Im02-A Inst. Manual With Final Drawing Vol 1 for Diesel Generator Engine.tif

SKILLEARK

TORM ESTRID

1509

MACHINERY OUTFITTING

IM-2-A

6U-2831-101

INST. MANUAL WITH FINAL DRAWING VOL 1 FOR DIESEL GENERATOR ENGINE

NONE

OUT OF BOX

"

INSTRUCTION BOOK VOLUME I

Engine type L23/30H

AHYUNDAI HEAVY INDUSTRIES CO.,LTD. ENGINE & MACHINERY DIVISION

1. Cheonha-Dong, Dong-Gu, Ulsan, Korea TEL : (82) (52) 230-7412 (Spare Part Sales)

(52) 230-7418 (After Service) FAX : (82) (52) 230-7210/7320 E-Mail: [email protected]

http://www.hhi.co.kr

mailto:[email protected]


This book must in no case be wholly or partially copied and published or passed to unauthorized persons without the permission of HYUNDAI HEAVY INDUSTRIES CO., LTD. ENGINE & MACHINERY DIVISION.

(3) Project Particulars L23/30H

Engine data (Plate no. 500) Specification and treatment... (Plate no. 504) Piston, Con-rod and Cylinder liner (Plate no. 506)

500-1. Application data depending on revolution a) for 720/750 rpm

b) for 900 rpm

Cylinder head (Plate no. 505)

505-1. Application for cylinder head with acc'y a) for Manne genset

b) for Stationary genset •

Control and safety system (Plate no. 509)

509-1. Starting box a) With digital tachometer

^ b) With LED tachometer •

509-2. RPM signal for Engine and Turbocharger a) Speed measuring unit b) Converter

509-3. Remote sensors list a) Danfoss made b) Trafag made

: Applied

: Not applied

509-4. Thermometer list a) Dial type b) Bar type

500.05 Ed.OIH 500.25 Ed.OIH 500.40 Ed.OIH 504.06 Ed.OIH 50601-01H 50610-01H

500.05 Ed.06H 500.25 Ed.03H 500.40 Ed.02H 504.06 Ed.04H 50601-02H 50610-02H

50501-01H 50502-01H

50501-07H 50502-06H

509.35 Ed.OlE 50935-01E

509.35 Ed.OIH 50935-01H

509.40 Ed.dE 509.40 Ed.OIH

50907-01E 50907-01 El

50907-02E 50907-02H

509-5. Manual for remote sensors a) Press.sensor.Temp.switch b) Temp.sensor (Resistance bulb)

509-6. Manual for governor a) Hydraulic type (UG8D) b) Electric type

IDanfoss made Daeyang made

Trafag made G.M.R. made

HHI/ENGINE ANO MACHINERY DIVISION


Crankshaft and main bearing (plate no. 510)

510-1 Torsional vibration Damping device a) Torsional vibration damper 510-04 00 Ed 01H

51004-01H

b) Tuning wheel 51004-02H

510-2 Flywheel with gear nm a) Without flexible coupling b) Without flexible coupling (7L23/30H) c) With flexible coupling —

- 51003-02H ~ 51003-03H - 51003-01H

^

Turbocharger system (Plate no. 512)

512-1 Water washing of compressor side a) Hand injector (for NR15/R) b) Water condensate tank (for NR20/R) c) Container (for NR15/R and NR20/R) -

512-2 Charge air cooler with W M G (for fresh water) a) for 5,6L23/30H (720/750 rpm) b) for 6L23/30H (900 rpm), 7,8L23/30H (720/750/900 rpm)

512-3 Charge air cooler with W M G (for sea water) a) for 5,6L23/30H (720/750 rpm) b) for 6L23/30H (900 rpm), 7,8L23/30H (720/750/900 rpm)

512-4 Exhaust pipe arrangement a) for 5,6L23/30H (720/750 rpm) b) for 6L23/30H (900 rpm), 7,8L23/30H (720/750/900 rpm)

512-5 Turbocharging arrangement a) for 5,6L23/30H (720/750 rpm) b) for 6L23/30H (900 rpm), 7,8L23/30H (720/750/900 rpm)

— 512-05 05 Ed 01H — 512-05 05 Ed 02H — 512-05 00 Ed 01H

51201-04E 51201-05E

51201-06E 51201-07E

51201-01H 51202-02H

51203-01E 51203-02E

512-6 Manual for Turbocharger a) NR15/R (for 5,6L23/30H - 720/750 rpm) b) NR20/R (for 6L23/30H - 900rpm, 7,8L23/30H - 720/750/900 rpm)

Compressed air system (Plate no. 513)

513-1 Mam starting valve a) Flanged connection 513-01 40 Ed OIE

51310-01E

b) Thread connection 513-01 40 Ed 01H 51310-01H

513-2 Air strainer a) Straight way type 51316-01E b) Angle way type 51316-01H

513-3 Safety valve (* If selected 513-4,b) 51319-01H

513-4 Pressure reduction valve a) With safety valve b) Without safety valve

- 51322-01E - 51322-02 H

- HHI/ENGINE AND MACHINERY DIVISION -


Fuel oil system (Plate no. 514)

514-1 Fuel oil feed pump

Lubricating oil system (Plate no. 515)

515-1 Centrifugal by-pass filter

515-2 Lubncatmg oil pump a) for 5,6L23/30H (720/750/900 rpm), 7,8L23/30H (900 rpm)-b) for 7,8L23/30H (720/750 rpm)

515-3 Lub oil cooler a) Korea PHE made b) Dong-hwa Entec made —

515-4 Lub oil hand wing pump

514-10 00 Ed 01H 51410-01H

515 15Ed01H 515-15 00 Ed 01H 51515-01H

51501-10H 51501-11H

51506-01H 51506-05E

51525-01H

Cooling water system (Plate no. 516)

516-1 Gooling water thermostatic valve a) Wax type

b) Pneumatic type (* refer to separate manual)

516-2 High temperature fresh water pump a) for 720/750 rpm b) for 900 rpm

516-3 Low temperature water pump a) for 720/750 rpm b) for 900 rpm

516-4 Pipes on cylinder head a) Dial type b) Bar type

516-5 Pre-heater for fresh water •

516 04Ed01H 516-04 00 Ed 01H 51604-01H

51610-01H 51610-02H

51610-03H 51610-04H

51625-01E 51625-01H

51635-01E

Special equipment (Plate no. 517)

517-1 Flexible coupling

517-2 Air motor pump unit for emergency start

517-3 Oil mist detector

517-4 Gooling water thermostatic valve (Pneumatic type)

Specific plant information (Plate no. 519)

519-1 Resilient mounting a) Rubber Design BV b) Loggers

HHI/ENGINE AND MACHINERY DIVISION

AHYUNDAI - M A N

identification No. for Instruction Book.

