,57 169,94 170,31 170,68 171,05 171,42 171,79190 172,16 172,53 172,90 173,26 173,63 174,00 174,37 174,74 175,10 175,47200 175,84 176,21 176,57 176,94 177,31 177,68 178,04 178,41 178,78 179,14210 179,51 179,88 180,24 180,61 180,97 181,34 181,71 182,07 182,44 182,80220 183,17 183,53 183,90 184,26 184,63 184,99 185,36 185,72 186,09 186,45230 186,82 187,18 187,54 187,91 188,27 188,63 189,00 189,36 189,72 190,09240 190,45 190,81 191,18 191,54 191,90 192,26 192,63 192,99 193,35 193,71250 194,07 194,44 194,80 195,16 195,52 195,88 196,24 196,60 196,96 197,33260 197,69 198,05 198,41 198,77 199,13 199,49 199,85 200,21 200,57 200,93270 201,29 201,65 202,01 202,36 202,72 203,08 203,44 203,80 204,16 204,52280 204,88 205,23 205,59 205,95 206,31 206,67 207,02 207,38 207,74 208,10290 208,45 208,81 209,17 209,52 209,88 210,24 210,59 210,95 211,31 211,66


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23.3.2 Electromotive forces of thermocouple Nickel– Chromium /Nickel–Aluminium (NiCr–NiAl) Type K

Reference temperature 0. Temperature in degrees Celsius (ITP 68) Acc. to IEC584–1, DIN 43710 (1977), BS 4937 (1973), ASTM E 230/72, ANSI MC96–1–1975.

Resistance versus temperature relationship for platinum resistanceelement Pt 100; from 0ºC to 599ºC.

Temp. 0 1 2 3 4 5 6 7 8 9°C Microvolt (abs)0 0 39 79 119 158 198 238 277 317 35810 397 437 477 517 557 597 637 677 718 75820 798 838 879 919 960 1000 1041 1081 1122 116230 1203 1244 1285 1325 1366 1407 1448 1489 1529 157040 1611 1652 1693 1734 1776 1817 1858 1899 1940 193150 2022 2064 2105 2146 2188 2229 2270 2312 2353 239460 2436 2477 2519 2560 2601 2643 2684 2726 2767 280970 2850 2892 2933 2975 3016 3058 3100 3141 3183 322480 3266 3307 3349 3390 3432 3473 3515 3556 3598 363990 3681 3722 3764 3805 3847 3888 3930 3971 4012 4054100 4095 4137 4178 4219 4261 4302 4343 4384 4426 4467110 4508 4549 4590 4632 4673 4714 4755 4796 4837 4878120 4919 4960 5001 5042 5083 5124 5164 5205 5246 5287130 5327 5368 5409 5450 5490 5531 5571 5612 5652 5693140 5733 5774 5814 5855 5895 5936 5976 6016 6057 6097150 6137 6177 6218 6258 6298 6338 6378 6419 6459 6499160 6539 6579 6619 6659 6699 6739 6779 6819 6859 6899170 6939 6979 7019 7059 7099 7139 7179 7219 7259 7279180 7338 7378 7418 7458 7498 7538 7578 7618 7658 7697190 7737 7777 7817 7857 7897 7937 7977 8017 8057 8097200 8137 8177 8216 8256 8296 8336 8376 8416 8456 8497210 8537 8577 8617 8657 8697 8737 8777 8817 8857 8898220 8938 8978 9018 9058 9099 9139 9179 9220 9260 9300230 9341 9381 9421 9462 9502 9543 9583 9624 9664 9705240 9745 9786 9826 9867 9907 9948 9989 10029 10070 10111250 10151 10192 10223 10274 10315 10355 10396 10437 10478 10519260 10560 10600 10641 10682 10723 10764 10805 10846 10887 10928270 10969 11010 11051 11093 11134 11175 11216 11257 11298 11339280 11381 11422 11463 11504 11546 11587 11628 11669 11711 11752290 11793 11835 11876 11918 11959 12000 12042 12083 12125 12166


