YANMAR 8N21(A)L-V
ENGINE DESCRIPTION
Model
Unit
8N21L-SV
8N21L-EV
8N21L-GV
Type
---
Vertical, water-cooled, 4 cycle diesel engine
Combustion chamber
---
Direct injection type
No. of cylinders
---
8
Cylinder bore
mm
210
Stroke
mm
290
Total Cyl. displacement
---
80.36
Compression ratio
---
15.8
Rated speed of revolution
Min-(rpm)
720 or 750
Direction of rotation of crankshaft
---
Counterclockwise as viewed from the flywheel end (XL)
Operation side
---
On the left as viewed from the flywheel end
Order of firing
---
1-3-2-5-8-6-7-4-1-
Supercharging system
---
Exhaust gas turbine supercharger (turbocharger) with air cooler
Cooling system
---
· Mixing type 2-line (fresh water) cooling
· Separate type 2-line cooling
[Cylinder jacket: fresh water]
[Coolers : Sea water]
Lubricating system
---
Forced lubrication
(system oil also used as T/C lub. Oil)
(system oil also used as rocker arm lub oil)
Lubricating oil sump system
---
Sump incorporated in common bed
Starting system
---
Air motor starting
Dimensions
Overall length
mm
3,796
Overall width
mm
1,544
Overall height
mm
2.025
Mass (of engine singly)
kg
10,500
(may vary as depending on specification)
Constitution of Model Designation
No. of cylinders
Engine series
Cyl. Bore 9in cm)
8
L
21
EV
A
N
- -
Marine auxiliary/Land use
Degree of supercharging
[ Configuration of Cylinders]
8
7
3
4
5
6
2
1
Fly Flywheel
STRUCTURAL OF MAJOR PARTS
Cylinder Block & Cylinder Liner
The cylinder block is a box structure made of cast iron employing the double wall system which integrally cast the cam case, charge manifold, main oil and main cooling water gallery in bloc.
The structure of a main bearing is of the suspension metal type, and its lower part, and oil pan is fitted. The cylinder liner is made of special cast iron, and at its upper end inner diameter part, a protection ring is mounted.
Crankshaft, Main Bearing & Thrust Bearing
The crankshaft is a stamp forgings made of special steel and has been induction hardened/quenched together with crank pins and journals.
To attain the dynamic balance, two balance weights per throw, 12 balance weights in total are fitted, and on the output side at the shaft rear end, the flywheel is mounted.
At the frontal part on the another end, shrink fitted crankshaft gear and gear case are arranged to form a structure to drive the timing gear and intermediate gear that are incorporated on the side of cylinder block. The main bearing is a split bearing made of aluminium alloy. The cylinder block side employs and oil grooved bearing; the main bearing cap side, a bearing without oil groove. It is a structure to lock by means of the main bearing cap which is incorporated by two bolts and two hydraulically tightened nuts on the cylinder block side. Beside, the thrust bearings are provided on both sides of the shaft rear end journal and form structure to support the load in the front to rear direction.
Connecting Rod & Bearing
The connecting rod is a forgings made of carbon steel, and its big end part is obliquely split and serrated. The connecting rod bolt is hydraulically tightened in the same way as for the nut of main bearing cap. The bearing is of a type without oil groove for both the big end part and the small end part alike. The big end part employs a split bearing made of aluminium alloy; the small end part, a lead bronze bush with back metal.
Piston & Piston Rings
The piston is thin solid/integral structure mad of ductile cast iron. The top and second ring grooves are laser hardened/quenched on both the upper and lower faces, Besides, for cooling of the upper part, the oil cooling cocktail shaker system to use lubricating oil which is injected by a cooling nozzle arranged on the lower end side of the cylinder liner part is employed.
Piston rings consist of four rings, three compression rings and one oil ring. Each ring has been chrome plated on the sliding surface.
Cylinder Head
The cylinder head, of which upper side is made of thick cast iron while the explosion surface is made of obliquely ribbed thin cast iron, is a structure fixed to the cylinder block by four hydraulically tightened nuts. The suction and exhaust valves are arranged in tandem and linked to the charge bend of the cylinder head integrated type and set up the swirl suction port.
The cooling water channel within the cylinder head employs a flow channel to cool the outer periphery of a nozzle sleeve provided at the center after cooling the exhaust valve seats with cooling water flowed in from two out of four spots in the cylinder block as well as the inner-suction/exhaust valve area with cooling water flowed in from other two spots in the cylinder block.
Suction/Exhaust Valve & Valve Mechanism
Suction & exhaust valves are four valves of the valve bridge type and so constructed to actuated two valves simultaneously through the valve bridge and valve rotator. The valve bridge is systemized to actuate through the camshaft, swing arm, roller, push rod and rocker arm. The valve mechanism is the fully enclosed type whereas its all parts are enclosed in the cylinder block, cylinder head and bonnet.
The suction/exhaust valve is made of heat resistance steel with the seat part filled with stellite. At the stern part, a stem seal is fitted together with the suction/exhaust valve.
The exhaust valve made of nimonic alloy.
The suction/exhaust valve seat is such that stellite is filled to the seat part, and the exhaust valve seat is of the water cooled type and so constructed to provide an O-ring for cooling water tightness on the outer periphery of the valve seat.
Camshaft
The camshaft is made of carbon steel and integrates the induction hardened cam and the bearing part and adopts the longitudinally split-in-two type.
The cam shapes are such that the suction/exhaust cam is provided with shock absorbing/buffer curve and the fuel cam adopts a profile having a big-diameter base circle.
Timing Gear & Intermediate Gear
The gear train is arranged inside the gear case opposite to the output side. The respective gears drive the camshaft, governor and pumps such as lubricating oil pump, cooling water pump and fuel feed pump of the marine diesel oil specification. Gear types are bevel gear for governor driving and helical gears for all other. Each gear adopts chrome-molybdenum steel carburized on the entire surface.
Fuel Injection Pump
The pump arranges the discharge valve equipped with two-way delivery valve at its uppermost part and is an 147 MPa (1,500 kgf/cm²) high-pressure pump of the plunger barrel top closed type.
Fuel Injection Valve & Pipe
The injection valve is a multiple opening nozzle having a long stem and adopts the low inertia type having a low mass of the moving part.
For cooling of the injection valve, the indirect cooling system to cool the nozzle holder by the nozzle sleeve is adopted. The injection pipe is of the cylinder head through type, and the joint part is of the cone tight type at all points.
Lubricating Oil System
Lubricating oil sent out of the auxiliary tank under pressure by the lub oil pump is branched to two ways. In one way, lubricating oil flows to the main gallery through a cooler equipped with the thermostatic valve, strainer (B) and lub oil pressure regulating valve. In another way, lubricating oil flows out to the oil pan through the strainer(A). Besides, the pipe channel is so constituted that the lubrication oil overflowed form the oil pan is fed by the priming pump to the inlet side of the strainer (B) through the auxiliary tank.
Lubricating oil in the main gallery lubricates main bearings of the crankshaft and bearings of piston pins through the journals and connecting rods as well as cools the piston, blowing out of a cooling nozzle provided at the gallery side part. Furthermore, lubrication oil is delivered for lubrication of valve parts of a cylinder head such as the rocker arm, valve guard and valve rotator, tappet and swing arm for camshaft and fuel injection pump of cylinder block and bearings of gears and the sliding parts inside the gear case. In addition to the aforementioned, this lubrication oil is forcedly fed to the turbocharger, furthermore to bearings of governor through the gear. Moreover, the lubricating oil constitutes a lubricating oil circuit to supply oil splashed to bearings of the fuel feed pump from gears. The lub oil pump is of the gear type while the priming pump (stand-by pump) equipped is the motor driven type.
The lub oil cooler equipped on the engine non-operating side is of the multi-tubular type available in two specifications for fresh water and sea water and is provided with the inlet and outlet for cleaning washing fluid at its both ends.
The lub oil strainer (A) for by-pass is of the centrifugal type while the strainer (B) found below the lub oil cooler adopts the duplex changeover notch wire type.
Suction/Exhaust System
The supercharger equipped on the flywheel side of the engine is an air-cooled exhaust gas turbine and of a single-stage, single-shaft structure which combines a radial-flow turbine with a centrifugal compressor.
The exhaust manifold is made of carbon steel pipe and adopts the 4-division type of 3-group configuration for three cylinders.
The surrounding of the exhaust manifold is so constructed to cover the exhaust manifold with a cover sandwiching glass wool in steel sheet for sound insulation and fireproofing.
Cooling Water System
The cooling system is available in three specifications of fresh/sea water dual line cooling , dual fresh water attachment independent cooling and dual fresh water line cooling.
Dual Fresh/Sea Water Line Cooling Specification
The cooling system is dual fresh/sea water dual line cooling.
Cooling water pumped up by the sea water pumps cools the respective coolers for lubricating oil, charge and fresh water. On the one hand, fresh water cooled in the fresh water cooler is sent under the pressure to the engine and cooling water pump. After cooling the engine, the water branches off in two ways, the water flows to the cooling water pump through the expansion tank. Another way forms a return circuit to the former fresh water pump.
The charge cooler equipped to the engine non-operating side is a box structure of the plate finned multi-tubular type.
A centrifugal pump is adopted for cooling water pump.
Dual Fresh Water Line Cooling Specification
By this specification, fresh water cools the engine body and all attachments equipped to the engine. Besides, the fresh water pump for cooling water and its control devices adopts a system completely separated from the engine and independent of the engine. There are two lines for cooling water being fed from the fresh water cooler. In one line, fresh water is sent under the pressure to the engine together with the pre-heating hot water that passes through the valves via the cooling water pump. After cooling the engine, the water branches off the expansion tank pipe line and the main cooling water pipe line and returns to the fresh water cooler through both branches.
In another line, the water flows through the lub. oil cooler and then the charge cooler. This line is a cooling system for the water to return to the former fresh water cooler in the same way as the engine cooling system.
The charge cooler equipped on the engine non-operating side is a box structure of the plate finned multi-tubular type.
A centrifugal pump is adopted for cooling water pump.
Fresh Water Attachment Independent Cooling Specification
By this specification, sea water is used for cooling the fresh water cooler only while fresh water cools the engine body and all attachments equipped to the engine.
The cooling system adopted is so called mixing cooling system consisting of the high-temperature engine body side water channel and the low-temperature attachment side water channel equipped with the respective cooling water pumps, cooling waters of both channels joining together after cooling various parts.
Cooling water for the engine body passes through the fresh water cooler and cooling water pump P1 and is sent under pressure to the engine together with preheating hot water which comes passing through valves. After cooling the engine, cooling water branches off. In one way, it flows the suction side of cooling water pump P1 & pump P2 after passing through the expansion tank. In another way, cooling water returns to the fresh water cooler after passing through the thermostatic valve T1. Besides, a branch from thermostatic valve T1 forms a return circuit to the suction side of the cooling water pump P1 for shortening the warming-up time. Cooling for the attachment side forms a mixing water channel where the water is sent under pressure from the fresh water cooler by the cooling water pump P2 passes through the lub. oil cooler and charge cooler, joins together with cooling water which comes passing through the thermostatic valve T1 after cooling the engine and finally returns to the former fresh water cooler.
The charge cooler equipped on the engine non-operating side is a box structure of the plate finned multi tubular type. Centrifugal pumps are adopted for both cooling water pumps P1 & P2. Besides, the thermostatic valve T1 adopts an automatic temperature control valve of the wax type.
Fuel System
Two specifications on fuel burning are available for the engine; specially, for marine diesel oil and for low-quality heavy fuel oil, and the fuel circuit differs between the marine diesel oil specification and the heavy fuel oil specification.
In a section enclosed by an alternate long and short dash line in both aforementioned figures, various attachment and pipe line for such as pressurizing, circulation, cleaning and separation related to fuel are set up, but since this system is generally set in consideration of conditions of use of the engine, quality of fuel used, etc., the nature of combination at attachments diverges.
Consequently, for details of a section enclosed by an alternate long and short dash line, please refer to the Fuel System Diagram drawn by your constructor. The fuel circuit on the engine side is described here.
Marine Diesel Oil Specification
Fuel sent out from the marine diesel oil fuel tank by the fuel feed pump is fed to fuel injection valves through the fuel strainer, injection pumps and injection pipes.
The pump circulating fuel from the respective injection pumps, on the other hand, flows through the collecting pipe and returns to the former fuel tank through a pressure regulating valve which serves to keep the fuel pressure constant.
Besides, oil overflowed from the injection valves directly returns to the fuel tank through the collecting pipe. Moreover, the pipe line is such to return both the oil leaked from the fuel injection pipe section and the drain from the fuel injection pump housings to the drain tank through the leak detector and collecting pipe, respectively.
The fuel feed pump equipped on the anti-flywheel side is a gear pump integrated with a safety valve. The fuel filter adopts the duplex changeover notch wire type of manual-backwashing specification; the leak detector, the float type.
Heavy Fuel Oil Specifications
Two specifications are available for heavy fuel oil burning. One is the heavy fuel oil exclusive specification to use heavy fuel oil entirely from a start and a load run to a stop. Another is the marine diesel oil jointly using specification to use marine diesel oil in starting and stopping. Incidentally, the constitution of the fuel circuit is the same for both specification, only differing in starting and stopping preparatory works.
Heavy Fuel Oil Exclusive Specification
The heavy fuel oil pipe line is diagrammed by a combination of heavy, alternate long and short dash line and continuous line in drawing.
Fuel from the heavy fuel oil tank is sent under pressure by the motor-driven fuel feed pump (B) and fed to fuel injection valves through the hear-insulating fuel filter, seal pot, fuel injection pumps and injection pipes on the engine side.
On the other hand, pump circulating fuel from the respective fuel injection pumps through the collecting pipe and returns to the former heavy fuel oil tank through a pressure regulating valve which serves to keep the fuel pressure constant. Besides, the pipe line is such to return both the oil leaked from the fuel injection pipe section and the oil overflowed from the fuel injection valves as well as drain from the fuel injection pump housings to the drain tank through the leak detector and collecting pipe, respectively.
The fuel feed pump (A) equipped on the anti-flywheel side is a gear pump integrated with a safety valve. Furthermore, a motor-driven gear pump is suggested for fuel feed pump (B).
The fuel filter adopts the heat-insulating, duplex changeover notch wire type of manual-backwashing specification; the seal pot, the box type filled with ethylene glycol; the leak detector, the float type.
Marine Diesel Oil Jointly Using Specification
By this specification, a marine diesel oil used in starting and stopping. The fuel oil pipe line for such time is diagrammed by a combination of heavy, broken line and continuous line in drawing.
Fuel sent from the marine diesel oil tank by the fuel feed pump (A) branches into two ways at the outlet of the fuel feed pump. In one way, such fuel flows through a pressure regulating valve and returns to the former fuel tank. In another way, fuel is fed to fuel injection valves through the heat-insulating fuel filter, seal pot, fuel injection pumps and injection pipes.
On the other hand, pump circulating fuel from the respective fuel injection pumps flows through the collecting pipe and returns to the former marine diesel oil tank through a pressure regulating valve which serves to keep the fuel pressure constant. Besides, the pipe line is such to return both the oil leaked from the fuel injection pipe section and the oil overflowed from the injection valves as well as drain from the fuel injection pump housings to the drain tank through the leak detector and collecting pipe, respectively.
After starting, the changeover valve of the fuel pipe line is operated to change over the fuel to heavy fuel oil during a run. The heavy fuel oil pipe line for such time is diagrammed by a combination of heavy, alternate long and short dash line and continuous line in drawing.
Fuel from the heavy fuel oil tank is sent under pressure by the motor-driven fuel feed pump (B) and fed to the heat-insulating fuel filter on the engine side. From the fuel filter and on, constitution of the respective pipe lines on the engine side and the flow of fuel are the exactly same as starting or stopping the engine with marine diesel oil.