Identification No. for Description 000.00

T Function

Section No.

Identification No. tor Working Card: 000-00.00

Sub-function

Function

Section No

Identification No. for Plates- 00000-00 H

L H for Holeby

Edition

Section No. and Function

For ordering of spare parts, see page 500.50

AHYUNDAI HEAVY INDUSTRIES CO.,LTD. ENGINE & MACHINERY DIVISION 1. Cheonha-Dong, Dong-Gu, Ulsan, Korea TEL: (82) (52) 230-7412 (Spare Part Sales)

(52) 230-7418 (After Service) FAX: (82) (52)230-7210/7320 E-Mail: [email protected] http://www.hhi.co.kr

mailto:[email protected]


b<

OZ

OQ

COQC

>-o (0(0

Engine Data

_ Operation of Engine < P ^ < Engine Performance and Condition Q LU

o Trouble Tracing

Specification and Treatment Lubricating Oil, Fuel Oil and Cooling Water

Cylinder Head

Piston, Connecting Rod, and Cylinder Liner

Camshaft and Camshaft Drive Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection Pumps Control and Safety Systems Automatics and Instruments

LU

o Crankshaft and Main Bearings

LU m Engine Frame and Base Frame

< Turbocharger System

a

z o

Compressed Air System

(/) z Fuel Oil System

Lubricating Oil System

LU Cooling Water System

Special Equipment

Driven Machinery

Specific Plant Information

Tools

Final Plan

Engine Data

Operation of Engine -

Engine Performance and Condition < < O UJ

Trouble Tracing o


Cylinder Head


Camshaft and Camshaft Drive

Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection Pumps Control and Safety Systems Automatics and Instruments

I L U Crankshaft and Main Bearings o Engine Frame and Base Frame LU iij

o z Turbocharger System § <

O Q Compressed Air System Q Z

Fuel Oil System co 5 LU t

Lubricating Oil System ^ >-o

Cooling Water System LU

Special Equipment

Driven Machinery


Tools

Final Plan

c A HYUNDOI - t^^

Index Page 1(1) Engine Data 500

L23/30H

Description

Main Data for GenSets 500.00 Introduction 500.01 (01H) Safety 500.02 (01H)

*) Cross Section ( for 720/750 rpm ) 500.05 (01H) *) Cross Section ( for 900 rpm ) 500.05 (06H)

Key for Engine Designation 500.10 (01H) Designation of Cylinders 500.11 (OIE) Engine Rotation Clockwise 500.12 (02H) Code Identification for Instruments 500.20 (01H) Introduction to Planned Maintenance Program 500.24 (02H)

*) Planned Maintenance Program (for 720/750 rpm) 500.25 (01H) *) Planned Maintenance Program (for 900 rpm) 500.25 (03H)

Operation Data and Set Points 500.30 (23H) Data for Pressure and Tolerance 500.35 (IIH)

*)Data for Torque Moment (for 720/750 rpm) 500.40(01H) *)Data for Torque Moment (for 900 rpm) 500.40 (02H)

Declaration of Weight 500.45 (01E) Ordering of Spare Parts 500.50(OIE) Sen/ice Letters 500.55 (01H) Conversion Table 500.60 (01H) Basic Symbols for Piping 500.65 (01H)

* ) Depending on project specification

96.38 - ESOU

AHYUNDAI -

€ Description Page 1(1) Introduction 500.01

Edition 01H

L23/30H

Description

This instruction book serves the purpose of providing general information for operation and maintenance, to describe the design and to be used for reference when ordering spare parts.

/ ~z / V

/ "

Worki

Description

Spare parts plates

igcard

Fig. 1. Structuring of instruction t)Ook.

Reliability and operation economy of the plant will to a great extent depend on correct operatton and proper maintenance.

Therefore, K is essential that the engine room personnel, in additton to basic knowledge of diesel engine machinery installations, is fully acquainted with the contents of the instructfons.

The book is a basic instruction manual for the particular engine supplied with plant-adapted information such as principle media-system drawings, electric wiring diagrams and test bed reports.

The first five sections (500-504) of the book serve as a guide to engine operation, and the next fifteen sections (505-519) contain technical descriptions, spare parts illustrations with pertaining parts lists as well as working cards.

The last section (520) comprises tools.

The engine is divided into a number of main components/assemblies, each of which is described in a section of this book (section 505-519).

Each of these sections starts with technical descriptions of the systems/components, followed by working cards. Later, the spare parts illustration plates and parts lists are to be found.

CVJ

m

i 9

96.02 - ESOS-G

AHYUNDAI -Descnption Page 1 (2) Safety

500.02 Edition 01H

L23/30H

General

Proper maintenance, which is the aim of this book, constitutes the crucial point in obtaining optimum safety in the engine room The general measures mentioned here should, therefore, be a natural routine to the entire engine room staff

Spares

Large spare parts should, as far as possible, be placed well strapped near the area of application and accessible by crane The spare parts should be well-preserved against corrosion and protected against mechanical damage The stock should be checked at intervals and replenished in time

Cleanliness

The engine room should be kept clean ab>ove and below the floor plates If grit or sand blows into the engine room when the ship is in port, the ventilation should be stopped and ventilating ducts skylights, and doors in the engine room should be closed

Light

Ample working light should be permanently installed at appropnate places in the engine room, and portable working light in explosion-proof fittings should be obtainable everywhere

In particular welding or work which causes spreading of gnt and chips must be avoided nearthe engine, unless this is closed or covered and the turtjocharger air intake filters are covered

The extenor of the engine should be kept clean and the paintwork maintained so that leakages can easily be detected

Freezing

If there is a nsk of damage due to freezing when the plant IS out of service, engines, pumps, coolers and pipe systems should be emptied of cooling water

Warning

CO

o

CJ

X Q o

§

Fire

If the crankcase is opened before the engine is cold, welding and the use of naked light will involve the risk of explosions and fire The same applies to inspection of oil tanks and the space below the cooler Attention shou Id furthermore be drawn to the danger of fire when using paint and solvents wrth a low flash point Porous insulating matenal drenched wrth oil from leakages is easily inflammable and should be renewed See also "Ignrtion in crankcase" in section 503

Order

Hand tools should be placed easily accessible on tool boards Special tools should be fastened to tool panels (if supplied) in the engine room close to the area of application No major objects must be left unfastened, and the floor and passages should be kept clear

The opening of cocks may cause discharge of hot liquids or gases The dismantling of parts may cause spnngs to be released

The removal of fuel valves (or other valves in the cylinder head) may cause oil to run down to the piston crown, and if the piston is hot, an explosion may then blow out the valve

When testing fuel valves wrth the hand pump do not touch the spray holes, as the jet may pierce the skin Think out beforehand which way the liquids, gases or flames will move, and keep clear

Crankcase Work

Check beforehand that the starting air supply to the engine is shut off

96 02 ESOU G

AHYUNDAI - (S&a' 500.02 Edition 01H

Safety Descnption Page 2 (2)

L23/30H

Feeling over

Whenever repairs or alterations have been made to the mnning gear, apply the "feel-over sequence" until ensured that there is no undue heating, oil-mist formation, blow-by, or failure of cooling water or lubricating oil systems.