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Temp. 0 1 2 3 4 5 6 7 8 9°C Microvolt (abs)300 12207 12249 12290 12332 12373 12415 12456 12498 12539 12581310 12623 12664 12706 12747 12789 12831 12872 12914 12955 12997320 13039 13080 13122 13164 13205 13247 13289 13331 13372 13414330 13456 13497 13539 13581 13623 13665 13706 13748 13790 13832340 13874 13915 13957 13999 14041 14083 14125 14167 14208 14250350 14292 14334 14376 14418 14460 14502 14544 14586 14628 14670360 14712 14754 14796 14838 14880 14922 14964 15006 15048 15090370 15132 15174 15216 15258 15300 15342 15384 15426 15468 15510380 15552 15594 15636 15679 15721 15763 15805 15847 15889 15931390 15974 16016 16058 16100 16142 16184 16227 16269 16311 16353400 16395 16438 16480 16522 16564 16607 16649 16691 16733 16776410 16818 16860 16902 16945 16987 17029 17072 17114 17156 17199420 17241 17283 17326 17368 17410 17453 17495 17537 17580 17622430 17664 17707 17749 17792 17834 17876 17919 17961 18004 18046440 18088 18131 18173 18216 18258 18301 18343 18385 18428 18470450 18513 18555 18598 18640 18683 18725 18768 18810 18853 18895460 18938 18980 19023 19065 19108 19150 19193 19235 19278 19320470 19363 19405 19448 19490 19533 19576 19618 19661 19703 19746480 19788 19831 19873 19916 19959 20001 20044 20086 20129 20172490 20214 20257 20299 20342 20385 20427 20470 20512 20555 20598500 20640 20683 20725 20768 20811 20853 20896 20938 20981 21024510 21066 21109 21152 21194 21237 21280 21322 21365 21407 21450520 21493 21535 21578 21621 21663 21706 21749 21791 21834 21876530 21919 21962 22004 22047 22090 22132 22175 22218 22260 22303540 22346 22388 22431 22473 22516 22559 22601 22644 22687 22729550 22772 22815 22857 22900 22942 22985 23028 23070 23113 23156560 23198 23241 23284 23326 23369 23411 23454 23497 23539 23582570 23624 23667 23710 23752 23795 23837 23880 23923 23965 24008580 24050 24093 24136 24178 24221 24263 24306 24348 24391 24434590 24476 24519 24561 24604 24646 24689 24731 24774 24817 24859


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23.4 Abbreviations

Abbreviations and explanations

Abbreviation ExplanationATDC After Top Dead CenterTDC Top Dead CenterBIT Built-In TestBDC Bottom Dead CenterBTDC Before Top Dead CenterCCM Cylinder Controller ModuleCMOD Communication ModuleCPU Central Processor UnitCR Common RailDCU Distributed Control UnitDIP DIP SwitchDWI Direct Water InjectionFCV Flow Control ValvesFFT Fast Fourier TransformationGND GroundHFO Heavy Fuel OilHIB Harness Interface BoxHP High PressureHT High TemperatureLDU Local Display UnitLP Low PressureLT Low TemperatureMCM Main Controller ModuleMCU Main Control UnitMDO Marine Diesel OilPID Controller Proportional Inretgrating Derivating ControllerPMOD Power ModulePWM Pulse Width ModulationRM Relay ModuleRPM Revolutions Per MinuteSMU Sensor Multiplexer UnitSRAM (RAM) Random Acces MemorySSV Start-up and Safety ValveTDC Top Dead CentreWECS Wärtsilä Engine Control System


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Abbreviation ExplanationWEPMIT WECS 7500 service toolWIC Water Injection ControlVRX Vaisala Real-time eXecutive

Documents

46 02 30 91461 Alphabetical indexmaytau.ut.edu.vn/userfiles/files/WARTSILA 46.pdf · slow turning, 03–3, 21–1 split gear wheel, 06–5, 13–15 mounting the split gear wheel,