Nevertheless, the pipe line is such that pump circulating from the respective injection pumps branches at the outlet of a pressure regulating valve and returns to the heavy fuel oil tank.
Furthermore, a motor-driven gear pump is suggested for fuel feed pump (B).
The fuel filter adopts the heat-insulating , duplex changeover notch wire type of manual back-washing specification; the seal pot, the box type filled with ethylene glycol; the leak detector, the float type.
Air & Engine Control System
The air supplied from the air tank branches in to two ways through the reducing valve and safety valve. In one way, such air is sent to the air motor driving main circuit, and in another way, the air further branches off after passing through the shut-off valve V1 for protection of the turning device and the starting valve V2, passes through the air motor pinion working cylinder and reaches valves on the main circuit. Besides, the pipe line is so constituted that the air branches off just after the starting valve V2 reaches the air cylinder through the speed control valve V3.
The air motor to drive the ring gear is of the turbine type; the starting valve V2 integrated with the motor, a solenoid valve equipped with a manual operating valve; the shutoff valve V1 of the turning device section, mechanical; the stopping valve; V4 for engine stopping, a solenoid valve. For air piston, the double piston type equipped with one piston each for limiting and stopping injection fuel is adopted.
Engine Stop
The stopping air circuit is diagrammed by broken line in drawing. The circuit is a pipe line provided with a globe valve and the stopping valve V4 of the solenoid valve type on the way to the air cylinder.
Engine Rotational Control
Constitution of control devices is shown in drawing 2-22.
The control is accomplished by use of the governor, start/stop lever, fuel injection pumps, air piston and link mechanism of such as levers and shafts so interlock these control devices.
In starting, the air piston acts on the shaft of a lever interlocking fuel injection pumps to limit the fuel injection volume, actuates the control valve to gradually release limiting and works to stop the injection in the stopping. Incidentally, the engine side stopping is done by operating the start/stop lever. The governor equipped on the operating side of the engine rear parts adopts the hydraulic type; the fuel injection pump, the Bosch type.
Instruments & Electrical Parts
Subjects of alarming and remote monitoring are pressures of fuel, lubricating oil, cooling water, charge and air system. Apparatus of instrumentation such as pressure switch and test valve and transmitter used in detection, foe instance, of these parameters excluding the fuel system are arranged in the centralized manner in the neighbourhood of gauge and panel provided on the operating side of the engine frontal part. Incidentally, apparatus for the fuel system are arranged together with the seal pot, pressure gauge, differential pressure gauge, etc. On the operating side of the engine frontal part.
Press. Sw. Press Press. Press.
Test v/v Switch Transmitter Gauge
Cold water system
Hot water system
Charge system
Lub oil system
L.O. system
(priming control)
L.O. system
(oil supply stop)
Fuel system
Starting air system
Control air system
(alarm)
Common Bed & Engine Vibration Insulation device
The common bed is a welded structure made of steel plate, and an auxiliary tank for lubricating oil is built in the common bed.
The engine of vibration insulation specification is such a structure that some numbers of rubber vibration insulators of special construction are arranged on both sides of the common bed.
Assembly Adjustment Values
Item
Adjustment Value
Remarks
Timing/Clearance
Piston top clearance(A)
mm
2.0 +/-0.2
Suc. v/v
Begins to open(before T.D.C.)
deg.
60
Ends closing(after B.D.C)
35
Valve head clearance(B)
mm
0.4
In the cold state
Exh. v/v
Begins to open(before B.D.C.)
deg.
68
Ends closing(after T.D.C.)
55
Valve head clearance(B)
mm
0.6
In the cold state
Fuel injection pump begins to
Deliver(before T.D.C.)
deg.
v
Refer to Records of shop trial.
Injection pressure, fuel injection valve
MPa(kgf/cm²)
34.0 +/- 0.5 (347 +/- 5)
Pressure and Temperature Setting Values
item
Setting Value
Remarks
Pressure
Fuel feed pressure
MPa
(kgf/cm²)
0.49 ~ 0.54 (5.0 ~ 5.5)
M.D.O.
Refer to Chapter 5,5 ~ 1-3
H.F.O
Maximum combustion pressure(Pmax)
*
Refer to Records of Shop Trial.
Lub. oil pressure
0.49 ~ 0.59 (5.0 ~ 6.0)
Engine inlet (clr outlet)
0.49 ~ 0.59 (5.0 ~ 6.0)
Turbocharger inlet
Cooling water pressure (jacket cooling
Line)
0.15 ~ 0.25/ X 0.39
(1.5 ~ 2.5/ X 4.0)
Values marked with X are
Permissible cooling water system when the pressurized water inlet pressure or tank head pressure are imposed
Cooling water press(cooler cooling line)
0.15 ~ 0.25/ X 0.39
(1.5 ~ 2.5/ X 4.0)
Starting air
pressure
Starting air tank
2.94 (30)
Lower limit: 1.18 (12)
After decompression
0.69 ~ 0.98 (7 ~ 10)
At the air motor inlet
Cooling water Eng. Out temperature
358+/- 4 (85+/-4)
Temperature
Cooling water air cooler inlet temp.
K (°C)
Below 311 (below 38)
Lub. oil engine inlet temperature
(cooler outlet)
323 ~ 338 (50 ~ 65)
Exhaust temperature
(at each cylinder outlet)
*
Refer to Records of Shop
Trial.
Exh. Gas turbocharger inlet temp.
*
Refer to Records of Shop
Trial.
Note: For a asterisk (*) given above, refer to the Records of Shop Trial and enter the obtained value here because it varies accordingly to the engine specification and output.
Protective Device Setting Values
Item
unit
Alarm Setting Value
Emer. Stop Setting Value
Lub. oil engine inlet pressure
MPa(kgf/cm²)
0.44 (4.5)
0.39 (4.0)
Lub. oil turbocharger inlet pressure
0.29 (3.0)
---
Cooling water engine outlet
temperature
K( °C )
368 (95)
373 (100)
Rotational overspeed
min¯¹(rpm)
---
115 ~ 120% of the
Rated speed
* Lub. oil priming pressure
0.02 (0.2)
---
*Differential pressure
(lub. oil strainer)
0.09 (0.9)
---
*Differential pressure (F.O. filter
0.09 (0.9)
---
*Starting air pressure
0.65 (6.6)
---
*Control air pressure
0.65 (6.6)
---
*Cooling water pressure
(jacket cooling line)
0.13 (1.3)
---
*Cooling water pressure
(cooler cooling line)
0.13 (1.3)
---
*Lub. oil engine inlet (cooler outlet)
temperature
K( °C )
348 ( 75 )
---
As for an asterisk(*), for equipment of each item varies as depended on the specification, refer to the Final Document.
Holding Volumes of Lubricating Oil and Cooling Water
Item
Holding Volume
Remarks
Lubricating Oil
Engine
(incl. Inside the cooler, strainer & piping)
60
Lub. oil sump (common bed tank)
*
More than 1.0L/ps
*Governor
Type NZ61, RHD
1.3
Type PSG
2.0
Cooling water
Cylinder jacket (fresh water)
135
Cooler
*92
as for an asterisk(*), refer to the Final Document as the volume may vary according to the specification.
OPERATION
CAUTION!!!
During operation, the diesel engine runs at a high speed. Also, some parts of the engine are hot, and compressed air and such pressurized fluids as oil and water are flowing inside it. Therefore, thoroughly read the safety precautions before operation, maintenance and inspection to handle the engine properly not to cause any accidents.
Operational Preparation
Before the initial start of the engine after its installation or before its restart after its overhaul servicing or a long-term stoppage, sufficiently perform the following inspection and operation preparation in addition to daily inspection and operational preparation, and make sure there is no abnormality and the operational preparation has completed.
(1) Make sure no part not tool has been left in the crankcase.
(2) Check for a part not tightened yet.
(3) If you have disassembled the valve mechanism, check the suction/exhaust valve clearance.
(4) Operate the lubrication oil priming pump, and open the pressure indicator cocks of all cylinders. While turning the flywheel, make sure the lubricating oil is dropping from each part of the valve rocker arm shafts, piston pins, crank pins, main sure bearings and swing arms.
(5) Bleed the air from the lubricating oil strainer.
(6) Bleed the air from the fuel oil filter and inlet pipe of fuel injection pump.
(7) Manually lubricate the governor linkage, and make sure it moves smoothly.
[procedures for turning the flywheel]
!WARNING
Turn the flywheel by the following procedures:
Turning Gear Device ----------Operation Spec.
(1) Remove the lock bar, loosen the stopper lock bolt and slightly move the stopper.
(2) Press the turning gear shaft down to the GEAR IN position.
(3) Fit the stopper into the groove B of the gear shaft, and then tighten the stopper lock bolt.
(4) Attach the socket and ratchet handle for turning the shaft, and then turn the flywheel.
(5) When the turning operation has completed, return the turning gear shaft to the GEAR OUT position. Then, fit the stopper into the groove A, and tighten the stopper lock bolt.
Δ
Unless the turning gear is the GEAR OUT position, the turning gear engagement,disengagement switch actures to disable starting. (optional spec.)
Lubricating Oil System
1) Inspection and oil supply of lubricating oil sump
(1) Open the drain valve, cock or plug of the following oil sumps and devices; and check the drain.
Supply the lubricating oil to the upper limit of oil level gauge or dipstick in each oil sump;
1. Engine oil pan or common bed (lubricating system oil sum)
2. Governor oil sump
3. Lubricating oil cooler
4. Lubricating oil strainer
(2) Check the properties of lubricating oil; and if it is considerably contaminated of deteriorated, change it.
Oil Supplying Points on Operating Side
Hand Lubricating Points
Manually lubricate the governor link and control devices (circled portions)
Priming of lubricating oil
This engine employs the continuous priming system using a motor-operated pump.
· Keep the control power supply for the motor-operated priming pump of this engine switched ON always.
· Switch OFF the said power supply in a long-term stoppage of the ship and in a rest and maintenance serving of the power installation.
After priming has stopped for two hours or longer, perform priming for about 20 minutes or longer.
Priming pressure: 0.05 ~ 0.20MPa (0.5 ~ 2.0 kgf/cm²)
Air Bleeding of Lub. oil Cooler
· if any of the following item arises, start the engine after bleeding air from the lub. oil cooler, operate the priming pump.
· After priming has stopped for two hours or longer.
· After disassembling & cleaning the lub. oil strainer.
· After changing the lub. oil or disassembling the piping parts of lubricating oil system.
Air Bleeding Procedures
(1) Operate the priming pump.
(2) Open the air bleed valve of the lub. oil cooler.
(3) Discharge the air, and then close the air bleed valve.
· If you cannot operate the motor-operated priming pump, perform air running for about 3 seconds repeatedly five times.
After starting the engine should be executed the air venting again.
Fuel Oil System
The piping parts of fuel oil system are branded with red coating.
(1) Drain the fuel oil tank and fuel oil filter.
(2) Supply the fuel oil into the fuel oil tank, and check the fuel oil. Then, open or close each valve according to the operation conditions.
(3) You use an engine of marine diesel oil (M.F.O.) start/stop specifications; turn on the heater for the heavy fuel oil (H.F.O.) pipe line, and continue heating the H.F.O. until its viscosity becomes proper.
(4) Bleeding air from oil system
After engine installation, long-term stoppage or overhaul of the engine, bleed air from the fuel oil system by the following procedures:
(1) Open the bypass valve of fuel feed pump
(Fully turn the bypass valve handle counterclockwise)
(2) Open the air bleed cock of fuel oil filter to bleed air.
(3) Loosen the air bleed plugs on the fuel oil pipe mount of each fuel injection pump to bleed air.
(4) Close the bypass valve.
(Fully turn the bypass valve handle clockwise)
Fuel Oil Seal Pot Servicing Procedures (for Engine Using H.F.O.)
Seal pots are equipped to the mount for fuel oil pressure gauge and that for the fuel oil differential pressure indicator (optional) of an engine using the heavy fuel oil (equivalent to 1,500-sec. Or higher fuel oil).
(1) Remove the filler plug (1) and the air vent plug (2).
(2) Pour ethylene glycol from the filler until it overflow from the air vent plug.
(3) When the seal pot is filled with ethylene glycol, securely tighten the plugs (1) & (2).
(4) Remove the plug (3), and pour ethylene glycol from the filler. When the seal pot is filled with ethylene glycol, tighten the plug.
(5) Periodically (about every two months) loosen the plug (2) and plug (3), and check if the fuel oil does not overflow.
Maintenance of Fuel Oil Seal Pot
As the temperature drops, the viscosity of heavy fuel oil rises. If the heavy fuel oil has entered the Bourdon tube of pressure gauge, pressure generator or differential pressure indicator, such a gauge does not work properly when the temperature has dropped. For that reason, always keep the seal pot and the piping leading to the gauge filled with ethylene glycol.
(1) periodically loosen the plug (2) and plug (3), and check if the fuel oil does not overflow.
(2) Exchange ethylene glycol, (about every 1 year)
Cooling Water System
The piping parts of cooling water system are banded blue coating.
(1) Inspect the cooling water tank, and check whether the cooling water is not contaminated. If the cooling water is considerably, change it.
(2) Supply the cooling water to the upper limit of water level gauge, and add a proper amount of rust inhibitor.
(3) Open and close each valve of the cooling water pipe system according to the operation conditions.
(4) If you use an engine of heavy fuel oil (H.F.O.) start/stop specifications, heat the cooling water in the cylinder jacket side to 65 to 75 °C.
NOTE:
When you have replaced the cylinder liner or drawn it out for servicing, remove the cylinder side cover and make sure no water leaks inside cylinder.
Boost Air System
Open the drain cocks of the following points to drain them.
Starting Air System
The piping parts of starting air system are banded with white coating.
(1) Drain the starting air reservoir.
(2) Make sure that the pneumatic pressure in the air reservoir is high enough to start the engine (2.16 MPa (22kgf/cm²) or higher).
(3) Check that the pressure after decompression (pressure indicated on the gauge panel) is within the range of 0.69 ~ 0.98 MPa (7 ~ 10 kgf/cm²).
(If you found outside the range, regulate the pressure by means of a reducing valve provided at the air motor inlet.
Control and Protective Device
(1) Move the start/stop lever from the RUN position to the STOP position and vice versa, and make sure the rack of fuel injection pump, 1st lever shaft of governor link and connector move smoothly.
(2) Check for excessive play of connector pin.
(3) Set the power switch of protective and alarm devices to the ON position.
NOTE:
Unless the power switch is set in the ON position, the protective & alarm devices do not actuate.
Starting
The engine is started by an air motor.
Press the START switch. Then, the pilot air solenoid valve directly attached to the air motor will open on the battery power to start the engine.
!CAUTION
During operation, do not bring your face close to the air motor. Dust adhered at the exhaust port of air motor may enter your eye, resulting injury.
Before the initial start of the engine after its installation of before its start after its overhaul or long-term stoppage, perform air running by the following procedures, and make sure there is no abnormality. Then, start the engine by the control panel on the engine side. Of a large amount of fuel oil, cooling water or lubricating oil should be entrapped in cylinders, “water hammering” may occur.
· Set the ENGINE/REMOTE operation selector switch in the ENGINE position.
· Open the pressure indicator cocks of all cylinders.
· Set the start/stop lever in the STOP position.
· Hold the START switch pressing for 2 to 3 seconds to effect air running.
Starting operation procedures
Start the engine by the following procedures.
(1) Make sure the turning gear is it the GEAR OUT position.
(2) Make sure the pressure indicator cock is closed.
(3) Set the ENGINE/REMOTE operation selector switch to the ENGINE or REMOTE position corresponding to the control panel to be selected.
(4) Set the start / stop lever in the RUN position.
(5) Make sure the pointer of speed control shaft of governor indicates the position of ordinary operation (rated speed).
(6) Open the starting air reservoir valve and control air valve.
(7) Hold the START switch pressing for 2 to 3 seconds, and make sure of ignition. Only then release the switch.