Turning with Air

After protonged out-of-service periods or overhaul wori< which may involve a risk of accumulation of liquid in the combustion spaces, tuming wrth open indicator cocks should always be effected, through at least two complete revolutions.

Feel-over Sequence Check and Maintain

Feel-over after 5-15 and 30 minutes' idle running and finally when the engine is ainning at full load. See also "Starting-up sequence" in the section 502.

Lubricating oil condition, filter elements and measunng equipment.

g e o IT, Cl in I C o ?t o cc c

96 02 - ESOU-G

«[ AHYUNDAI - ' M A N '

B S k ^

Descnption Page 1(1) Cross Section 500.05

Edition 01H

L23/30H 720/750 RPM

g

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s

91 34-ES1S

AHYUNDAI -

*

Description Page 1 (1) Cross Section 500.05

Edition 06H

L23/30H 900 RPM

? o in Csl ID X o cp CO

g OD O

99,40 - ESI

AHYUNDAI - iSm

€ Descnption Page 1(1) Key for Engine Designation 500.10

Edition 01H

L23/30H

Engine Type identification

The engine types of the HYUNDAI-MAN B&W Holeby programme are identified by the following figures:

fi L 23/30 H MOB

No of cylinders 5, 6, 7, 8 5, 6, 7, 8, 9 12, 16, 18

Engine Type

L : In-line V : V-built

Cyl. diam/stroke

23/30 : 225/300 28/32 : 280/320

Design Variant

CO

o

Rating

MCR ECR

Maximum continuous rating Economy continuous rating

m I Q o

90 38-ESI U-G

AHYUNDAI -

* Description Page 1 (1) Designation of Cylinders 500.11

Edition DIE

L23/30H

Front End Rywheel End

rlOX'JYiJiUjYiRM i^! !:!:!:!*»!!;!! M

l^nJVi'iYiiivi'iYfflyfflffl^ - '•: ' ' ' * * * * • ' * ' • ' • ' * * • ' ' ' • ' • ' • ' • ' • ' * ' ' ' ' ' • ' • ' • * * ' • ' • ' • ' • ' • ' • ' ' ' • ' * ' • ' • ' • ' • ' ' ' • ' • ' • ' • ' • ' • ' • ' - ' • ' • ' • * • ' • ' • • • ' • '

Exhaust Side / Right Side

1

-c-.'.~i-i-i-i-.-.-..-.-.-.-.-..,-.- .-.-.T .-••.-.-•-.-.- •..•••.-.- . T •••'••!• I' !•;' K' -NV'l

V Control Side / Camshaft Side / Left Side

00

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Q o CJ

Firing Order of Engine

Engine type

5L23/30H

6L23/30H

7L23/30H

8L23/30H

Cylinder

5

6

7

8

Clockwise

1-2-4-5-3

1-4-2-6-3-5

1-2-4-6-7-5-3

1-2-4-6-8-7-5-3

Anti-clockwise

1-3-5-4-2

1-5-3-6-2-4

1-3-5-7-6-4-2

1-3-5-7-8-6-4-2

89.17-ES1S-L

AHYUNDAI -

*

Description Page 1 (1) Engine Rotation Clockwise 500.12

Edition 02H

General

Direction "Clockwise" of diesel engine seen from flywheel encJ

o in CvJ

in X Q 9 00 Cvl o oo o

Engine

Alternator

98.18-ES1

•[ AHYUNDAI -

Descnption Page 1 (3)- Code Identification for Instruments 500.20

Edition 01H

Symbol explanation:

L23/30H

or Measunng device Local reading

lemperaturejndicator No 40*

PI .22

Measuring device Sensor mounted on engine/unrt Reading/identification mounted in a panel on the engine/unrt

Eressurejndicator No 22*

CCAH J 2

Measunng device Sensor mounted on engine/unrt Reading/identification outside the engine/unrt

lemperature Alamn High No. 12*

* Referto standard location and text for instalments on the following pages.

I

Specification of letter code for measuring devices

1st letter

F Flow

L Level

P Pressure

S Speed

T Temperature

U Voltage

V Viscosity

X Sound

Z Posrtion

Following letters

A Alarm

D Differential

E Element

H High

1 Indicating

L Low

S Swrtching, Stop

T Transmrtting

X Failure

96 02-ES1U-G

AHYUNDAI - 1 ^ \ 500.20 Edition 01H

Code Identification for Instruments Descnption Page 2 (3)

L23/30H

Standard Text for instruments

Diesel engine/Alternator

LT Water System

01 02 03 04

inlet to air cooler outlet from air cooler outlet from lub. oil cooler inlet to arternator

HT Water System

10 10A 11 12 13 14

inlet to engine FW inlet to engine outlet each cylinder outlet from engine inlet to HT pump inlet HT air cooler

14A FW inlet air cooler

05 06 07 08 09

outlet from alternator outlet from fresh water cooler (SW) inlet to lub. oil cooler inlet to fresh water cooler (SW)

148 FW outlet air cooler 15 outlet HT system 16 outlet turbocharger 17 outlet fresh water cooler 18 inlet fresh water cooler 19A inlet prechamber 19B outlet prechamber


20 inlet to cooler 21 outlet from cooler / inlet to filter 22 outlet from filter / inlet to engine 23 inlet to turbocharger 24 sealing oil - inlet engine

25 prelubricating 26 inlet rocker arms and roller guides 27 intermediate bearing / alternator bearing 28 level in base frame 29 main bearings

Charging Air System

30 31 32 33 34

inlet to cooler outlet from cooler jet assist system outlet from TC filter / inlet to TC compressor

35 36 37 38 39

surplus air inlet inlet to turbocharger charge air Irom mixer

Fuel Oil System

40 41 42 43 44

inlet to engine outlet from engine leakage inlet to filter outlet sealing oil pump

45 fuel-rack position 46 inlet prechamber 47 48 49

5

X D

96.02-ESI U-G

AHYUNDAI - ts^

^

Descnption Page 3 (3) Code Identification for Instruments 500.20

Edition 01H

Miscellaneous

L23/30H

Cooling Oil System

50 51 52 53 54

inlet to fuel valves outlet from fuel valves

55 56 57 58 59

Exhaust Gas System

60 61 62 63 64

outlet cylinder outlet turtjocharger inlet turtjocharger

65 66 67 68 69


70 iniet to engine 71 inlet to stop cylinder 72 inlet to balance arm unrt 73 control air 74 inlet to reduction valve

75 76 77 78 79

microswitch for tuming gear inlet turning gear waste gate pressure inlet to sealing oil system

Load Speed

80 81 82 83 84

overspeed 85 86 87 88 89 90

microswitch for overload

index - fuel pump turtxDcharger speed engine speed

§

91 natural gas - inlet to engine 92 oil mist detector 93 knocking sensor 94 cylinder lubricating

95 96 97 98 99

vortage swrtch for operating location

96 02-ESI U-G

4 AHYUNDAI -

[descnption Pago 1 (1) Introduction to Planned Maintenance Programme 500.24

Edition 02H

CJ

CO

ffl 5

General

The overhaul intervals are based on operation on a specified fuel oil qualrty at normal service output, which means 70-100% of MCR.