NOTE:
Set it to the position in which the start/stop lever is fixed respectively in notch when you suit the start/stop lever to the position “RUN” or “STOP”.
Corrective actions to be taken in starting failure
! CAUTION
If the engine cannot be properly started, unburnt combustion gas in the flue may be ignited, resulting in explosion. Therefore, perform air running to discharge the gas from the exhaust gas system before attempting to restart the engine.
(1) Make sure the flywheel has completely stopped, and then press the START switch.
(2) If the battery power for the START switch has been exhausted (and in case of emergency), press the manual button of air motor to start the engine.
NOTE:
Use starting control based on the manual button only in emergency because the air motor may rotate excessively as the control module is not in operation in this case.
Checks to made immediately after starting
Check the following items. If any abnormality is found, stop the engine and repair it.
(1) Value indicated by the pressure indicator on the gauge panel
(2) Leak from each piping.
(3) Unusual sound and abnormal heat generation of each part
Running
! CAUTION
· During a run and immediately after the engine stop, never touch the following parts with bare hands. Otherwise, you may get burnt.
· Turbocharger, Exhaust pipe system, boost air pipe system
· Fuel and funnel
· During a run, never touch any moving part. Otherwise, you may caught in, resulting in injury.
NOTE:
Keep the control air valve opened during a run.
If you close it, the protective devices cannot actuate.
Initial Running-in Operation
NOTE:
To prevent initial abnormal wear of piston rings and cylinder liner, run the engine on marine diesel oil (M.D.O.) for the following period:
(1) For 10 to 20 hours after installation.
(2) For 10 to 20 hours after replacement of piston rings, piston or cylinder liner.
Steady (Routine) Running
(1) Make sure the pressure of lubricating oil, cooling water and fuel oil has reached the specified value.
(2) Run the engine for about 10 minutes at the rated speed without load to warm it up.
(3) If the engine is used to drive a cargo pump or the like, which requires the control on rotation, run the engine at the preset idling speed to warm it up.
NOTE:
The critical speed that may cause torsional vibration is within the normal rotation speed range, quickly avoid it, and set the rotational speed to the rated speed.
(4) If you continue running the engine with a low load for longer than three hours, observe the following load factors, otherwise combustion worsens and fouling of the combustion chamber, exhaust pipe, turbocharger, etc. becomes heavy
A) If fuel oil used is the marine diesel oil (M.D.O.) run the engine at 15% or higher load factor.
B) If fuel oil used is the heavy fuel oil (H.F.O.)
· And if the (optional) boost air temperature controller which heats the boost air in low load run is equipped, run the engine at 15% or higher load factor,
· But if the cooling water for the boost air cooler and lub. oil cooler is used jointly with the main marine engine, run the engine at 20% or higher load factor.
NOTE:
If you want to run the engine at further lower load factor, change over the fuel oil to the M.D.O.
· But if the cooling water for the air cooler and lub. oil cooler is sea water, rung the engine at 25% or higher load factor.
NOTE:
If you want to run the engine at further lower load factor, change over the fuel oil to the M.D.O.
Adjustment of Boost air temperature
(in the case of sea water cooling)
(1) Adjust the boost air temperature to 40 to 60 °C, operating the cooling water bypass valve handle of the boost ait cooler.
As the bypass valve handle is set in the OPEN side, the cooling water bypassed, and the boost air temperature rises.
(2) In the case of a high humidity, this is not normal although much drain may be produced as the moisture in the air condensed.
In this case, run the engine as the drain cock of the boost air cooler kept opened.
(5) If you use an engine of marine diesel oil (M.D.O.) start/stop specifications, observe the following items:
· If the load factor is less than 20% of the generator rated output, do not switch the fuel oil from the M.D.O. to the heavy fuel oil (H.F.O.)
· Make sure the H.F.O. at the engine inlet has been heated so that its viscosity becomes proper, and then switch over the fuel oil from the M.D.O. to the H.F.O.
· The load substantially fluctuates at the incoming and outgoing and loading and unloading of vessel.
For these operations, we recommended you to run the engine on the M.D.O.
NOTE:
Proper Viscosity: 11 to 14 cSt (R.W.No.1 55 ~ 65 sec.)
(6) Measure the running performance once a day and record the measurement data.
Stopping
Stopping in Normal Running
Except in case of emergency, stop the engine by the following procedures:
Preparation of stopping
(1) If you use an engine of marine diesel oil (M.D.O.) start/stop specifications, switch over the fuel oil from the heavy fuel oil (H.F.O.) to the M.D.O. to prevent the H.F.O. from being stagnant inside the fuel oil pipes, fuel oil filter, fuel injection pumps when stopping the engine.
As the reference, continue running the engine on the marine diesel oil (M.D.O.) for 20 to 30 minutes before stopping the engine. However, since the required time depends upon the load applied when the fuel oil is switched over and the capacity of pipes in the vessel, consult the dockyard where the engine has been installed.
(2) Shut off the load, and then continue running the engine without load for about 10 minutes.
Stopping operation
(1) Set the start/stop lever in the STOP position.
If you use the engine of the remote start/stop specifications, press the STOP switch.
(2) Run the lubricating oil priming pump.
(3) Open the pressure indicator cock, and perform air running to discharge the gas combustion chambers.
(4) Open or close the valves of each system according to the stopping conditions.
When the cooling water may be frozen under cold weather, or before a long-term stoppage, drain the cooling water from the cylinder jacket side and cooler side.
Emergency Stop
If any of the following problems arises, immediately set the start/stop lever in the STOP position to stop the engine.
(1) Any of the following alarms has been issued.
· Expressive pressure drop of lub. oil
· Expressive temperature rise of lub. oil
· Expressive temperature rise of cooling water
· Overspeed
(2) An unusual sound has been made.
(3) Heat has generated unusually from a part
(4) Smoke is issued from a bearing or any other moving part.
(5) A pipe of fuel oil, lub. oil or cooling water system has been broken.
(6) The supply of cooling water has stopped, and it is possible to supply it immediately.
(7) A setscrew or bolt of a moving part is loose or broken
(8) Moisture is mixed in the lubricating oil.
(9) The boost air pressure has dropped, and the exhaust temperature has excessively risen.
(10) The rack of fuel injection pump has stuck.
NOTE:
If the engine is not stopped by setting the start/stop lever in the STOP position or pressing the STOP switch, close the fuel oil inlet valve.
Disposal After an Emergency Stop
When preparing the engine or investigating the cause of problem, observe the following items:
! WARNING
Do not open the side cover of crankcase for at least 10 minutes after having stopped the engine. Entry of fresh air into the engine may cause ignition of oil mist, resulting in explosion.
NOTE:
If you have stopped the engine while it is running on the heavy fuel oil (H.F.O.), immediately discharger the H.F.O. from the fuel oil pipes, fuel oil filter and fuel injection pumps, and displace them with marine diesel oil (M.D.O.)
If the residual H.F.O. is cooled and its viscosity rises, it becomes impossible to restart the engine.
(1) Set the fuel oil changeover valves at the engine inlet and outlet to the marine diesel oil (M.D.O.) position.
(2) Open the bypass valve of fuel feed pump.
(3) Open the drain cock of fuel oil filter and drain valve of fuel oil main pipe.
(4) Turn the flywheel to discharge the H.F.O. from the fuel injection pipes and fuel injection valves. (Set the start/stop lever in the RUN position, and turn the flywheel under the fuel injection status.
FUEL OIL , LUB. OIL & COOLING WATER
Fuel Oil
The properties of fuel oil applicable to this engine are shown in the following table. The properties of fuel oil are uncertain and broadly ranged; thus they effect such factors as a smooth run of the engine, maintenance interval and service of life of parts. Constantly, it might be necessary to change the specifications of engine or add attachment in accordance with the applied fuel oil.
Quality Criteria of Fuel Oil
Direct burning fuel oil
Quality Criteria
---
200sec. oil
1,500sec. oil
3,500sec. oil
7,000sec. oil
Viscosity
At 50 °C
cSt
3 ~ 8
<> 60
> 60
> 60
> 60
> 60
Residual carbon
Mass.%
<> 45)
> 30
> 25
> 20
> 15
Quality criteria equivalent fuel oil
ISO
DBMorDMA
RMB 10
RME 25
RMG 35
RMH 55
CIMAC
---
CIMAC B10
CIMAC E25
CIMAC G35
CIMAC H55
BSI
---
(M4)
(M6)
(M7)
M9
JIS
M.D.O
I.F.O.
H.F.O. (heavy fuel oil)
Note: M.D.O = marine diesel oil; I.F.O. = intermediate fuel oil
“Use HFO with the CCAI, (an ignitability index), below 850 as an standard. (However, please note that the said value was estimated from the past operation data and that the value can vary depending on the future fuel oil quality.) The use of HFO with CCAI exceeding 850 will cause faulty combustion and aggravate exhaust color. If such use is inevitable, raise the intake air temperature. This will improve combustion to an extent. However, raise the intake air temperature carefully in relation with the exhaust temperature, since this will effect the exhaust temperature and other engine performance.
What is CCAI?
CCAI stands for Calculation Carbon Aromaticity Index, which shows an ignitability index. The index, in consideration of the relation between aromatic compound content in fuel oil and the ignitability is used to obtain the aromaticity degree in relation with the fuel oil properties. The larger the CCAI value, the larger the firing delay for inferior ignitability. In this case, the HFO direct starting is not possible or exhaust color is aggravated due to faulty combustion.
Quality Criteria of Blended Fuel Oil
In the case of using a highly viscose fuel oil by blending with marine diesel oil to lower the viscosity of fuel oil, in addition to the case of direct burning of fuel oil set forth above for its pretreatment, apply the blending ratio shown in the following table based on the quality criteria on the blended fuel oil, not based on the viscosity criteria.
When blending fuel oil of different production origins, sludge may be separated out, resulting in clogging of fuel oil filters and sticking of fuel injection pumps and fuel injection valves. Pay your attention to this regard.
Blended fuel oil
200-sec. Oil equivalent
1,500-sec. Oil equivalent
3,500-sec. Oil equivalent
Quality criteria on direct burning equivalent fuel oil
ISO
RMB 10
RME 25
RMG 35
CIMAC
CIMAC B10
CIMAC E25
CIMAC G35
BSI
(M4)
(M6)
(M7)
Blending ratio (%)
M.D.O.: H.F.O.(1,500-sec. Oil)
60 : 40
M.D.O.: H.F.O.(3,500-sec. Oil)
70 : 30
M.D.O.: H.F.O.(3,500-sec. Oil)
40 : 60
M.D.O.: H.F.O.(7,000-sec. Oil)
60 : 40
M.D.O.: H.F.O.(1,700-sec. Oil)
30 : 70
NOTE: M.D.O. = marine diesel oil: H.F.O. = heavy fuel oil
Properties of Fuel Oil at the Engine Inlet
Impurities contained in the heavy fuel oil (H.F.O.) may cause fuel injection pumps and fuel injection valves to be damaged, cylinder liners to be excessively worn and exhaust valves and valve seats to be deteriorated. Therefore, raise the cleaning effect of pre treatment system to the maximum extent, and also supply the fuel oil heated to have the proper pressure and viscosity.
NOTE:
Residual oil of a catalytic refining device is sometimes used for industrial low-cost, high-viscosity fuel oil. In this residual oil, there remain fine particles of silica and alumina that are catalysts for this device.
A low-cost, high-viscosity fuel oil which uses there bases will cause abnormal wear of piston rings, cylinder liners, fuel injection pumps, fuel injection valves, etc.
Therefore, use a low-cost, high-viscosity fuel oil treated to content less than 0.03 wt. % of ash, minimum of silicon and aluminium and removed of all particles which exceed 3 ~ 5 μ in size, utilizing F.O. treating apparatus.
Incidentally, the moisture content should be kept at less than 0.2 vol. %.
(1) Recommend properties of heavy fuel oil (H.F.O.) at engine inlet
Moisture content
Less than 0.2 vol. %
Content of solid particles
Less than 20 ppm
Size of FFC catalytic particle
Less than 5 μ
(2) Recommended viscosity and pressure of heavy fuel oil (HFO) at engine inlet
Fuel oil
Recommended Viscosity
At the engine inlet
Recommended pressure
MPa (kgf/cm²)
200 – sec. oil
11 ~ 14 cSt
(R.W. No. 1 55 ~ 65 sec)
0.20 ~ 0.25 (2.0 ~ 2.5)
1,500 – sec. oil
0.40 ~ 0.45 (4.0 ~ 4.5)
3,500 – sec. oil
0.45 ~ 0.50 (5.4 ~ 5.0)
7,000 – sec. oil
0.65 ~ 0.70 (6.5 ~ 7.0)
M.D.O.
3 ~ 8 cSt
0.50 ~ 0.55 (5.0 ~ 5.5)
Lubricating Oil
Selection of the proper lubricating oil is important for a diesel engine. In case of using an inappropriate lub. oil, sticking of piston ring, seizure and early wear of piston, cylinder liners and bearings, etc. will occur. Consequently, discreetly select the lubricating oil to be used.
Choosing the Lub. Oil
Depending the properties of fuel oil and conditions of usage of the engine, lub. oil to be selected varies. Choose lub. oil API Service Grade CE or CD Class.
1) Viscosity
Use an oil shown in the below table.
Application
Viscosity
(SAE)
Specific
Gravity
Flash point
°C
(Open Type)
Pour point
( °C )
Kinematic Viscosity(cSt)
Viscosity Index
40 °C
100 °C
•Marine auxiliary engine
30
0.89
> 230
< - 10 105 ~ 125 11 ~ 12.5 96 ~ 110 •Marine auxiliary engine 40 0.893 > 240
< - 7.5 140 ~ 155 14 ~ 15.5 96 ~ 110 2) Total Base Number (T.B.N.) Select a lub oil based on the values given in the following table for the base number against the sulfur content including in the fuel used. Fuel Oil Used Redwood No. 1 viscosity s(100°F) Sulfur Content (wt. %) Total Base Number (T.B.N.) (mgKOH/g) M.D.O. equivalent <> 180
140
Change in viscosity
cSt(40 °C)
Within new oil +- 15 %
New oil +- 25 %
Moisture content
Vol. %
< 0.1
0.3
n-pentane insoluble matter (A method)
mass. %
< 1.5
2.0
Toluene insoluble matter (A method)
mass. %
< 1.5
2.0
Difference between n-pentane and toluene insoluble matters
mass. %
_ _ _
< 0.5
Total base number
mgKOH/g
Mass. Method
Fuel oil used
HCI
method
HCIO₄ method
HCI method
HCIO₄ method
M.D.O.
3.0
6.0
1.0
4.0
200-sec. oil
5.0
10.0
3.0
7.0
1,500-sec. oil
12.0
18.0
10.0
15.0
3,500-sec. oil
7,000-sec. oil
12.0
18.0
10.0
15.0
2) Oil Change Criteria
Since oil change criteria vary as depended on conditions of use of the engine, an instance of the criteria may be set forth as follows although they could not fixed uniformity on base of the time used alone.
(1) Ask your lub. oil supplier to analyze the lub. oil being used and thus to determine whether the oil can be further used continually or not.
Sample 500 cc of lub. oil at least from the drain plug of the lub. oil strainer immediately after stopping the engine for asking the analysis of lub. oil.
(2) Procuring a spot test kit to learn the remaining total base number, degree of contamination, cleanness dispersing qualities of lub. oil used, etc. as a simple way to criteria, make the most of using such a spot test kit.
(3) Should either of the aforementioned criteria be not possible, change the entire volume of lub. oil with the new one at about 1,500 running hours in the case of constantly holding the oil volume of 1 ltr. /PS by replenishing with the new oil.
List of Lub. Oil Brands
Fuel Oil Spec. Division
Marine diesel oil
M.D.O.
Intermediate fuel oil
I.F.O.=(R.W. No. 1 at 100°F)
200sec. oil
Heavy fuel oil
H.F.O.=(R.W. No.1 at 100°F) 1,500sec./3,500sec./7,000sec. oil
Total Base
Number (T.B.N.)
9 ~ 15
16 ~ 25
30 ~ 42
YANMAR
YANMAR MARINE SUPER OIL 40
_ _ _
_ _ _
IDEMITSU
KOSAN
DAPHNE MARINE OIL SX30, SX40
DAPHNE MARINE OIL SW30, SW40
DAPHNE MARINE OIL MV30, MV40
DAPHNE MARINE OIL SW30, SW40
DAPHNE MARINE OIL SH40
CASTROL
MCL 30, 40
CASTROL MHP 153, 154
SEAMAX EXTRA 30, 40
CASTROL TLX203, 204
CASTROL TLX303, 304
CASTROL TLX403, 404
BRITISH
PETROLEUM
BP ENERGOL DS3-153, 154
BP ENERGOL IC-HFX203, 204
BP ENERGOL IC-HFX303, 304
CHEVRON Tsxaco
(FAMM, Caltex)
DELO 1000 MARINE OIL 30, 40
TARO XD12 30, 40
TARO XD16 30, 40
DELO 2000 MARINE OIL 30, 40
TARO 20 DP30, 40
DELO 3000 MARINE OIL 30, 40
DELO 3400 MARINE OIL 30, 40
TARO 30 DP30, 40
COSMO OIL
COSMO MARINE SUPER 30, 40
COSMO MARINE 3025, 4025
COSMO MARINE 3040, 4040
FUJI KOSAN
FUKKOL MARINE 312, 412
FUKKOL MARINE 320, 420
FUKKOL MARINE 330, 430
EXXON MOBIL
MOBIL GARD 312, 412
EXXMAR 12 TP30, 40
MOBIL GARD 312, 412
MOBIL GARD 330, 430
MOBIL GARD 330, 430
MOBIL GARD 340, 440
EXXMAR 30 TP30, 40
EXXMAR 40 TP30, 40
KYGNUS OIL
KYGNUS MARINE DX 30, 40
KYGNUS MARINE DX 330, 340
_ _ _
JAPAN
ENERGY/ELF
JOMO MARINE D-13, D-14
DISOLA M3015, 4015
JOMO MARINE D-23, D-24
AURELIA 3030, 4030
JOMO MARINE D-33, D-34
AURELIA XT 3040, 4040
NIPPON OIL
MARINE T103, T104
MARINE T203, T204
MARINE T303, T304
SHELL
GADIANA OIL 30, 40
RIMULA OIL 30, 40
RIMULA FB OIL 30, 40
ARGINA T OIL 30, 40
ARGINE X OIL 30, 40
Cooling Water ( Engine Jacket Water)
Criteria in Cooling Fresh Water
(1) Use pure water (distilled water) or tap water.
(2) Use the water having the properties shown in the following table.
Recommended Water Quality
pH 298K (25 °C )
6.5 ~ 8.0
Total hardness (CaCO₃)
< 100 ppm
Chlorine ion (CI¯) concentration
< 100 ppm
M alkalinity
30 ~ 100 ppm
Ammonium ion (SO₄¯¯) conc.
< 0.05 ppp
Evaporated residue
< 400 ppm
NOTE:
Do not use hard water. If hard water is used, scale adheres to water chambers such as cylinder head and cylinder water jackets and may cause an overheat. Pay your particular attention to this regard.
Selection of and Control on Corrosion Inhibitor
(1) Add a corrosion inhibitor to cooling fresh water because use of fresh water causes a drop in strength of parts and the cooling effect through corrosion of water chamber and adhering of scale.
(2) Select a corrosion inhibitor which does not have an adverse effect on parts of the cooling water system because parts made of cast iron, carbon steel, brass and bronze, are used in the cooling water system of an engine.
NOTE:
• In the case where aluminium materials are used in the cooling water system, consult supplier of corrosion inhibitor because a kind of corrosion inhibitor to be used differs in this case.
• As to the adding quantity of and concentration control on corrosion inhibitor and addition and handling of supplementary adjuster, obey the criteria set by the supplier of corrosion inhibitor.
• In the case where the concentration of corrosion inhibitor could not be controlled, annually change the cooling water by the total volume.
! CAUTION
1) Do not dump cooling water to which the corrosion inhibitor was added directly to the ocean or river. Since the method of treating the waste liquor has been provided for in the law, such liquid has to be treated according to instructions given by the supplier of corrosion inhibitor.
2) Do not mix different brands of corrosion inhibitor. (In the case where mixing of different brands of corrosion inhibitor is unavoidable, consult the suppliers of corrosion inhibitor.
3) A corrosion inhibitor is chemical for industrial water treatment use; do not use it in the brands in the drinking water line.
4) When handling, wear rubber gloves and gauze musk to avoid direct contact with hands or other parts of the body.
5) If the chemical accidentally comes in contact with skin, eyes or mouth, wash out thoroughly with fresh water. If the problem persists, consult a doctor.
Recommended brands of corrosion inhibitor
Brands of corrosion inhibitor applicable to the enclosed circuit specification of the cooling water system are shown in the following table.
Brand
Supplier
Brand
Supplier
Royal Caviruston Antirust
Yanmar Sangyo Co., Ltd
Diesel Guard NB
UNITOR & Taiho
*YANMAR Royal Freeze
Rocor NB Liquid
Industries Co., Ltd.
Polycrin I – 109
Kurita water Industries Ltd.
Nalcool 2000
NALCO Japan Co., Ltd.
Polycrin I - 175
Nalfleet 9 – 111
*Kurilex L - 222
Nalfleet 9 – 108
Neos PN – 106S
Neos Co., Ltd.
Uniprot PC – 200
Nippon Yuka Kogyo Co., Ltd.
Neos PN – 106
Uniprot PC - 300
Hi-Mol L - 10
Taiho Industries Co., Ltd.
Shadan K
Otsuka Chemical Co., Ltd.
Hi-Mol AM - 5
Liquide WT
ASHLAND JAPAN CO., ltd.
* Olgard C - 601
Oregano Co., Ltd.
NOTE:
· In the case where the cooling water system is of the enclosed circuit specification, consult the supplier of corrosion inhibitor because some brands drop in the concentration of corrosion inhibitor early.
· Notice a corrosion inhibitor which doubles as an anti-freeze has a low thermal conductivity and may be overheated during a load running.
· In the case where the aluminium materials are in the cooling water system, use a brand of corrosion inhibitor asterisk above.
Precautions in Maintenance Checking
To use an engine always in good order, checking is necessary periodically for trouble prevention. The period of checking can not be fixed indiscriminately because it is influenced by application of the engine, condition of use, quality of fuel oil and lub. oil used, and daily handling circumstance.
1. The following tables for checking show the standard checking frequency. Perform the initial overhaul servicing according to these checking tables. Then, based on the obtained checking ( on wear corrosion, accumulation of carbon, accumulation of sludge, and conform to the specified schedule from the second checking.
2. As for the items whose checking frequency is shown by both the accumulated operation hours and number of days, schedule the checking at the earlier timing.
Table of Periodical Checking
For marine service engine
1) Table of Routine Maintenance Checking
2) Checking Table for Engine Using Marine Diesel Oil
3) Checking Table for Engine Using Heavy Fuel Oil
(R.W. No.1 at 100 °F 1,500 ~ 7,000-sec. Equivalent Fuel Oil
Routine Maintenance Checking & Adjustment Procedures
6-3-1. Measurement of Running Performance
6-3-2. Measure of Max. Combustion Pressure (Pmax)
6-3-3. Regulation of Fuel Injection Volume (Rack Scale)
6-3-4. Adjustment of Fuel Injection Timing
6-3-5. Checking of Fuel Injection valve & Adjustment of Injection Pressure
6-3-6. Adjustment of Suc/Exh. Valve Head Clearance
6-3-7. Adjustment of Lub. Oil Pressure
6-3-8. Adjustment of Lub. Oil Temperature
6-3-9. Adjustment of Fuel Oil Pressure
6-3-10. Checking of Cyl. Jacket Cooling Water Thermostatic Valve
6-3-11. Cleaning of Lub. Oil Bypass Strainer
6-3-12. Cleaning of Lub. Oil strainer
6-3-13. Cleaning of Fuel Oil Filter
6-3-14. Cleaning of Strainer Element
6-3-15. Washing of Turbocharger Blower
6-3-16. Maintenance of Pressure Gauge
6-3-17. Measurement of Crankshaft Deflection
6-3-18. Adjustment of Fuel Injection Pump Pinion Lubricating Volume (for Engine
Using H.F.O.)
6-3-19. Maintenance of Fuel Oil seal Pot (for Engine Using H.F.O.)
6-3-20. Checking & Replacement of Anticorrosive Zinc
Table 6-1. Table of Routine Maintenance checking
Checking Area
Nature of Work
Daily
Weekly
Monthly (or 300-500 hrs.)
Starting air tank
Pressure check
Draining
Governor gear
Go. Oil volume check
Checking & lubrication of linkage system
Fuel Oil System
Fuel feed pump
Check on leak from oil seal
Fuel oil filter
Draining
Back-washing (blow-off)
Overhaul cleaning
Fuel injection Pump
Check on rack scale position
*check on pinion lubricating volume
Injection timing adjust bolt
Check on looseness of lock nuts
Lub. Oil System
Common bed (or oil pan)
Oil volume check
Lub. oil cleaning The batch cleaning by the purifier
Lub. oil property analysis
Lub. oil strainer
Draining
Back-washing (blow-off)
*(2 ~ 3 days)
Overhaul cleaning
*(10 ~ 15 days)
Lub. oil bypass strainer
Overhaul cleaning
Turbocharger lub. oil strainer
Back-washing (blow-off)
*(2 ~ 3 days)
Overhaul cleaning
*(10 ~ 15 days)
Cooling water pump
Check on leak form mechanical seal
Turbocharger
Prefilter washing
Blower washing
Starting air motor
Check that electrical wiring is fastend firmly.
Check that no air leaks from the air pipe and the joint
Each pressure gauge
Check on defective indication
Each thermometer
Check on defective indication
check on looseness of bolts & nuts
Check on leaks of various parts (cooling water, fuel oil, lub. oil boost air & exhaust gas)
Note: An asterisk (*) refers to only for engine using heavy fuel oil (H.F.O.)Each pipe system
Leak check
Table 6-2. Checking Table for Engine Using Marine Diesel Oil (1/3)
An Asterisk (*) given in the following tables refers to the timing of initial check after start or part replacement. Perform the check from the second time and onward at the ordinary frequency.
Div.
Part to be Checked
Nature of service
Checking & Servicing
Frequency (hrs.)
3 mo. or 1,000 ~ 1,500
6 mo. or 2,000 ~ 2,500
1 yr. or 4,000 ~ 5,000
2 ~ 3 yr. or 8,000 ~ 10,000
5 yr. or 16,000 ~ 20,000
Cylinder head
Fuel injection valve
Drawing-out check & adjustment
1,500 ~ 2,000
1st time:500 ~ 800hrs
Cylinder head
Check & adjustment of the valve head clearance
O
Check of valve spring
O
Check disassembly & check of valve rotator
O
Disassembly, check & cleaning
O
Grinding of suc./exh. Valve seat
O
Scale cleaning & hydraulic test of water chamber
O
Replacement of stem seal (Suc./Exh. Valve)
O
Check of cyl. Head bolt tightening force
*
O
Major Moving Parts
Piston
Drawing-out, cleaning, checking & measurement of piston
O
Check & measurement of piston rings
O
Check & measurement of piston pin
O
Connecting rod
Check & measurement of piston pin metal
O
Check & measurement of crank-pin metal
O
Check of connecting rod bolt tightening force
O
Change of connecting rod bolts
20,000 hrs.
Cyl. liner
Inner dia. Checking, cleaning & measurement
O
Drawing-out, check & cleaning of water jacket part
O
Crankshaft
Measurement of crank pin outer dia, & journal
O
Measurement & adjustment of deflection
O
Main bearing
Disassembly, metal checking & measurement
O
Check on tightening force of main bearing clamping bolts
O
Check on tightening force of side bolts
O
Camshaft
Check of cam & roller bearing
O
Disassembly & check of fuel pump tappet
O
Disassembly, check & measurement of swing arm
O
Drawing-out of crankshaft & bearing check & measurement
O
Turning gear
Check of tooth bearing & backlash
O
Disassembly of idle gear & check & measurement of bearing
O
Check of the idle gear mounted shaft tightening force
O
Table 6-2. Checking Table for Engine Using Marine Diesel Oil (2/3)
Div.
Part to be
Checked
Nature of Service
Checking Servicing
Cycle (hrs.)
3 mo. or 1,000 ~ 1,5000
3 mo. or 2,000 ~ 2,500
1 yr. or 4,000 ~ 5,000
2 ~ 3 yr. or 8,000 ~ 10,000
5 yr. or 16,000 ~ 20,000
Major Moving parts
Fuel feed pump, lub. oil pump & cold water pump driving intermediate gear
Check of tooth bearing & backlash
O
Disassembly, check & measurement of bearing
O
Check of gear mounted shaft tightening force
O
Gov. gear
Governor
Change of hydraulic fluid
*
O
Disassembly and check
·
O
Governor driving gear
Disassembly & check of tooth bearing & bearing
O
Fuel Oil System
Fuel injection pump
Check of injection timing
O
Check of deflector & replacement
O
Disassembly, cleaning & check
O
Fuel feed pump
Disassembly & check
O
Replacement of oil seal
O
F.O. control & stop air piston
Replacement of o-ring
O
Lub. Oil System
Lub. oil
Change (depended on results of property analysis)
O
Lub. oil cooler
Disassembly, check, cleaning & hydraulic test
O
Thermostatic valve
Disassembly, check & cleaning
O
Lub. oil pump
Disassembly, check & measurement
O
Disassembly & check of pres. Reg. Valve & safety valve
O
Turbocharger lub. oil strainer
Change the element of lub. oil strainer
1,000 –
2,000
Change the element when the lub. oil pressure dropped by 0.3MPa(3kgf/cm²)
Table 6-2. Checking Table for Engine Using marine Diesel Oil (3/3)
Div.
Part to be
Checked
Nature of Service
Checking Servicing
Cycle (hrs.)
3 mo. or 1,000 ~ 1,500
3 mo. or 2,000 ~ 2,500
1 yr. or 4,000 ~ 5,000
2 ~ 3 yr. or 8,000 ~ 10,000
Cooling Water System
Thermostatic valve
Disassembly, check & cleaning
O
cooling water pump
Disassembly, check & measurement
O
Replacement of mechanical seal
O
Fresh water cooler
Disassembly, check, cleaning & hydraulic test
O
Cooling water
(Fresh water)
Change (depended on results of property analysis)
O
Sea water cooling parts
Check of anticorrosive zinc & replacement (Air cooler & Lub. oil cooler)
O
turbocharger
Disassembly & cleaning
O
Boost air cooler
Disassembly, check, cleaning & hydraulic test
O
Other
Starting air motor
Disassemble and clean the muffler element. (Clean with neutral detergent.)
O
Remove the starting motor from the engine and turn the pinion gear manually, check that it turns smoothly and it emits no abnormal sound.
O
Disassembly, inspection, cleaning and replacement of grease of moving parts. Replacement of o-ring, first reduction gear bearing and special grease inside the reduction gear.
O
Disassembly, inspection, cleaning and replacement of grease of moving parts. Replacement of o-ring, 1st & 2nd reduction gear bearings and special grease inside the reduction gear.
O
Engine tachometer
Calibration of indication
O
Alarm switch
Actuation test
O
Table 6-3. Checking Table for Engine Using Heavy Fuel Oil (R.W. No.1 at 100°F 1,500 ~ 7,000-sec. equivalent Fuel Oil) (1/3)
An asterisk (*) given in the following tables refers to the timing of initial check after the initial start or part replacement. Perform the check from the second time and onward at the ordinary frequency.