In the long run, rt is not possible to obtain a secure and optimal economical running wrthout an effective maintenance system.

Wrth the structure and amount of information in the maintenance programme, rt can be integrated in the entire ship's/power station's maintenance system or rt can be used separately.

The crux of the maintenance system is the key diagram, see page 500.25, indicating the inspection intervals for the components/systems, so that the crew can make the necessary overhauls, based on the engines' condrtion and/or the time crrteria.

The stated recommended intervals are only for guidance as different service condrtions, the qualrty of the fuel oil and the lubricating oil, treatment of the cooling water, etc, will decisively influence the actual service results and thus the intervals between necessary overhauls.

Experience wrth the specific plant/crew is to be used for adjustment of time between overhaul. Further rt is to be used for adjusting the timetable stated for guidance in the working cards.

Working Cards

Each of the working cards can be divided into two: a front page and one or several pages, describing and illustrating the maintenance work.

The front page indicates the following:

1. Safety regulations, which MUST be earned out before the maintenance work can start.

2. A brief description of the work.

3. Reference to work, which must be carried out, if any, before the maintenance work can start.

L23/30H

4. Related procedures - indicates other works, depending on this work - or works which would be expedient to carry out.

5. Indicates x number of men in x number of hours for accomplishing the work.

The stated consumption of hours is only intended as a guide.

Experience wrth the specific station/crew may lead to a bringing up-to-date.

6. Refers to data, which are required for carrying out the work.

7. Special tools, which must be used. Please note that not all tools are standard equipment.

8. Various requisrte hand tools.

9. Indicates the components/parts, which rt is advisible to replace during the maintenance work. Please note, that this is a condrtion for the intervals stated.

Z-HvuNQOi -taa\

^ ^r^

- e

Fig 1. Guidance instnjction tor working cards

96.02 - ESOS-G

• [ AHYUNDAI -

Descnption Page 1 (4) Planned Maintenance Programme 500.25

Edition 01H

§

eg in X Q O

L23/30H 720/750 RPM

Description Overhaul to be earned out Check the condition

s s O o m

Operating of Engine:

Readings of data for engine and aKemator wrth reference to "Engine Performance Data", section 502 01

Cylinder Head:

Inlet and exhaust valve - overhaul and regnnding of spmdle and valve seat Inspection of inlet, exhaust valves and valve guide Check of valve rotators' rotation dunng engine rotation Sleeve for fuel injector Safety valve - overhaul and adjustment of opening pressure Indicator valve

Cylinder head cooling water space - inspection Cylinder head nut - retightening

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston Piston ring and scraper nng

Piston pin and bush for connecting rod - check of clearance Connecting rod - measunng of big-end bore Inspection of big-end bearing shells

Connecting rod - retightening Cylinder liner - cleaning, honing and measunng Cylinder liner removed - check the water space and wear nng in frame

200

Time Between Overhaul

200

Camshaft and Camshaft Drive:

Camshaft - Inspection of gear wheels. Ports, connectiona etc Camshaft beanng - inspection of clearance Camshaft adjustment - check the condrtion

Lubncation of camshaft beanng - check

200

Working Card No

502-01 00

505-01 10 505-01 05 505-01 05 505-01 30

505-01 25 505-01 26

505-01 45 505-01 40

506-01 10 506-01 10

506-01 15 506-01 15 506-01 16

506-01 25 506-01 35

506-01 40

507-01 00 507-01 05 507-01 20

507-01 00

96 02 ESOU

AHYUNDAI -500.25 Edition 01H

Planned Maintenance Programme Descnpbon Page 2 (4)

L23/30H 720/750 RPM

Description - Overhaul to be carried out = Check the condition

Operating Gear for Iniet Valves, Exhaust Valves and Fuel injection Pumps:

Roller guide for valve gear Valve gear - valve bridge, spnng, push rod, etc Roller guide for fuel injection pump

Roller guide housing Inlet and exhaust valve - check and adjustment of valve clearance

Lubncating of operating gear - check

Control and Safety System, Automatics and Instruments:

Safety alarm and monrtonng equipment

Lambda controller - adjustment

Governor - check oil level see govemor instruction book, section 509

Crankshaft and Mam Bearing:

Checking of mam beanngs alignment, (autoiog) Inspection af mam beanng Inspection of guide beanng

Vibration damper - check the condrtion

Lubricating of gear wheel for lub oil pump and cooling water pump etc Counterweight - retightening, see page 500 40

Mam- and guide beanng cap - retightening

I

6S

200

200

Time Between Overhaul Working

Card No

508-01 00 508-01 10 508-01 05

508-01 10

508-01 10

508-01 00 508-01 05

509-01 00

509-10 00

510-01 00 510-01 05 510-01 10

510-04 00

510-01 05 510-01 10

cc c

I C o cc CV o 00 c

96 02 ESOU

AHYUNDAI - M A N '

Descnption Page 3 (4) Planned Maintenance Programme 500.25 1

Edition 01H

§

1 CJ in X Q o

L23/30H 720/750 RPM

n A e r « r i n t i n n * - Overhaul ti3 be carried out U e S C r i p i l O n ^ _ check the condition

Engine Frame and Baseframe:

Holdingdown bolts - retightening, see page 500.40 Sorts between engine frame and base frame -retiohtenino, see oaoe 500.40

For flexible mounted engines - check anti-vibration mountings Safety cover - function test

Turbocharger System:

Wet cleaning of turbine side Water washing of compressor side

Cleaning of air firter - compressor side (see turbocharger instnjction book) Turbocharger complete - dismantling, cleaning, inspection etc. (see turbocharger instruction book) Charging air cooler - cleaning and inspection

Charging air cooler housing - draining Exhaust pipe - compensator

Compressed Air System:

Air starter motor - dismantling and inspection Function test - mam starting valve, starting valve, main valves and emergency start valve

Dirt separator - dismantling and cleaning Muffler - dismantling and cleaning

Compressed air system - draining Compressed air system - check of the system

Tim

Che

ck n

ew/

over

haul

ed p

ari

alie

r ho

urs 50

200

200

200

200

H

e Between Overhaul

2000

8000

1600

0

•

•

• •

g J CO Q

4 >\r

It

•

1

1

(A

B 1

1

•

• •

•

• •

• I

Working Card No

519-03.00 511-01.00

512-15.00 512-05.00

512-01.00

513-01.30

513-01.40

513-01.90 513-01.90

96 02 - ESOU


Planned Maintenance Programme Descnption Page 4 (4)

L23/30H 720/750 RPM


Fuel Oii System and Injection Equipment:

Fuel oil firter - dismantling and cleaning Fuel oil feed pump Fuel oil injection pump - dismantling and cleaning

Fuel injection valve - adjustment of opening pressure Fuel oil high-pressure pipe - dismantling and check Adjustment of the maximum combustion pressure

Fuel oil system - check the system

Fuel oil - oil samples after every bunkenng, see sec 504

Lubricating Oil System:

Lubricating oil pump - engine-driven Lubricating oil fitter - cleaning and exhange Lubricating oil cooler

Prelubricating pump - el driven Thermostatic valve Centrifugal filter - cleaning and exhange of paper

Hand pump Lubricating oil - oil samples see section 504 Lubncating oil system - check the system

11" III O o nj

200

Cooling Water System:

Cooling water pump - engine-driven (sea water and fresh water) Thermostatic valve Cooling water system - check the system

Cooling water system - water samples, see sec 504


Card No

514-01 15 514-10 00 514-01 05

514-01 10 514-01 05 514-05 01

514-01 90

515-01 00 515-01 10 515-06 00

515-01 05 515-01 20 515-15 00

515-10 00

515-01 90

516-04 00 516-04 00 516-01 90

cc c

g CJ IT

I a

o Xl c

96 02 ESOU

CO

o

CJ i n X Q O

AHYUNDAI -Descnption Page 1 (4) Planned Maintenance Programme 500.25

Edition 03H

L23/30H 900 RPM

Description • - Overhaul to be carried out • - Check the condition

operating of Engine:

Readings of data for engine and arternor, wrth reference to "Engine Performance Data", section 502 01

Cylinder Head:

Inlet and exhaust valve - overhaul and regnnding of spindel and valve seat Inspection of mlet, exhaust valves and valve guide Check of valve rotators' rotation dunng engine rotation Sleeve for fuel injector Safety valve - overhaul and adjustment of opening pressure Indicator valve

Cylinder head cooling water space - inspection Cylinder head nut - retightening

Piston, Connecting Rod and Cylinder Liner:

Inspection of piston Piston ring and scraper nng

Piston pin and bush for connecting rod - check of clearance Connecting rod - measunng of big-end bore Inspection of big-end beanng shells

Connecting rod - retightening Cylinder liner - cleaning, honing and measunng Cylinder liner removed - check the water space and wear nng m frame

"ll I s s u o ^

200

200


Camshaft and Camshaft Drive:

Camshaft - inspection of gear wheels. Ports, connections etc Camshaft beanng - inspection of clearance Camshaft adjustment - check the condrtion

Lubrication of camshaft bearing - check

200

Working Card No

502-01 00

505-01 10 505-01 05 505-01 05 505-01 30

505-01 25 505-01 26

505-01 45 505-01 40

506-01 10 506-01 10

506-01 15 506-01 15 506-01 16

506-01 25 506-01 35

506-01 40

507-01 00 507-01 05 507-01 20

507-01 00

96 02 ESOU

AHYUNDAI - M A N '

500.25 Edition 03H


L23/30H 900 RPM

Description = Overhaul to be carried out = Check the condition

Operatmg Gear for Iniet Valves, Exhaust Valves and Fuel injection Pumps:

Roller guide for valve gear Valve gear - valve bridge, spnng, push rod, etc Roller guide for fuel injection pump

Roller guide housing Inlet and exhaust valve - check and adjustment of valve clearance

Lubncating of operating gear - check

Control and Safety System, Automatics and Instruments:

Safety alarm and monrtonng equipment

Lambda controller - adjustment

Governor - check oil level, see governor instnjction book, section 509

SL

c 3 a

o S B

Crankshaft and Main Bearing:

Checking of main beanngs alignment, (autoiog) Inspection af mam bearing Inspection of guide beanng

Vibration damper - check the condrtion

Lubncating of gear wheel for lub oil pump and cooling water pump etc Countenweight - retightening, see page 500 40

Main- and guide beanng cap - retightening


200

200

Working Card No

508-01 00 508-01 10 508-01 05

508-01 10

508-01 10

508-01 00 508-01 05

509-01 00

509-10 00

510-01 00 510-01 05 510-01 10

510-04 00

510-01 05 510-01 10

7 c u-c

C o c c 00 r

96 02 ESOU

AHYUNDAI -Descnption Page 3 (4) Planned Maintenance Programme 500.25

Edition 03H

g

in I §

L23/30H 900 RPM

r ^ A c r ^ r i n t i n n • = Overhaul to be carried out UeSCripilOn ^ _ check the condition

Engine Frame and Baseframe:

Holding down Ports - retightening, see page 500 40 Borts between engine frame and base frame -retightening, see page 500 40

For flexible mounted engines - check anti-vibration mountings Safety cover - function test

Turbocharger System:

Wet cleaning of turbine side Water washing of compressor side

Cleaning of air filter - compressor side (see turtjocharger instnjction book) Turbocharger complete - dismantling, cleaning, inspection etc (see turbocharger instruction book) Charging air cooler - cleaning and inspection

Charging air cooler housing - draining Exhaust pipe - compensator

Compressed Air System:

Air starter motor - dismantling and inspection Function test - main starting valve, starting valve main valves and emergency start valve

Dirt separator - dismantling and cleaning Muffler - dismantling and cleaning

Compressed air system - draining Compressed air system - check of the system

Time Betwec

Che

ck n

ew/

over

haul

ed p

art

alte

r ho

urs 50

200

2000

6000

1200

0

200 •

200 •

200 • •

•

m Overhaul ^ Working

^ 1 1 1 1 Card , § 1 1 1 1 No

" 8

519-03 00 511-01 00

• 512-15 00 512-05 00

• 512-01 00

• •

• 513-01 30

• 513-01 40

• •

• 513-0190 • 513-01 90

96 02 ESOU



L23/30H 900 RPM


Fuel Oil System and Injection Equipment:

Fuel oil firter - dismantling and cleaning Fuel oil feed pump Fuel oil injection pump - dismantling and cleaning

Fuel injection valve - adjustment of opening pressure Fuel oil high-pressure pipe - dismantling and check Adjustment of the maximum combustion pressure

Fuel oil system - check the system Nozzle cooling system - check the system if installed

Fuel oil - oil samples after every bunkenng see sec 504

Lubricating Oii System:

Lubncating oil pump - engine driven Lubncating oil firter - cleaning and exhange Lubricating oil cooler

Prelubricating pump - el -driven Thermostatic valve Centrifugal filter - cleaning and exhange of paper

Hand pump Lubricating oil - oil samples see section 504 Lubncating oil system - check the system

Cooling Water System:

Cooling water pump - engine-driven (sea water and fresh water) Thermostatic valve Cooling water system - check the system

Cooling water system - water samples, see sec 504

I

III O o o

200


Card No

514-01 15 514-10 00 514-01 05

514-01 10 514-01 05 514-05 01

514-01 90 514-01 90

515-01 00 515-01 10 515-06 00

515-01 05 515-0120 515-15 00

515-10 00

515-01 90

516-04 00 516-04 00 516-01 90

o IT Cl in

96 02 ESOU

AHYUNDAI -

*

Description Pago 1 (1) Maintenance Schedule - NICO 500.25

Edition 07H

L23/30H

Description • = Replace • = Inspection A = Inspection or replace


Ul I

Working Card No.

Fuel Injection Pump:

Seal parts Spring: Delivery valve Delivery valve Plunger, complete Spring: Plunger Guide: Plunger Deflector Other parts

Fuel injection Valve:

Seal parts Atomizer, complete (Nozzle needle and nozzle body) Other parts

514-01.05

514-01.10

Replace: The dismantled parts must be replaced wrth new parts.

Inspection: You have only to inspect the dismantled parts except these aren't considered faurtily. When those considered faurtiry, you should consult HYUNDAI HEAVY INDUSTRIES CO., LTD. ENGINE & MACHINERY DIVISION on whether replace or not.

Inspection or Replace: The dismantled parts are inspected and those considered faurtily are replaced.

98.31 - ESO

AHYUNDAI - f^\

4 Descnption Page 1 (2) Operation Data & Set Points 500.30

Edition 23H

L23/30H

CD O

o in CN

in X Q CD oo CNJ o CD O


Temp before cooler SAE 30 (outlet engine) SAE 40

Temp after cooler SAE 30 (inlet engine) SAE 40

Pressure after filter (inlet eng)

Elevated pressure i g when centrifugal filter installed

Pressure drop across filter

Prelubricating pressure Pressure inlet turbocharger

Lub oil, level in base frame

Temp mam beanngs

Fuel Oil System

Pressure after filter MDO HFO

Leaking oil

Press nozz cool oil, inlet eng Temp nozz cool oil, outlet eng

Cooling Water System

Press LT-system, inlet engine Press HT-system, inlet engine

Temp HT-system, inlet engine Temp HT-system, outl cyl units

Temp HT-system, outlet engine

Temp raise across cyl units

Exhaust Gas and Charge Air

Exh gas temp before TC Exh gas temp outlet cyl

Exh gastemp after TC

Ch air press after cooler Ch air temp aftercooler


Press mlet engine

Speed Control System Engine speed

Mechanical Elec Mechanical Elec Mechanical Elec

Turbocharger speed

Normal Value at Full load

T120 TI20

TI22 TI22

PI 22

PI 22

PDAH 21-22

PI 25 PI 23

TE29

PUO PUO

PISO TI51

PI 01 PMO

TMO Tl 11

TI62

TI61 TI61

PI 31 TI31

PI 70

SI 90

8190

SI 90

8189

60-75° C 65-82° C

45-65° C 50-72° C

3-4 bar

4-5 bar

0 5-1 bar

0 1-0 5 bar 1 5 + 0 2 bar

75-85° C

2-3 bar (A)

2-3 bar 80-90° C

1-2 5 bar 1-3 0 bar

60-75° C 70-85° C

max 10° C

425-475° C

275-350° C* 320-390° C "

2-2 5 bar 35-55° C

7-9 bar

720 rpm

750 rpm

900 rpm

Alarm Set point

TAH 20 TAH 20

TAH 22 TAH 22

PAL 22

PAL 22

PDAH 21-22

LAL 25

LAL 28/LAH 28

TAH 29

PAL 40 PAL 40

LAH 42

PAL 50

PAL 01 PAL 10

TAH 12

TAH 62 TDAH 60

TAH 61

TAH 31

PAL 70

SAH 81

SAH 81

SAH 81

90° 0 100° C

75° C 85° C

3 bar

4 bar

1 5 bar

level switch

low/high level

95° C

1 Sbar 4 bar

leakage

1 S bar (C) (C)

0 4bar+(B) 0 4bar+(B)

90° C

550° C average ±50° C

500° C

65° C

7 bar

815 rpm

850 rpm

1015 rpm

Autostop of engine

TSH22 TSH22

PSL 22

PSL 22

TSH12

SSH 81 SSH 81 SSH 81 SSH 81 SSH 81 SSH 81

85° C 95° C

2 5 bar

2 5 bar

95° C

825 rpm 815 rpm 860 rpm 850 rpm 1030 rpm 1015 rpm

Speafic plants will not compnse alarm equipment and autostop for all parameters listed above For specific plants additional parameters can be included For remarks to some parameters, see overleaf * for 720/750 rpm ** for 900 rpm

02 43-ES1


Operation^Data & Set Points Description Page 2 (2) P

L23/30H

Remarks to individual Parameters

A. Fuel Oil Pressure, HFO-operation

When operating on HFO, the system pressure must be sufficient to depress any tendency to gasification of the hot fuel.

The system pressure has to be adjusted according to the fuel oil preheating temperature.

B. Cooling Water Pressure, Alarm Set Points

As the system pressure in case of pump failure will depend on the height of the expansion tank above the engine, the alarm set point has to be adjusted to 0.4 bar plus the static pressure.

C. Nozzle Cooling Oil System

The nozzle cooling oil system is only applied for stationary engines.