Div.
Part to be Checked
Nature of Service
Checking & Servicing
Frequency (hrs.)
3 mo. or 1,000 ~ 1,5000
6 mo. or 2,000 ~ 2,500
1 yr. or 4,000 ~ 5,000
2 ~ 3 yr. or 8,000 ~ 10,000
5 yr. or 16,000 ~ 20,000
Cylinder head
Fuel injection valve
Drawing-out check and adjustment
1,500 ~ 2,000
1st time:500 ~ 800hrs
Cylinder head
Check & adjustment of the valve head clearance
O
Check of valve spring
O
Check disassembly & check of valve rotator
O
Disassembly, check & cleaning
O
Grinding of suc./exh. Valve seat
O
Scale cleaning & hydraulic test of water chamber
O
Replacement of stem seal (Suc./Exh. Valve)
O
Check of cyl. Head bolt tightening force
*
O
Major Moving Parts
Piston
Drawing-out, cleaning, checking & measurement of piston
O
Check & measurement of piston rings
O
Check & measurement of piston pin
O
Connecting rod
Check & measurement of piston pin metal
O
Check & measurement of crank-pin metal
O
Check of connecting rod bolt tightening force
O
Check of connecting rod bolts
20,000 hrs.
Cyl. liner
Inner dia. Checking, cleaning & measurement
O
Drawing-out, check & cleaning of water jacket part
O
crankshaft
Measurement of crank pin outer dia. & journal
O
Measurement & adjustment of deflection
O
Disassembly, metal checking & measurement
O
Main bearing
Check on tightening force of main bearing clamping bolts
O
Check of tightening force of side bolts
O
Camshaft
Check of cam & roller bearing
O
Disassembly & check of fuel pump tappet
O
Disassembly, check & measurement of swing arm
O
Drawing-out of crankshaft & bearing check & measurement
O
Timing gear
Check of tooth bearing & backlash
O
Disassembly of idle gear & check measurement of bearing
O
Timing gear
Check of idle gear mounted shaft tightening force
O
Table 6-3. Checking Table for Engine Using Heavy Fuel Oil (R.W.No.1 at 100°F 1,500 ~ 7,000-sec. Equivalent Fuel Oil) (2/3)
Div.
Part to be
Checked
Nature of Service
Checking Servicing
Cycle (hrs.)
3 mo. or 1,000 ~ 1,500
3 mo. or 2,000 ~ 2,500
1 yr. or 4,000 ~ 5,000
2 ~ 3 yr. or 8,000 ~ 10,000
5 yr. or 16,000 ~ 20,000
Major Moving Parts
Fuel feed pump, lub. oil pump, & cold water pump driving intermediate gear.
Check of tooth bearing & backlash
O
Disassembly, check & measurement of bearing
O
Check of gear mounted shaft tightening force
O
Gov. Gear
Governor
Change of hydraulic fluid
*
O
Disassembly & check
O
Governor driving gear
Disassembly and check of tooth bearing & bearing
O
Fuel Oil System
Fuel injection pump
Check if injection timing
O
1st time: 300 ~ 500
Check of deflector & replacement
O
Disassembly, cleaning and check
O
Fuel feed pump
Disassembly & check
O
Replacement of oil seal
O
Pressure gauge seal pot
Check on filling of ethylene glycol
O
Change of ethylene glycol
O
accumulator
Replacement of accumulator (for Fuel oil line: F.O. Main pipe & Pressure regulating valve.)
O
Optional part
F.O. control & atop air piston
Replacement of O-ring
O
Lub. Oil
Change (depended on results of property analysis)
O
Lub. oil cooler
Disassembly, check cleaning, & hydraulic test
O
Lub. Oil System
Thermostatic valve
Disassembly, check & cleaning
O
Lub. oil pump
Disassembly, check & measurement
O
Disassembly & check of pres. Reg. Valve & safety valve
O
Turbocharger lub oil strainer
Change the element of lub. oil strainer
1,000 ~ 2,000
Change the element when the lub. oil pressure dropped by 0.3MPa(3kgf/cm²)
Table 6-3. Checking Table for Engine Using Heavy Fuel Oil (R.W.No. 1 at 100°F 1,500 ~ 7,000-sec. Equivalent Fuel Oil) (3/3)
Div.
Part to be
Checked
Nature of Service
Checking Servicing
Cycle (hrs.)
3 mo. or 1,000 ~ 1,500
3 mo. or 2,000 ~ 2,500
1 yr. or 4,000 ~ 5,000
2 ~ 3 yr. or 8,000 ~ 10,000
5 yr. or 16,000 ~ 20,000
Iriirir iriir iriri
Cooling Water System
Thermostatic valve
Disassembly, check & cleaning
O
Cooling water pump
Disassembly, check & measurement
O
Replacement of mechanical seal
O
Fresh water cooler
Disassembly, check, cleaning & hydraulic test
O
Cooling water (fresh water)
Change (depended on results of property analysis)
O
Sea water cooling parts
Check of anticorrosive zinc & replacement (Air cooler & Lub. oil cooler)
O
Other
turbocharger
Disassembly & cleaning
O
Boost air cooler
Disassembly, check, cleaning & hydraulic test
O
Starting air motor
Disassemble and clean the muffler element. (Clean with neutral detergent.)
Every 6 months
Remove the starting motor from the engine and turn the pinion gear manually, check that it turns smoothly and it emits no abnormal sound.
Every 6 months
Disassembly, inspection, cleaning and replacement of grease of moving parts, replacement of O-ring, first reduction gear bearing and special grease inside the reduction gear.
O
Other
Disassembly, inspection, cleaning and replacement of grease of moving parts. Replacement of O-ring, 1st & 2nd reduction gear bearings and special grease inside the reduction gear.
O
Engine tachometer
Calibration of indication
O
Alarm switch
Actuation test
O
6-3. Routine Maintenance Checking & Adjusting Procedures
6-3-1. Measurement of Running Performance
Check and record the following engine performance once a day while the load is stable.
(1) Each cylinder internal max. Combustion chamber (Pmax)
(2) Each cylinder outlet exhaust gas temperature
(3) Turbocharger inlet exhaust gas temperature
(4) Lub. oil temperature (at the cooler inlet)
(5) Lub. oil temperature (at the engine inlet)
(6) Cooling water temperature (at the engine inlet)
(7) Cooling water temperature (at the engine outlet)
(8) Cooling water temperature (at the air cooler inlet)
(9) Cooling water temperature (at the air cooler outlet)
(10) Cooling water temperature (at the lub. oil cooler outlet)
(11) Boost air temperature
(12) Engine inlet fuel temperature (for engine using H.F.O.)
(13) Each pressure indicated on the gauge panel
(14) Room temperature.
Compare readings with corresponding valves given in the Records of Shop Trial or the Records of Transfer Trial, and if found to be abnormal, carry out an adjustment or servicing required.
NOTE:
Refer to the following items since the engine performance vary according to the room temperature, water temperature, conditions of load, etc.
(1) The dispersion of the maximum combustion pressure (Pmax) among cylinders is normal if it is within 0.5Mpa (5 kgf/cm²).
· Pmax may rise considerably as depended on properties of fuel oil. However, in any case, run the engine to keep Pmax below 18.1Mpa 185kgf/cm²).
· Relation between the Pmax and the boost air temperature.
If the room temperature rises, Pmax falls; conversely, if the room temperature drops, Pmax rises. There is a tendency of Pmax 0.1 Mpa (1kgf/cm²) against the room temperature change 3°C.
(2) Exhaust temperature refers to the corresponding temperature recorded in the Transfer Trial.
· The dispersion of the exhaust temperature among the respective cylinder outlets is normal if it is within 40°C.
Even if this temperature is found not uniform among cylinders, it is unnecessary to force revising this non-uniformity if the fuel injection volume and Pmax are found uniform among cylinders.
· Relation between the room temperature and the exhaust temperature. The exhaust temperature varies at the rate of about twice the room temperature change. Nevertheless, use the engine within the limit values, maintaining a good servicing of the engine, etc. and reducing the load because fouling of turbocharger and suction/exhaust passage, exhaust pressure, properties of the fuel oil, etc. may influence this relation.
6-3-2. Measurement of Max. Combustion Pressure (Pmax)
! CAUTION
Wear gloves when taking a measurement because the pressure indicator becomes hot.
(1) Prepare the following tools:
No.
Exclusive Tools description
Part No.
1
Pressure indicator coco turning handle
153605 - 92360
2
Pressure indicator
137600 - 93751
(2) Open the valve of the pressure indicator cock with use of pressure indicator cock turning handle, and lightly race/rev up the engine for two to three times.
(For prevention of dust and foreign matter from intruding into pressure indicator)
(3) Attach the pressure indicator, and close its exhaust valve
(4) Be sure to fully open the valve of pressure indicator cock with the use of turning handle, and close the indicator cock when the pressure becomes the highest.
(5) After reading out the Pmax, open the exhaust valve of pressure indicator.
(6) Detach the pressure indicator when its needle shows 0 MPa (0 kgf/cm²).
(When the pressure indicator cock is found hard to loosen, use the turning handle.)
NOTE:
(1) Should the dispersion in Pmax among cylinders exceed 0.5MPa(kgf/cm²), adjust it with the injection timing of within 1°.
(2) Should the Pmax exceed its limiting value, adjust the injection timing upon examining the engine performances.
6-3-3. Regulation of Fuel Injection Volume (Rack Scale)
NOTE:
(1) Should the dispersion in exhaust temperature among cylinders exceed 40 °C under the serviced state of the fuel injection valve, adjust the rack of the corresponding fuel injection pump.
(2) Keep the range of dispersion of rack adjustment among cylinders within one scale graduation.
6-3-4. Adjustment of Fuel Injection Timing
If it is necessary to adjust the fuel injection timing as based on the data recorded during a load run, stop the engine, and adjust the timing according to the following procedures:
1) Procedures for checking the fuel injection timing
(1) Turn the flywheel to align the marked-off line on the body of the fuel injection pump with that on the plunger guide.
(2) The scale graduation pointed out by the flywheel pointer at this time indicates the fuel injection timing.
(The flywheel scale within the range of +- 10 to 30 ° from the T.D.C. is graduated in 2°, and outside the range, 5°.
2) Adjustment of the injection timing
! CAUTION
Do not bring your fingers close to the lock nut nor oil shield plate while turning the flywheel. Otherwise, your fingers may be caught in, resulting in an injury.
(1) Prepare the following exclusive tools:
Exclusive Tool Description
Part No.
Single-ended wrench (M24) for adjusting bolt
138603-92510
Double-ended wrench
28110-220240
Ratchet handle for turning
147673-92851
Socket (M24) for turning
147673-92841
Drawing 6-4. Fuel Injection Timing Adjusting Procedures
Marked-off line
Fuel Injection pump
1
2
Oil Shield Plate
(2) Turn the flywheel to position the adjusting bolt (1) at the lowermost.
(3) Loosen the lock nut (2).
(4) Turn the flywheel in the direction of engine rotation so as to align the flywheel pointer with the injection timing (indicated by the flywheel scale) of a cylinder to be adjusted.
Advance the injection timing: Pmax rises.
Delay the injection timing: Pmax drops.
(5) Turn the adjusting bolt to align the marked-off line on the pump body with that on the plunger guide.
(6) Turn the flywheel to position the adjusting bolt at the lowermost.
(7) Tighten the lock nut.
(Have the adjusting bolt fixed with use of a wrench so as not to allow the bolt to turn together when lock nut is tightened.)
NOTE:
After having adjusted the injection timing, turn the flywheel in the direction of engine rotation. When the adjusting bolt has come to its uppermost position, further push up the oil shield plate to make sure there is allowance for the pump stroke. (Use the fuel pump priming tool.)
6-3-5. Checking of Fuel Injection Valve & Adjustment of Injection pressure
Improper servicing of fuel injection valve greatly affects the fuel combustion and output. However, it is generally difficult to specify the servicing frequency which depends on such as the fuel oil used and service load. Therefore, determine the proper servicing frequency based on such as changes of exhaust temperature and exhaust color.
! CAUTION
In the engine using high viscosity fuel oil, the fuel injection nozzle is indirectly cooled. For servicing and dismantling the fuel valve, fuel injection maintenance procedure.
1) Drawing out of a fuel injection valve
(1) Prepare the following tools:
No.
Exclusive Tool description
Part No.
(1)
Body of fuel injection valve drawing-out tool
147673-92340
(2)
Drawing-out bolt
147673-92330
(3)
Nut
26732-160002
Hexagonal wrench key (M8)
28150-080000
Hexagonal wrench key (M6)
28150-060000
(2) Remove the clamping bolts of the fuel injection pipe joint with use of hexagonal wrench key. (Also remove the bolts on the fuel injection pump side.)
(3) Loosen the cap nut of fuel injection pipe, and remove it with fuel injection pipe.
(4) Remove the fuel valve tightening nut.
NOTE:
Handle the injection pipe with care because oil leakage takes place if the spherical surface on either end of fuel injection pipe flawed.
(5) Screw the drawing-out bolt into the fuel valve guard.
(6) Attach the body of drawing-out tool.
(7) Tighten the nut to draw out the fuel valve.
(8) Draw out the case nut packing. (It may be drawn out together with the fuel valve.)
2) Incorporating the valve
After cleaning, check or replacement of the fuel valve and adjustment of fuel injection pressure is finished, incorporate the fuel valve while observing the following point:
(1) Take care not to damage the tip of nozzle sleeve when cleaning the fuel valve tightening nut.
(2) Replace the case nut packing with new one.
(3) First tighten the cap nut of fuel injection pipe, and then tighten the fuel valve tightening nut.
(4) Do not make a mistake in the incorporating direction because spherical washers are used to the injection pipe joint clamping bolts on the fuel injection pump side.
(5) Tighten the clamping bolts of the fuel injection pipe joint on the cylinder head side and the fuel injection pump side alternately and gradually in two or three times.
3) Leaked oil check
During a run immediately after servicing of a fuel injection valve, check for oil leaked from the overflow pipe.
(A) Leaked oil take-off part of the injection pipe and injection pipe joint.
(B) Leaked oil take-off part from the nozzle clearance.
4) Disassembly and cleaning if a fuel injection valve
(1) Prepare the following exclusive tools:
Exclusive Tool Description
Part No.
Socket for case nut
146673-92260
Single-ended wrench (M41) for pressure regulation
146673-92270
Hexagonal wrench key (M8)
28150-080000
(2) Clean carbon adhered to the nozzle exterior, and then disassemble the fuel injection valve. (Removal of carbon is facilitated by soaking the nozzle in the carbon remover or stock solution of cresol.)
(3) First remove the fuel valve guard, and then disassemble the valve sequentially in the ascending order of numbers shown in the drawing below.
(4) Check & servicing of various parts
· Check for sulfuric acid corrosion on the periphery of nozzle (4). If found noticeable corroded, replace the nozzle with a new one.
· If the nozzle valve has stuck of it does not move smoothly, replace it with a new one.
· When the stepped wear “A” of valve stop spacer (5) exceeds 0.15mm, replace it with a new one.
· Replace the case nut (3) and O-rings of body of fuel injection valve with the respectively new ones.
· You are recommended to hold spare parts of nozzle, supposing that its average service life is about 2,500 hours.
(5) Reassemble a fuel injection valve in the sequence reverse to disassembly, paying attention to the following paints:
NOTE:
(1) Do not make a mistake in the incorporating direction of the spring seat (6), spring shoe (8) and spring shoe guide (9).
(2) Tighten the case nut to the specified torque using an exclusive socket. Excessively tightening it may cause the nozzle to malfunction and the straight pin to be broken.
5) Injection test & injection pressure regulation
! WARNING
When operating the nozzle tester, be careful not to expose any part of your body to spray from the injection valve.