<D

o

o in C^J

in X Q o 00 Csl o 00 o

0243-ESI

AHYUNDAI -Description Pagel (1)

Data for Pressure and Tolerance 500.35 Edition I IH

L23/30H

§

m eg in X Q 9 CO CM O CO

o

Section

505

506

507

508

509

510

514

Description

Maximum inner diameter, valve guide For grinding of valve spindle and valve seat ring (see also working card 505-01.10) Minimum height of valve head, inlet valve and exhaust valve, "H" 1 Maximum height of spindle atiove cylinder head, "H" 2

Piston and piston ring grooves (see working card 506-01.10) Clearance in big-end b>earing Clearance between connecting rod bush and piston pin Maximum ovalness in big-end t)ore (without bearing) New cylinder liner, inside diameter Maximum inside diameter cylinder liner, max. ovalness 0.1 mm

Clearance between camshaft and camshaft bearing Maximum clearance between camshaft and camshaft bearing Clearance between teeth on intermediate wheel

Valve clearance. Inlet valve (cold engine 15 - 55°C) Valve clearance. Exhaust valve (cold engine 15 - 55''C) Maximum clearance between rocker ann bush and rocker ann shaft

Clearance between pick-up and impulse wheel

Deflection of crankchaft (autoiog) (see working card 510-01.00) Clearance between crankshaft and sealing ring, (upper and lower part) Clearance in main bearing Clearance in guide bearing (axial) Maximum clearance in guide bearing (axial)

Maximum combustion pressure at full load Individual cylinders; admissible deviation from average

For L23/30H 900 rpm version a pressure of 135 bar measured at the indicator cock correspond to 130 bar in the combustion chamber

Opening pressure of fuel valve

mm. / bar

14.25 mm.

5.0 mm. 83.3 mm

0.15-0.20 mm 0.15-0.25 mm.

0.08 mm. 225,000-225,046 mm.

225.50 mm

0.11-0.20 mm 0.35 mm

0.2-0.3 mm.

0.50 mm. 0.90 mm. 0.30 mm.

1 ±0.3 mm

0.30 - 0.40 mm. 0,2-0,3 mm

0.15-0.44 mm 0.8 mm

130 ±3 bar ±3 bar

320 bar

02 20 - ESO

AHYUNDAI -

4 Descnption Page 1(1) Data for Torque Moment 500.40

Edition 01H

L23/30H 720/750 rpm

I a o < ^ Cl

Section

505

506

507

508

510

514

515

519

Description

Cylinder cover stud (in frame) Nut for cylinder cover stud Cooling jacket cylinder cover

Connecting rod (see section 506)

Camshaft assembly Intermediate wheel shaft Intermediate wheel gear Gear wheel on camshaft

Housing for valve gear Valve gear bracket rocker arm

Main bearing stud (in frame) Nut for main bearing stud Main bearing side screw Countenweight on crankshaft

Vibrationdamper on crankshaft Frame / baseframe Flywheel mounting (fitted bolt) Gear rim on flywheel Gearwheel on crankshaft

Fuel pump distribution piece Fuel pump top flange (barrel) Fuel pump caviation plugs Fuel pump mounting (bottom flange)

Fuel valve (nozzle nut) Fuel valve mounting Fuel valve (cap nut) Fuel valve adjusting (lock nut) High pressure pipe

Gear wheel on lub. oil pump

Conical elements mounting Upper mounting Lower mounting

Stud Nut

Screw

Nut Nut Nut

Screw

Screw Nut

Stud Nut

Screw Screw

Nut Nut Nut

Screw Nut

Screw Screw Plug

Screw

Nut Nut Nut Nut Nut

Nut

Screw Nut

Thread

M48 M45

M12 M 20x1.5

M 12 M12

M12 M 16

M48 M 4 5 x 3

M24 M 3 0 x 2

M27 M24

M 20 X 1.5

M10

M8 M10

M 20x1.5

M 16

M 26x1.5 M 16

M18X1.5

M20 M20

Tightening

Torque Nm

200

22

50 250 40 50

60 150

200

300 200

+ 60° turn

400 500 200 34 40

25-30 55-65 100-120

150

100-120 40 70 100 40

300

150 320

Pressure bar

750

750

Lubricant

Loctite Copaslip Copaslip

Copaslip Copaslip Copaslip Copaslip

Copaslip Copaslip

Loctite Copaslip Copaslip Copaslip

Copaslip Copaslip Copaslip Copaslip Copaslip

Copaslip Copaslip Copaslip

Copaslip


Copaslip

Copalsip Copaslip

96 37 ESOU

AHYUNDAI -

•[ Descnpuon Page 1(1) Data for Torque Moment 500.40

Edition 02H

L23/30H 900 rpm

ffl a S

Section

505

506

507

508

510

514

515

519

Description

Cylinder cover stud (in frame) Nut for cylinder cover stud Cooling jacket cylinder cover

Connecting rod (see section 506)

Camshaft assembly Intermediate wheel shaft Intermediate wheel gear Gear wheel on camshaft

Housing for valve gear Valve gear bracket rocker arm

Main beanng stud (in frame) Nut for mam beanng stud Main beanng side screw Countenweight on crankshaft

Vibrationdamper on crankshaft Frame / baseframe Flywheel mounting (fitted bolt) Gear rim on flywheel Gear wheel on crankshaft

Fuel pump distribution piece Fuel pump top flange (barrel) Fuel pump caviation plugs Fuel pump mounting (bottom flange)

Fuel valve (nozzle nut) Fuel valve mounting Fuel valve (cap nut) Fuel valve adjusting (lock nut) High pressure pipe

Gear wheel on lub oil pump

Conical elements mounting Upper mounting Lower mounting

Stud Nut

Screw

Nut Nut Nut

Screw

Screw Nut

Stud Nut

Screw Screw

Nut Nut Nut

Screw Nut

Screw Screw Plug

Screw

Nut Nut Nut Nut Nut

Nut

Screw Nut

Thread

M48 M45

M12 M 20x1.5

M 12 M12

M 12 M 16

M48 M 4 5 x 3

M24 M 3 0 x 2

M27 M24

M 20x1.5

M10

M8 MIO

M 20 X 1 5

M16

M 26 X 1 5 M 16

M 18x1 5

1^20 M20

Tightening

Torqub Nm

200

22

85 250 40 50

60 150

200

300 200

+ 60" turn

400 500 140 34 40

25-30 55-65 100-120

150

100-120 40 70 100 40

300

150 320

Pressure bar

750

750

'

Lubricant

Loctite Copaslip Copaslip

Copaslip Copaslip Copaslip Copaslip

Copaslip Copaslip

Loctite Copaslip Copaslip Copaslip


Copaslip Copaslip Copaslip

Copaslip


Copaslip

Copalsip Copaslip

96 37 ESOU

AHYUNDAI - 1 ^ \

f Descnption Page 1 (1) Declaration of Weight 500.45

Edition DIE

L23/30H

Section

505

506

507

508

509

511

512

513

514

515

516

Component

Cylinder Head, complete

Piston, complete Piston Pin Connecting Rod, complete without bearing Cylinder Liner, complete Cooling Water Jacket

Camshaft, section

Housing for Roller Guide

Governor, complete

Main Bearing Cap Guide Bearing Cap Front cover End cover, complete

Turbocharger, complete

Intemiediate piece Air Cooler Inlet Bend

Air Starter

Fuel Injection Pump Fuel Injection Valve Fuel Oil Feed Pump

Lubricating Oil Pump Thermostatic Valve Prelubricating Oil Pump, incl. el-motor Centrifugal Filter

Thermostatic Valve Cooling Water Pump

Plate No.