If exposed, you would be seriously wounded because the injection pressure is very high at 34MPa (347 kgf/cm²)
(1) Prepare the following exclusive tools:
Exclusive Tool Description
Part No.
Nozzle tester
737600-93110
Injection pipe for nozzle tester
141616-93420
Single-ended wrench (41) for pressure regulation
146673-92270
Socket for case nut
146673-92260
Double-ended wrench (41 x 46)
28110-410460
Set the fuel injection valve downwards.
(2) Attach the injection valve to the nozzle tester.
(3) While slowly operating the hand lever of the tester, adjust the screwing-in of the pressure adjusting nut (1) to attain the specified injection pressure.
(4) Quickly operate the hand lever of the tester (at rate of two to three strokes per second), and check the state of spray. If the hand lever of the tester is operated slowly at this time, fuel oil runs down after the hand lever is stoked, and you might err in judgment that the nozzle is defective. Thus, pay attention to this regard.
· Replace such a clogged nozzle or nozzle which gives a streaky injection with the new one.
(5) The nozzle can be used continually if the oil tightness of the seat part maintains a pressure of 2.0 MPa (20 kgf/cm²) lower than the specified injection pressure and allows the fuel oil to such an extent of oozing out from the nozzle tip.
NOTE:
(1) When replacing the nozzle, remove the case the case nut under the loosened state of the pressure adjusting nut. If the case nut is loosened under a high state of the injection pressure, the mating surfaces of nozzle and spacer and the straight pin may be damaged.
(2) Tighten the case nut to the specified torque with use of exclusive socket.
(6) When the injection test and adjustment of injection pressure are finished, tighten the lock nut (2) with an exclusive single-ended wrench. (To prevent the adjusting nut (1) from being turned together with the lock nut, lock it with a double-ended wrench.)
6-3-6. Adjustment of Suc./Exh. Valve Head Clearance
Adjust the suction / exhaust valve head clearance according to the following procedures because the valve mechanism of this engine is so constructed to retain two suction (or exhaust) valves by means of the T-shaped valve guard which will be distorted to cause an abnormal wear to the valve guard guide and/or valve guide unless adjusted to retain two valves simultaneously.
(1) Prepare the following exclusive tools:
Exclusive Tool Description
Part No.
Feeler gauge 0.4-mm thick (suction)
28312-400750
Feeler gauge 0.6-mm thick (exhaust)
147873-92750
(2) Turn the flywheel to bring the cylinder for which the clearance is to be adjusted to assume the T.D.C. of the compression stroke.
! WARNING
Do not mistake the T.D.C. of overlap for the instructed T.D.C.
(3) Loosen the lock nuts (2 & 4), and then loosen the rocker arm adjusting screw (1) and valve guard adjusting screw (3).
(4) Press down the center of the valve guard from above (so that the clearance (A) becomes zero under this condition). Gradually tighten the valve guard adjusting screw (3) so that the clearance (B) becomes zero. After the adjustment, lock the adjusting screw (3) not to turn, and securely tighten the lock nut (4).
(5) Put a feeler gauge into a clearance (C) between the rocker arm adjusting screw (1) and the valve guard, and gradually tighten the rocker arm adjusting screw (1) until the clearance becomes narrow enough to permit the feeler gauge to be smoothly drawn out. Then, lock the adjusting screw (1), and tighten the lock nut (2).
(6) After having securely tightened the lock nut (2), check that the feeler gauge can be smoothly drawn out.
! WARNING
The valve head clearance of a suction valve and that of an exhaust valve are different. Be careful not to mistake the clearance of one valve for that of the other.
6-3-7. Adjustment of Lub. Oil Pressure
The lubricating oil pressure regulating valve has been integrated in the lubricating oil pump. Should the lubricating oil pressure go out of the specified value, adjust it according to the following procedures:
(1) Before adjusting the lub. oil pressure, first clean the lubricating oil strainers.
(2) Run the engine, and then adjust the lubricating oil pressure to the specified value only after the lubricating oil temperature is stabilized.
6-10. Lub. Oil Pressure Adjusting Procedure
(1) Remove the cap nut (1), and loosen the lock nut (2).
(2) Adjust the screwing-in of the adjusting bolt (3) to regulate the pressure.
Clockwise ........ The pressure rises.
Counterclockwise ....... The pressure drops.
(3) Securely tighten the lock nut and cap nut.
6-3-8. Adjusting of Lub. Oil Temperature
An automatic thermostatic valve has been equipped to the lubricating oil cooler to rise the lubricating oil temperature in a short time after the engine is started and to maintain the temperature in the proper range during a run. The lubricating oil temperature varies with a change of the cooling water temperature in each season and sea area, a fluctuation in the cooling water flow rate, fouling of the lubricating oil cooler, etc.
The automatic thermostatic valve has been set so that the lubricating oil temperature at the engine inlet become 50 to 65 °C. However, if the lubricating oil temperature exceeds this range, adjust and check it according to the following procedures:
1) Adjustment of lubricating oil temperature
(1) Remove the cap nut (1), and loosen the lock the lock nut (2).
(2) Check the projecting dimension (A) of the adjusting bolt (3).
(3) Screw the adjusting bolt in the direction of an arrow shown on the nameplate, and make sure the temperature drops. (The bolt screwing-in depth must be 17mm or less)
Should the temperature do not drop even after the above adjustment, fouling of the lubricating oil cooler, sticking of a piston of malfunction of the element, etc. may be suspected. Investigate the cause, and restore the engine to the former proper condition.
2) Check of automatic thermostatic valve
Stop the engine discharge the lubricating oil from the lubricating oil cooler, and then check the automatic thermostatic valve according to the following procedures:
(1) Loosen the bolt (4) shown in the Drawing 6 – 12, and then detach the cover.
(2) Check if the piston moves smoothly. (If the piston is catching or stuck, restore it to the proper condition.)
(3) Take the out the piston (incorporating the element with the circlip)
(4) Soak the element in cold water and warm water for 3 to 5 minutes, respectively, and measure the lift (B) of element spindle.
Drawing 6-12. Element checking Procedures
Element
Piston
Spring
B Circlip
Element Spindle
Lift of the element spindle (normal part)
Checking Water temperature
Lift (B)
Cold water of 30 °C or less
5 +- 0.1mm
Warm water of 65 °C or more
Greater than 23mm
(5) If the lift of the element spindle does not satisfy the values shown in the above table, replace the element with a new one.
(6) Adjust the projecting dimension (A) of the adjusting bolt (3) to 36mm, and then attach the cover.
6-3-9. Adjustment of Fuel Oil Pressure
The fuel oil pressure regulating valve is equipped to the end of fuel oil return pipe together with a damper which absorbs the pulsating pressure inside the return pipe.
(1) Before adjusting the fuel oil pressure, first clean the fuel oil filters.
(2) Adjust the fuel oil pressure, taking the tank head pressure into consideration.
(1) Turn the pressure adjust screw as follows:
Clockwise ............ The pressure rise.
Counterclockwise ...... The pressure drops
6-3-10. Checking of Cyl. Jacket Cooling Water Thermostatic Valves
An automatic thermostatic valve has been equipped to cylinder jacket to rise the cylinder jacket cooling water temperature in a short time after the engine is started and to maintain the temperature within the proper range during a run. The cooling water temperature varies with a load conditions and the cooling water (cold fresh water) temperature at the boost air cooler inlet. This automatic valve has been set so that the cooling water at the engine outlet becomes 85 °C when the cold fresh water temperature is 38 °C. However, if this cooling water temperature is not within the range from 80 °C to 90 °C as for your guide, overhaul check the thermostatic valve according to the following procedures:
1) Removal of thermostatic valve elements
(1) Close each valve at the inlet and outlet of the cooling water system, and then discharge the cooling water from inside the cylinder jacket.
(2) Remove the air bleeder.
(3) Detach the side cover.
(4) Remove the thermostatic valve case, and take out the elements.
Be careful not to drop the thermostatic valve elements.
2) Check of thermostatic valve elements
The thermostatic valve is equipped with two elements of different valve opening temperatures. Check the elements according to the following procedures:
(1) Check for crack of the valve, broken spring and foreign matters caught on the valve seat face.
(2) Soak the elements in cold water and hot water for 2 to 3 minutes, respectively, and measure the valve lift (A).
Valve lift of the element (normal part)
Checking water temperature
Lift (A)
Cold water of 30 °C or less
45 +- 1mm
Hot water of 95 °C to 100 °C
Greater than 55 +- 1mm
(3) If the valve lift does not satisfy the values shown in the above table, replace the elements with new one.
3) Incorporation thermostatic valve elements
Incorporation thermostatic valve element in the sequence reverse to removal.
(1) Do not make a mistake in the element incorporating direction.
(2) Do not forget to incorporate throttle plates at thermostatic valve case inlet and outlet sides.
6-3-11. Cleaning of Lub. Oil Bypass Filter
The lubricating oil system is equipped with a centrifugal bypass strainer in addition to a notch-wire oil strainer. During a run, keep open a cock at outlet of lub. oil pump to allow the lubricating oil to flow through the strainer regularly. When any problem has occurred to the bypass strainer, close the cock to stop the oil flow.
! CAUSTION
Stop the engine before cleaning the bypass strainer.
If you disassemble the bypass strainer during a run, oil mist may be blown off, causing you to get a burnt.
1) Disassembly & cleaning
Disassemble and clean the lub. oil bypass strainer according to the following procedures
(1) Loosen the tightening nut of the body cover and then remove the cover.
(2) Remove the rotor assembly (spindle, rotor cover and rotor body
(3) Lock the nozzle section of rotor assembly.
When locking the nozzle section, take care not to flaw the nozzle hole and spindle bearing.
(4) Loosen the rotor cover tightening nut and then detach the rotor cover.
(5) Completely remove the sludge adherent to the rotor body and inside of rotor cover, and then wash them.
Completely remove the sludge. Otherwise, the residual sludge may cause an unbalance in rotation, resulting in a damage to the bearing.
(6) Check for flaws of the bearings of body and body cover.
2) Reassembly
Reassemble the lub. oil bypass strainer in the sequence reverse to disassembly, paying attention to the following points.
(1) Check the clogging of the nozzle and damage of the nozzle hole before incorporating the rotor cove.
(2) Incorporate the body cover after incorporating the rotor assembly into the body and making sure it rotates smoothly.
6-3-12. Cleaning of Lub. Oil Strainer
Engine Main Lubricating Oil Strainer
The lubricating oil strainer is of the manual back-washing, duplex changeover type, and its element are of the notch-wire type. In a normal run, the lubricating oil passes through both sides (both elements) of the strainer.
Besides, a differential pressure indicator which detects the oil pressure at the inlet and outlet of the strainer has been fitted to the lubricating oil cooler so as to detect clogging of strainer.
When the difference between the oil pressures at the inlet and outlet of the strainer reaches 0.09 MPa (1kgf/cm²), the differential pressure alarm is issued.
! CAUTION
Be careful not to get burnt by touching this strainer because it assumes a high temperature during a run.
· should the differential pressure not drop even if back-washing is done, overhaul and clean the strainer.
· Should the strainer be fouled noticeably, a lub. oil pressure drop alarm may be issued when one side of this strainer is used. Therefore, check the oil pressure while cleaning the strainer.
1) Back-washing (blow-off)
Wash both sides of this strainer, one a t a time, according to the following procedures:
(1) Align the red mark of the changeover cock (1) with the LEFT (or RIGHT) CHANGE position on the nameplate.
(2) Loosen the drain plug (2) two or three turns.
(3) Carry out the changeover cock with the LEFT (or RIGHT) BLOW-OFF position for 1 to 2 seconds.
(4) Return the changeover cock with the CHANGE position.
(5) Repeat the above operation steps (3) & (4) three or four times.
(6) Tighten the drain plug.
(7) Return the changeover cock to the NORMAL RUN position.
2) Disassembly & cleaning
When disassembling this strainer during a run, do so one side of the strainer at a time according to the following procedures:
(1) Align the red mark of the changeover cock (1) with the LEFT (or RIGHT) CAHNGE position.
(2) Loosen the drain plug (2) of red mark side.
(3) Loosen the air vent plug (3) of red mark side.
(4) Discharge the lubrication oil in the case, loosen the nut (4), and then detach the blow-off pipe (5).
(5) Loosen the center bolt (6), and remove the case and element.
(6) Clean the removed element.
6-3-14. Cleaning of Strainer/Filter Element
3) Incorporation
Incorporation a strainer element in the sequence reverse to disassembly, paying attention to the following points.
NOTE:
· Do not make a mistake in the element incorporating direction.
· Take care not to permit the O-ring bit in the case.
· When setting the changeover cock in the NORMAL RUN position. Shift it slowly. If shifted rapidly, the oil pressure may temporarily drop before the case is filled with the lubricating oil, causing the lubricating oil pressure drop alarm to be issued.
Turbocharger Lubrication Oil Strainer
The lubricating oil strainer is of the duplex changeover type and its elements are of the paper type. In a normal run, the lubricating oil passes through both sides (both elements) of strainer.
Besides, a pressure switch is provided on the outlet side of strainer to detect clogging of the strainer.
NOTE
When the lub. Oil pressure at the outlet of strainer has dropped to 0.29 MPa (3kgf/cm²), replace the elements of the strainer.
· When the lub. oil pressure at the outlet of strainer has dropped to 0.29 MPa (3kgf/cm²), the pressure drop alarm will be issued.
Simultaneously, the relief valve of strainer will open to allow sludge and contaminant in the strainer to flow to the turbocharger, thereby damaging the bearing. Take care not to let the lub. oil pressure to drop excessively.
· If the strainer is fouled noticeably, the lub. oil pressure drop alarm may be issued when one side of this strainer is used. Therefore, keep checking the pressure carefully while operating one side of this strainer.
! CAUTION
Be careful not to get burnt by touching this strainer because it assumes a high temperature during a run.
1) Disassembly & cleaning
If you disassemble the strainer during a run, disassemble and clean on element then the other sequentially.
(1) Align the red mark of the changeover cock with the LEFT (or RIGHT) CAHNGE position.
(2) Remove the drain plug of red mark side, and discharge the lub. oil from the case.
(3) Loosen the air vent plug of red mark side.
(4) Loosen the center bolt, and remove the case and element.
(5) Replace the element.
2) Incorporation
Incorporate a strainer element in the sequence reverse to disassembly, paying the attention to the following points.
NOTE:
· Do not make a mistake in the element incorporating direction.
· Take care not permit the O-ring bit in the case.
· When setting the changeover cock in the NORMAL RUN position, shift it slowly. If shifted rapidly, the oil pressure may temporarily drop before the case is filled with the lubricating oil, causing the lubricating oil pressure drop alarm to be issue.
6-3-13. Cleaning of Fuel Oil Filter
The fuel oil filter equipped is of the heat insulating, manual back-washing, duplex changeover type, and its elements are of the notch-wire type. In a run, the fuel oil passes through both sides (both elements) of this filter.
! CAUTION
Be careful not to get burnt by touching this filter because it assumes a high temperature during a run on H.F.O.
NOTE:
· Should the filter be fouled noticeably, the revolution of the engine may decrease as the fuel oil pressure drops when one side of this filter is used. Therefore, check the fuel oil pressure while cleaning the filter.
· A positioning notch is provided to the changeover handle. In a blow-off or disassembly, tilt the handled to align the notch with the knock pin.
1) Back-washing (blow-off)
Wash both sides of this filter, one at a time, according to the following procedures:
(1) Open the drain cock (1).
(2) Hold the changeover handle in the LEFT (or RIGHT) BLOW-OFF position for 1 to 2 seconds, and then return it to the BOTH SIDES IN USE position.
(3) Repeat the above step (2) three or four times,
(4) Close the drain cock.
2) Disassembly & cleaning
When disassembly this filter during a run, do so one side of the filter at a time according to the following procedures:
(1) Tilt the changeover handle (2) to the LEFT (or RIGHT) DISASSEMBLY position.
(2) Open the drain cock (1) to discharge the fuel oil.
(3) Open the air vent cock (3).
(4) Lift up the heat-insulating case (4), loosen the clamping bolt of filter cover (5), and then remove the cover.
(5) Remove the circular nut (6).
(6) Remove the element, and clean it.
(7) Clean the inside of the filter body.
3) Incorporation
Incorporation a filter element in the sequence reverse to disassembly, paying attention to the following point.
NOTE:
(1) When setting the handle in the BOTH SIDES IN USE position, shift it slowly. If shifted rapidly to the BOTH SIDE IN USE position, the oil pressure may drop before the filter is filled with the fuel oil.
(2) Open the air vent cock to bleed air.
6-3-14. Cleaning of Strainer/Filter Element
Clean a notch-wire type element of lubricating oil strainer of fuel oil according to the following procedures:
(1) Soak the element in the light oil or cleaning fluid to remove the sludge adherent to the surface with wire brush.
(2) Prepare a nozzle as shown in the above drawing, and spray the compressed air of 0.3 to 0.5 MPa (3 to 5 kgf/cm²) from the inside of the element.
(3) Lighting the element form its inside, make sure the dirt and foreign matters have been removed.
(4) Check for flaws, wire breakage, corrosion, etc. on the surface of notch wire.
6-3-15. Washing of Turbocharger Blower
When the blower of turbocharger is fouled, the exhaust temperature may rise, shortening the service life of fuel injection valves and exhaust valves.
Also, the effect of late washing is lower than that of timely washing. Therefore, record the boost air pressure before and after such a washing, and referring to the recorded data, periodically wash the blower.
NOTE:
(1) Wash the blower during a run of about 75% or more load. After washing it, continue a load run for at least one hour.
(2) Should the boost air pressure not restored even after washing the blower, overhaul and clean it.
(3) Fresh water alone does not have the effect of cleaning the blower. For washing the blower, use the cleaning fluid (P/#137616-18400)
hand pump
Water Filler Plug
Cap
(1) Open the drain cock on the outlet side of boost air cooler.
(2) Suck one washing’s usage of the cleaning fluid into a hand pump.
One washing’s usage
Type RH 163: 0.2 ltr.
Type RH 183, RH 203: 0.3 ltr
(3) Connect the hand pump with the water filler plug, and pour in the cleaning fluid in 4 to 10 seconds.
(4) Repeat the above steps (2) & (3) three to four times.
(5) Pour fresh water of the same quantity as the cleaning fluid into the washer, and carry out washing with fresh water in the same way above procedures.
(6) After the washing, attach the cap to the water filler plug, and close the drain cock.
(7) If the boost air pressure is not restored, wait next 10 minutes, and then repeat the above washing.
6-3-16. Maintenance of Pressure Gauge
Glycerine aqueous solution is sealed in a pressure gauge equipped on the gauge panel to prevent wear of the gear and link mechanism inside the gauge.
Handle a pressure gauge, observing the following items:
(1) When removing the gauge panel or a pressure gauge for its servicing, have the rubber cap of a pressure gauge face upward.
(If faces sidelong, the sealing liquid will leak through the ventilating hole in the rubber cap.)
(2) Always maintain the sealing liquid at the specified level.
(3) Should the sealing liquid become contaminated or its level drop, detach the rubber cap, and change the sealing liquid (P/#2111-002800) is optionally available.
(4) When a pressure gauge is replaced with the new one, use it after cutting off the navel of the rubber cap to open a ventilating hole to the gauge.
(If the gauge is not provided with an opened ventilating hole, the indication becomes to be out of order.)
Adjustment of Pressure Take-off Main valve
Check and adjust the operating of a needle valve provided at a piping part of a pressure gauge or pressure transmitter in order to prevent the damage or malfunction of the pressure gauge and pressure transmitter that are subject to pulsation.
· Fuel pressure main valve: Open ¼ turn from the completely closed position.
· Other pressure main valve: open one turn from the completely closed position.
Adjustment of Remote Indicating Pressure
In the case of remote indication of a pressure, a pressure transmitter has been equipped. If the indication on the remote side has to be adjusted, proceed to the adjustment according to the following procedures:
[ Adjusting Procedure ]
· Detach the top cover from a pressure transmitter.
· Lightly press a small screwdriver (of which head is 2mm in diameter) against the ZERO or SPAN adjust screw, and turn the screw as the need arises.
· As the screw is turned clockwise, the indicate value varies in the direction of an arrow shown in the following graphs.
Top Cover
O SPAN
oZERO
Press. Transmitter
Test Valve
Connector
ZERO ADJUSTMENT
SPAN ADJUSTMENT
mA mA
20 20
4 4
0 Po’ P P’ kgf/cm² 0 P’ P kgf/cm²
6-3-17. Measurement of Crankshaft Deflection
If the crankshaft deflection enlarge excessively, the crankshaft may be broken, resulting in an accident. Consequently, periodically measure the crankshaft deflection.
NOTE:
(1) Measure the crankshaft deflection under the cold state of the engine.
(2) When you have removed of further tighten the engine installation (anchor) bolts, common bed clamping bolts or driven machine (such as generator) clamping bolts, are disassembled or retightened, measure the crankshaft deflection.
(3) Move the contactor of deflection gauge, and make sure the needle of dial gauge returns to the original position.
1) Deflection measuring procedures
(1) Prepare the following exclusive tools:
Exclusive Tool Description
Part No.
Deflection gauge
42111-002520
Deflection gauge mirror
42111-001420
Ratchet for turning
147673-92851
Socket (M24) for turning
147673-92841
(2) Open the pressure indicator cocks of all cylinders.
(3) Turn the flywheel to bring it to the position of 30 degrees after the B.D.C.
(4) Fit the deflection gauge, and set the needle of dial gauge in the zero indication.
(5) Slowly turn the flywheel in the rotational direction of the engine, and take the record readings of the dial gauge at the position E, T, and PB.
Drawing 6-26. Position for Fitting the Deflection Gauge
D
D2
Deflection Gauge
D=Diameter of crankshaft of 200mm
L=Width across arms of 96mm
Drawing 6-27. Deflection Measuring Positions
T
30° 30°
P E
P EB
B
Crank Pin Position
2) Criteria on results of the deflection measurement
The relation between the deflection valve (reading of dial gauge) at each measured position with the reference taken at the position EB and the crankshaft is as shown in the below table.
Drawing 6-28.
Reading of Dial Gauge
+
-
Crankshaft
(lower spread)
(lower contract)
(1) Should the deflection increase every time it is periodically measured, this is caused by the wear of the crankshaft and/or main bearings. If the deflection of only a certain cylinder increase suddenly, it is suspectable that the corresponding main bearing metal is abnormally worn. In these cases, check for the pertinent parts.
(2) Since the deflection value measured under the hot state of the engine varies as depending on the temperature existing at the measurement, it cannot be relied on as the reference. However, according to out test results, that deflection is roughly 2/10,000 to 3/10,000 x stroke (lower contract).
3) Allowable value of the deflection
Should the crankshaft deflection exceed the allowable value, correct the deflection by redistributing the installation shims and shaft centers of the engine and driven machine (or outer bearings).
NOTE:
(1) In case of the direct coupling system A , B , & D , the normal deflection for the No.1 cylinder is lower contract.
(2) In case of the direct coupling system C , adjust the deflection for the No.1 cylinder to lower spread because the temperature rise of engine bearings becomes larger than that of generator bearings during a run and thus the shaft center of crankshaft becomes comparatively higher.
Table: allowable value of the deflection
[Unit: 1/100mm] Note: “S” stands for a stroke
Coupling System
Driven machine
Installation System
No. 1 ~ No.2 Cyl.
No.3 ~ 8 Cyl.
No.1 Cyl.
T-PB/EB
(direction)
No.2 Cyl.
T-PB/EB
(direction)
P-E
(direction)
A (Direct Coupling)
Generator, single-side bearing
Direct
(stationary)
-5.8 ~ +2.9
-2S ~ +1S
10,000
-58 ~ +2.9
-2S ~ +1S
10,000
+ -2.9
1 S
10,000
+ - 2.9
1 S
10,000
B (Direct Coupling)
Generator, single-side bearing
Vibration insulation
-5.8 ~ +2.9
- 2S ~ + 1S
10,000
-5.8 ~ +2.9
- 2S ~ + 1S
10,000
+ - 2.9
1S
10,000
+ - 2.9
1S
10,000
C (Direct Coupling)
Generator, both side bearing
Direct
(stationary)
+ - 2.9
1 S
10,000
+ - 2.9
1 S
10,000
+ - 2.9
1 S
10,000
+ - 2.9
1 S
10,000
D (Air clutch & flexible coupling)
Pump & compressor
Direct
(stationary)
-10.2 ~ +2.9
-3.5S ~ +1S
10,000
-5.8 ~ +2.9
-2S ~ +1S
10,000
+ - 2.9
1 S
10,000
+ - 2.9
1 S
10,000
6-3-18. Adjustment of Fuel Injection Pump Lubricating Volume (for Engine Using H.F.O.)
The pinion sleeve of fuel injection pump of an engine using the heavy fuel (equivalent to 3,500-sec. or 7,000-sec. fuel oil) has been lubricated by lub. oil. Adjust the lubricating volume according to the following procedures:
NOTE:
(1) First the run the engine, and then adjust the lubricating volume when the lubricating oil temperature becomes 55 to 65 °C.
(2) Adjust the lubricating volume so that the lubrication becomes 1 dropful per 10 to 12 seconds.
(1) Remove the cap nut (1) from the lub. oil flow rate regulating valve, and loosen the lock nut (2).
(2) Fully screw in the lub. oil flow rate adjust screw (3).
(3) Remove the plug (4) on the fuel injection pump side to check the lubricating volume.
(4) Gradually loosen (turn counterclockwise) the adjust screw until the lubricating volume becomes as specified.
(5) When the lubricating volume has become as specified, securely tighten the lock nut (2), cap nut (1) and plug (4).
6-3-19. Maintenance of Fuel Oil Seal Pot (for Engine Using H.F.O.)
Maintenance servicing of mentioned in Section 4-1-2. (Page 4-6)
6-3-20. Check & Replacement of Anticorrosive Zinc
In the case of the fresh & sea water 2-line cooling specification, anticorrosive zincs have been fitted to the boost air cooler, lub. oil cooler. Check them according to the following procedures:
· In the case where such anticorrosive zinc is found consumed more than 70% of the state retained by the new article, replace it with the new one.
Fitting Area (Q’ty)
Dimensions (mm)
Diameter (D ǿ )
Length (L)
Boost air cooler
Cooling water inlet/outlet cover (2)
Water return cover (2)
40
40
Lub. oil cooler
Inlet side cover (1)
Outlet side cover (1)
40
40
Fresh water cooler
Cooling water inlet/outlet cover (4)
Water return cover (2)
40
40
· In the case of continuous use of such anticorrosive zinc, get rid of the oxide layer from the surface of the zinc to expose the metallic texture.
· The anticorrosive zinc for boost air cooler upper part is of the plug type. Detach the inspection window cover from the boost air duct, and remove the plug, using a hexagonal wrench key (having the width across flats of 17mm).
After checking and replacing an anticorrosive zinc and before fitting the inspection window, check that there is no water leakage.
7. MAINTENANCE SERVICING
· In advance of maintenance and check of the engine, thoroughly read this Operation Manual to understand the structure of the pertinent part and the nature of work to be performed and to examine sufficiently the work procedures. If you begin the work w/out examining the work sufficiently, not only the labours will be wasted but also accidents or damages of the engine due to misassembly will be caused.
· If any part is to be damaged of not durable for further use (reaching its usage limit) as a result of check, be sure to replace it. Besides, considering the schedule for next check, replace any part estimated not to be durable until the next check.
· If it is difficult to take any countermeasure of action on site, or if the necessary spare part is not available, consult us or your nearest sales or service agent (shown in the service network list “YANMAR Worldwide Service” appended to this manual).
7-0. Precautions in Maintenance Servicing
1) Precaution on Safety
To work safely, read the items regarding safety in the following pages:
! WARNING
(1) If the engine runs during disassembly or check, you may be caught in it, resulting in a serious accident.
Prior to servicing, return the start/stop lever to the STOP position and surely close the valves of the starting air system to make sure the engine does not turn. Only then, proceed to disassembly or checking work. (Be sure to changeover the control position selector switch to the ENGINE position.)
(2) Before turning the flywheel with the turning device, make sure you do not make a contact with any rotating part and that rotation of the engine will not endanger you, your co-workers or other persons around the engine. Also be sure to give a sign when turning the flywheel.
For usage of the turning device, refer to the following:
Chapter 7-0. 4) Handling Procedures for Turning Device
Prevent the self-rotation of crankshaft with the lock bar of the turning device before disassembling of checking any moving part.
Other than turning the flywheel, return the turning device to the GEAR OUT position.
(3) Be sure to turn off the power switch before handling an electric part. Otherwise, you may receive an electric shock or fire may be caused.
(4) During welding and grinding, sparks may be spread, resulting in fire. Therefore, do not store such combustible materials as the fuel oil, lubricating oil and waste cloth at the working site.
! WARNING
(5) When handling a liquid, strictly observe the following precautions:
Fuel oil and lubricating oil: Flammable.....The lighting of fires is strictly prohibited.
Fresh-water rust inhibitor and fresh water antifreezing fluid: Toxic.....Do not drink any of them. When handling the battery fluid, wear rubber gloves & mask, if possible and do not allow it to make direct contact with your skin. Before discharging it, treat it according to the instruction manual of the additive manufacturer.
Mercury (thermometer): Poisonous.....Do not drink it. If it is put on your skin, flush it.
! CAUTION
(6) According to the condition of working, wear protectors such as gloves, a helmet, safety shoes and safety goggles.
During a run and immediately after the engine has stopped, the whole engine is heated. Before working, wear gloves so as not to get burnt.
On the floor of engine room, oil is adherent and slippery. Especially when working at a height such as on the footboard, sufficiently watch your step not to fall from there.
(7) If you disassemble a strainer/filter of piping joint immediately after the engine has stopped, hot oil or water may be spout out due to the residual pressure.
Before disassembling a strainer/filter or removing a piping joint, close all valves for external connection to the CLOSE position, and gradually loosen the air vent plug to release the internal pressure. Then wrap the part with cloth or the like to disassemble or remove it.
(8) Note that spring may spring out when disassembling a valve or device which uses one or more springs.
(9) Do not raise heavy thing forcedly by your hands. Using a chain block, lift it. Also, keep off under the lifted heavy thing.
For the weight of major part, refer to the following:
Chapter 8,8-2. Principal Part Mass for Disassembly & Servicing
(10) Use the proper tools. Use an exclusive tool upon understanding its function.
Carefully check for any damages to rubber hose and joints of hydraulic jacks. The high-pressures oil may spout out from a damaged portion during operation, causing you to get an injury.
2) Precautions in Dismantling, Servicing & Reassembly
Be sure to observe the following precautions because the performance of the product may be deteriorated or the machine may break down if you neglect any of the following precautions.
NOTE:
(1) Prepare the necessary tools and spare parts in advance.
As for the exclusive tools, use the specified tools; as the for the spare parts, use or genuine parts or the parts specified by us.
(2) If any part is found to be damaged or not durable for further use as a result of check, be sure to replace it. Besides, considering the schedule for next check, replace any part estimated not to be durable until the next check.
(3) During disassembly, cover any exposed opening with tape or clean cloth so as not to allow foreign matters to enter it.
Incidentally, do not to forget to remove the covering tape or cloth in reassembly.
(4) When disassembling jointed parts, check whether set marks have been stamped or not, and stamp set marks, if found necessary.
(5) On the major bolts, the cylinder No., marking for incorporating position and set mark have been stamped at the time of manufacture. However, they cannot serve as reference for tightening indefinitely because the clamping seat may be worn and the bolts may be stretched in their use. Using a set mark only as a guide, be sure to tighten each bolt to the specified torque, specified angle or specified hydraulic pressure.
Besides, when any of these major bolts has been replaced with a new one, give the same marking as that of the former on to the new one.
(6) Note that bolts and nuts to be used a the high heated area are made of materials differed from those used elsewhere but of the same size. If wrong ones are used in reassembly, they become difficult to be taken out at the next servicing.
(7) When disassembling each section of the engine, carefully check the bolts and nuts that are not exposed during a run. If such a bolt or nut is loose, investigate the cause, take the proper actions, and then tighten it.
3) Precautions at Completion of Maintenance Servicing
! CAUTION
(1) Turning the flywheel and lubricating oil priming, check for abnormalities in various parts of the engine.
(2) Be sure to incorporate the removed covers such as covers for rotating parts, heat shielding covers for exhaust pipe and protective covers for heated region in position.
! WARNING
(3) After having used the turning bar, return it on the set position.
(4) After having used the turning device, return it to the GEAR OUT state.
(5) Record the nature of maintenance servicing rendered and replaced parts in the Engine Log.
4) Handling Procedures for Turning Gear Device
The turning device is of the gear intermeshing type and equipped below the air motor on the operating side. When the turning gear is intermeshing, the engagement/disengagement switch is actuated, disabling a start of the engine.
Handle the turning device according to the following procedures:
(1) Prepare the exclusive tools for turning.
Exclusive tool Description
Part No.
Ratchet handle
147673-92851
Socket (M24)
147673-92841
(2) Detach the lock bar, loosen the two stopper lock bolts, and then take off the stopper from the slot (A) of turning shaft.
(3) Push in the shaft to the GEAR IN position.
(4) Fit the stopper in the shaft slot (B), and tighten the two lock bolts.
(5) Attach the socket for turning and ratchet handle to the shaft, and then turn the flywheel.
! WARNING
Before disassembling or checking any moving part engage the turning gear with the flywheel and lock it with the lock bar to prevent self-rotation of crankshaft.
The lock bar is used to prevent the crankshaft from turning itself during an overhaul checking work. Set the turning gear in the intermeshing state, lock the turning shaft with the stopper, and then tighten the lock bar.
(6) After turning work, return the turning gear to the GEAR OUT position, fit the stopper in the slot (A), and then tighten the lock bolts and lock bar.
Drawing 7-2. Turning Device Handling Procedures
Turning Gear shaft
Lock Bar
GEAR OUT POSITION
Flywheel
GEAR IN A Turning Gear
Pos.
B
Handling Procedures for hydraulic jack
Use a hydraulic jack in a work of loosening or tightening the cylinder head tightening nuts and main bearing cap tightening nuts.
Furthermore, simultaneously loosen or tighten the four cylinder head tightening per cylinder or two main bearing cap tightening nuts per main bearing.
! CAUTION
If the hydraulic fluid leaks while the hydraulic jack is being used, the fluid may spout under a high pressure, resulting in injury. Therefore, be sure to observe the following precautions:
· Do not use the hydraulic jack with a rubber hose having a flaw or an oil leaking portion.
· Do not put nor drop a heavy thing on any rubber hose.
· Do not grip any rubber hose. Do not bring your face close to the jack or branch during a work.
use the following exclusive tools for loosening and tightening each nut.
[Usage]
(1) When assembling the hydraulic jack, be sure to use the sealing tape at the threaded part so that there will be no leakage.
(2) Connect the hydraulic pump and branch with 3 m long rubber hose.
(3) Connect two 1 m long rubber hoses to the branch.
(4) Use the hydraulic pump placed horizontally.
(5) To operate the hydraulic pump, use it, opening the air valve.
(6) When a hydraulic jack is used for the first time, the rubber hose is filled with the hydraulic fluid. Therefore, when the hydraulic pressure begins to rise, loosen the air vent plug of hydraulic pump, and then checking the oil volume, replenish the hydraulic fluid.
(7) If the hydraulic does not work even though the hydraulic pressure has risen to the specified value, loose couples will be the cause.
[ Common Tools ]
No.
Exclusive Tool Description
Qty.
1
Hydraulic pump
1
2
Connecting Piece
1
3
Gauge damper
1
4
Pressure gauge
1
5
Rubber hose, 3 m long
1
6
branch
1
7
Rubber hose, 1 m long
4
8
Square elbow
2
9
Coupler, external threaded
4
10
Coupler, internal threaded
4
11
Hydraulic jack
4
12
spacer
4
13
Handle
1
Drawing 7-1(1/3). Hydraulic Jack Handling Procedures [Common Tools]. Hydraulic Jack Handling Procedures [Common Tools]
4
3
To Branch
Air Vent Plug 1 Relief valve 2 5
Piston
10
Body
Back-up Ring
O-ring
Back-up Ring
12 13
Drawing 7-3 (2/3). Hydraulic Jack Handling Procedures
[Cylinder Head Fitting Procedures]
TROUBLESHOOTING & COUNTERMEASURES
The cause of abnormalities and troubles are diverse, and they break out from composite factors. Catching a change in running performance and referring to the record of maintenance and servicing date and the history of part replacement, locate the cause early and take countermeasures.
11-1. Starting Failure
1) Flywheel not turned.
2) Flywheel turned, but ignition not taken place.
11-2. Rotational Speed Dropped Spontaneously.
11-3. Output of Each Cylinder not in Uniformity. (Dispersion of the maximum
Combustion pressure & exhaust temperature is large among cylinders.)
11-4. Bad Color of Exhaust Gas
11-5. Lub. Oil Pressure Dropped below the Specified Pressure
11-6. Unusual Sounds Heard (Knocking Occurred) During Operation
11-7. Cooling Water Temperature Too High
11-8. Exhaust Temperatures of All the Cylinders Too High
11-9. Engine Stopped Suddenly
11-1. Starting Failure
1) Flywheel not turned
Cause
Countermeasure
(1) Starting air pressure insufficient
(2) Engagement / disengagement switch actuated (Turning gear set at the intermeshing position)
(3) Malfunction of air motor
1. Voltage drop of air motor battery
2. Malfunction of air motor pilot solenoid v/v
(4) Engagement / disengagement switch actuated.
(Start / stop lever set in the STOP position)
(5) Too high viscosity or lubricating oil
(6) Seizure of moving part
1. Seizure of piston and cylinder liner
2. Seizure of main bearing and / or camshaft bearing
Fill the starting air tank with air.
Disengage turning gear.
Charge the battery.
Press the manual starting push button to start the engine.
Set the start / stop lever at the RUN position.
Warm up the engine or change the current lub oil with a low-viscosity one.
Check and repair the piston and cylinder liner, or replace them.
Check and repair the pertinent main bearing or camshaft or camshaft bearing, or replace it.
2) Flywheel turned, but ignition not taken place
Cause
Countermeasure
(1) Fuel not sent under pressure to fuel injection pump
1. Fuel tank empty
2. Clogging of fuel oil pipe (improper opening and closing of each valve)
3. Clogging of fuel oil filter
4. Failure of fuel feed pump
5. Air entry through each joint
(2) Malfunction of stopping air piston
(3) Defect of fuel injection pump
1. Sticking of plunger guide
2. Wear or seizure of plunger guide
3. Improper assembling (deviation of match marks)
(4) Defect of fuel injection valve
1. Sticking or seizure of needle
2. Breakage of nozzle spring
3. Fuel injection pressure dropped
4. Oil leakage from nozzle excessive
5. Breakage or improper clamping of high-pressure fuel pipe
(5) Malfunction of governor (loose governor link and worn spline)
(6) Poor airtightness of suction / exhaust valve
1. No clearance at head of suction / exhaust valve
2. Sticking of suction / exhaust valve
3. Damage of seat of suction / exhaust valve
(7) Too low cetane number of fuel
Supply the fuel to the fuel tank.
Check the opening and closing status of each valve.
Clean the filter.
Check and repair the pump.
Check and repair each joint, then bleed air.
Check and repair the air piston.
Check and repair the plunger or plunger guide, or replace it.
Replace the plunger.
Overhaul and check the pump.
Check and repair the needle, or replace it.
Replace the nozzle spring.
Regulate the pressure.
Check and clean the mating surfaces of nozzle and body, or replace the nozzle.
Replace the high-pressure fuel pipe, or correct clamping.
Check and repair the governor, or replace it.
Adjust the valve head clearance.
Grind or replace the valve.
Grind or replace the valve seat.
Use a high-quality fuel oil.
11-2. Rotational Speed Dropped Simultaneously
Cause
Countermeasure
(1) Clogging of fuel filter
(2) Seizure of moving part (piston, main bearing or turbocharger)
(3) Air mixed in fuel oil pipe system
(4) Moisture content in fuel oil
(5) Defect of fuel injection pump
(6) Defect of fuel injection valve
(7) Malfunction of governor
Clean the filter.
Check and repair the pertinent moving part, or replace it.
Check and repair the fuel oil pipe system, then bleed air.
Drain the filter, tank, etc.
Check and repair the pump, or replace it.
Check and adjust the valve, or replace it.
Check and adjust the governor, or replace it.
11-3. Output of Each Cylinder not in Uniformity. (Dispersion of the maximum combustion pressure and exhaust temperature is large among cylinders.)
Cause
Countermeasure
(1) Air mixed in fuel oil pipe system
(2) Moisture content in fuel oil
(3) Fuel injection volume not in uniformity among cylinders
1. Nonuniform position of fuel injection pump racks
2. Sticking or wear of fuel injection pump plunger
3. Defect of fuel injection valve
4. Looseness or damage of fuel injection pipe
5. Sticking of suction / exhaust valve or damage of suction / exhaust valve seat
6. Damage of fuel cam, or damage of suction / exhaust cam
Check and repair the fuel oil pipe system, then bleed air.
Drain the filter, tank, etc.
Check the position of fuel injection pump racks, then adjust it.
Check and repair the plunger, or replace it.
Check and repair the valve, or replace it.
Check and repair the pipe, or replace it.
Check and repair the pertinent valve or valve seat, or replace it.
Check the fuel cam or suction / exhaust cam, then repair it, or replace it.
11-4. Bad Color of Exhaust Gas
Cause
Countermeasure
(1) Improper injection timing
(2) Defect of fuel injection valve (fuel injection pressure drop, sticking of nozzle)
(3) Defect the fuel injection pump
(4) Improper adjustment of suction / exhaust valve head clearance or damage of suction / exhaust valve seat
(5) Sticking of suction / exhaust valve
(6) Damage of suction / exhaust cam
(7) Defect of turbocharger
1. Clogging of filter
2. Fouling of the blower side or turbine side
(8) Fouling of boost air cooler (too high temperature of boost air)
(9) Shortage of fuel oil
(10) overload
Check and adjust the timing.
Check the valve, then regulate the pressure, or replace it.
Check the pump, then repair it, or replace the pertinent valve set.
Adjust or correct the clearance, or replace the pertinent valve sect.
Overhaul the suction / exhaust valve, and then correct it.
Replace the camshaft.
Wash the filter.
Overhaul and wash the turbocharger / blower.
Overhaul and clean the air cooler.
Use a high-quality fuel oil.
Reduce the load.
11-5. Lub. Oil Pressure dropped below the Specified Pressure.
Cause
countermeasure
(1) Looseness of lub. oil pipe and cylinder block oil hole plug
(2) clogging of lub. oil strainer
(3) excessive clearance of crankshaft bearing
(4) sticking of lub. oil pressure regulating valve or loose adjusting bolt
(5) sticking of lub. safety valve
(6) Too high temperature of lub. oil
1. Shortage of cooling water volume
2. Fouling of lub. oil cooler
3. Excessive blow-by (gas leak) into the crankcase
4. Sticking of piston of lub. oil thermostatic valve or defect of its element
(7) Air sucked in lub. oil pump (shortage of lub. oil volume)
Check and repair the lub. oil pipe and each oil hole plug.
Overhaul and clean the strainer.
Check the clearance, then replace the metal.
Check the valve and bolt, then repair or adjust the pertinent part.
Check the valve and bolt, then repair it.
Check the cooling water pump.
Check the cooler, then overhaul and clean it.
Check the piston rings and cylinder liner.
Check the piston and element, then repair or replace the pertinent part.
Replenish the lub .oil.
11-6. Unusual Sounds heads (Knocking Occurred) During Operation
Cause
Countermeasure
(1) Excessive clearance of bearing of crankshaft of camshaft
(2) Loose bolts
1. Connecting rod bolts
2. Flywheel clamping bolts
(3) Improper adjustment of suction / exhaust valve head clearance or loose bolt
(4) Improper adjustment of fuel injection timing
(5) Fuel injection volume excessive
1. Malfunction of fuel injection pump
2. Defect of fuel injection valve
(6) Increase of gear backlash or wear of gear bearing
Check the clearance, then replace the pertinent bearing.
Check the connecting rod and bolts, then retighten the bolts or replace them.
Check the bolts, then retighten them, or replace them.
Check the clearance and bolt, then adjust the clearance.
Check the timing, then adjust it.
Check and repair the pump, or replace it.
Check and repair the valve, then adjust it.
Check and adjust the gear or its bearing, or replace it.
11-7. Cooling Water temperature Too High
Cause
Countermeasure
(1) Shortage of cooling water volume
(2) Sticking or defect of cooling water thermostatic valve
Check and repair the cooling water pump.
Check or replace the thermostatic valve.
11-8. Exhaust Temperatures of All the Cylinders Too High
Cause
Countermeasure
(1) Boost air temperature too high
1. Boost air cooler water temperature too high
2. Shortage of boost air cooler cooling water volume
3. Fouling of boost air cooler (cooling water side & air side)
4. Engine room internal temperature too high
(2) Boost air pressure too high
1. Clogging of turbocharger filter
2. Clogging of boost air cooler (air side)
3. Fouling of turbocharger (turbine side & blower side) or its damage
4. Rise of back pressure at exhaust port
5. Engine room put under a negative pressure
(3) Unsuitable properties of fuel oil
(4) overload
Check the cooling water system, and lower the cooling water temperature to the specified range.
Check and repair the cooling water pump.
Overhaul & wash the cooler.
Check and service the engine room ventilation equipment.
Wash the filter.
Overhaul & wash the cooler.
Wash the blower side or overhaul and wash the turbocharger, or replace it.
check and clean the exhaust manifold and exhaust pipe.
Check and service the engine room ventilation equipment.
Judging from the property analysis results, change the fuel oil if necessary.
Reduce the load.
11-9. Engine Stopped Suddenly
Cause
Countermeasure
(1) protective device switched on
1. Overspeed
2. Lub. oil pressure drop
3. Temperature rise of cooling water excessive
(2) Governor or governor gear
(3) Fuel tank empty
(4) Air mixed if fuel oil system
(5) Clogging of fuel oil filter
(6) Seizure of interlocking part (piston, main bearing, crank-pin bearing, timing gear, etc.)
Check the switch, then repair the defective part. If necessary, replace the pertinent part.
Check the governor and governor gear, then repair or replace the pertinent part.
Replenish the fuel oil.
Bleed air from the filter and oil pipe.
Overhaul and clean the filter.
Check and repair the pertinent part, or replace it.
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3 comments:
Hi.
I search manual and spare parts list for YANMAR 8N21 (A) L-V, you can send me them on email??
tomdorvan@gmail.com
thank's
This blog is nice.ARMS Automation was formed with innovative ideas and relevant efforts in upgradation of technologies. Arms Automation is located at Bangalore, the machine tool hub of India.Crank Shaft Steady Rest. Turning,Grinding.
This blog is nice.ARMS Automation was formed with innovative ideas and relevant efforts in upgradation of technologies. Arms Automation is located at Bangalore, the machine tool hub of India.Crank Shaft Steady Rest. Turning,Grinding.
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