50501-50502 50508-50510

50601 50601 50601 50610 50610

50705

50801

50901

51101 51101 51102 51106

51202 51203 51203

51309

51401 51402 51410

51501 51503 51504 51515

51604 51610

Item No.

081 019 068 018 055

314.026,038

016

021,104,116

108 300 093 512

181 054 138

756

290

330 115 242 337

114 201

Weight in Kg.

250

45 19 95 100 33

29

17

28

75 85 164 179

See special instruction

9 450 93

40

15 5 22

45 29 20 24

29 30

CM O CO

o

97 06 - ESOU

AHYUNDAI - / ^ ^

• [ Descnpbon Page 1 (2) Ordering of Spare Parts 500.50

Edition OIE

L23/30H

Whenever spare parts are ordered (or reference is made in correspondence etc.) the following data must be indicated for the particular engine:

1. Name of plant 2. Engine type and engine No -—, built by 3. Illustration plate number (complete with ed.

figures) 4. Item No 5. Quantity required (and descnption)

These data are used by us to ensure supply of the con-ect spare parts for the individual engines, even though the spare part illustrations contained in this book may not always be in complete accordance with the individual components of a specific engine.

Note: For ordering of spare parts for governor, turbocharger and alternator, please see special instruction book for these components.

Cl in

Q O 00 Cl

Information found on page 500.15 or on the nameplate on the engine(s):

Example: Name of plant Eng. tvoe Eng. No. HHI 5L23/30H

Built by HYUNDAI-MAN B&W Holeby

Information found on each plate-

Plate No. 50601

Edition 13H

Item No. 10

Qty. (and description) 10 pes (Piston ring)

96 02-ES2S-G

AHYUNDAI -

•[ Descnption Page 2 (2) Ordering of Spare Parts 500.50

Edition OtE

L23/30H

CO o

C4

O o ob

Name of Plant:

Engine type

Plate No Ed No

1

Engine Number

Item No

Buitt by

Desc^pdon Qty 1

1 1

96 02-ES2S-G

AHYUNDAI -tJescnption Page 1 (1) Service Letters 500.55

Edition 01H

L23/30H

Description

In order to ensure the most efficient, economical, and up-to-date operation of our engines, we regularly send out "Service Letters", containing first-hand information regarding accumulated service experience.

Therefore, since new service letters could be of great importance to the operation of the plant, we recommend that engine staff to file them to supplement the relevant chapters of this instruction book.

The service letters can either deal with specific engine types, or contain general instructions and recommendations for all engine types, and are used as a reference when we prepare up-dated instruction book editions.

I CJ IO X O o 00 Cl o CD o

96 02 - ESOU-G

•[ AHYUNDAI -

Desc^nption Page 1 (3) Conversion Table 500.60

Edition 01H

L23/30H

Si Base Unita Length (m)

Quaniity

Iftnght

mass

tirrw

electnc currsnl

aknoJute tonnparaturo*

amount of substance

kjmrvous intansity

Nama

metro

kilogram

second

ampere

ketv<n

nmle

candeta

Symbo/

m

kg

s

A

K

mo\

cd

Abo named "'niemiodynamic temperature"

Derived Si Units with Special Names

Supplementary SI

Quantity

plane angle

3oCd angle

Units

Name

radian

steradian

Symbo/

rad

sr

OiMittty

frequency

lorce

pressure, stress

energy, work quantity of haat

power

electnc potential

temperature

Nama

hertz

newton

pascal

joule

watt

volt

Celaus

Symbol

H J

N

Pa

J

W

V

•c

Expraaed m baaa. Bupplamanlary or

darned SI units

1 HI .

1 N

I P a .

I J

1 W

1 V

1«C

1 i '

1 Kgnvs"

. ^UIm^'

1 Nm

• U / t

. 1 W/A

1 k"

• For mechanical stresses N/mm* o widely used 1 N/mm". 10* N/m"

~ t rC) - T(K) T,(K) where T, - 273 15 K

Additional SU Units

Quanlily

tirrw

time

plane angle

volume

pressure

Name

minute

hour

degree

III re

bar

Symbol

mtn

h

• 1

bar

Dalinition

1 mtn

1 h

1°

t 1

1 bar

• 6 0 s

- 60 mm

- (It/180) rad

. 1 dm"

- 10" Pa

^ in (nch)

1 (1 (fool) - 12 inches

1 yd (yard) - 3 H - 36 inches

1 statute m i t - 1760 yds

1 n m i e (international nautical mde)

25 4 0 mm - 0 0254 m

0 3 0 4 8 m

0 9144 m

1609 m

1852 m

SI Prefixes

f a d o r

1 0 "

1 0 "

10"

I C

10"

10-

10"

10

Pre/or

exa

peta

tera

giga

mega

kik)

hocto

deca

S /mbo/

E

P

T

Q

M

k

h

da

Faclor

1 0 '

10-'

1Q>

1fr«

I O '

1 0 "

1 0 "

1 0 "

Praia

d e a

centi

milli

micro

nana

pico

femto

aito

Symbol

d

c

m

f

n

P

1

a

Area (m*)

1 sq m (square nch)

1 sq ft (square foot)

0 64S2x10 'm'

92 9 0 x t 0 ' m '

Volume (1m> = 10001)

1 cub in (cube inch)

1 cub ft (cubic loot)

1 gaton* (impanal, UK)

1 galbn* (US)

1 banel (US petroleum barrel) .

42 galk>n (US)

1 bbl (dry barrel, US)

1 register ton - 100 cub It

1 6 3 9 x 10*

28 32 X 10"

4 5 4 6 x 1 0 '

3 7 a 5 x 1 0 '

0 1590

0 1 1 5 6

2 8 3 2

m>

m > . 2 8 321

m * . 4 5 4 6 1

m * . 3 7851

m"

m*

m"

1 galkin - 4 quarts - 8 pinb

Velocity, Speed (m/s) (3.6 km/h = 1 m/s)

1 kn (knot) - 1 nautical mile/h 1 852 krrVh - 06144 rrVi

For other conversions see table for length

9216-ESOU

AHYUNDAI - ts^ 500.60 Edition 01H

Conversion Table Descnption Page 2 (3)

L23/30H

Mass (kg)

1 b (pound mess) - 16 ozs (ounces)

1 cwt (UK) (hundredweight) • 112 lbs

1 k>ng ton (UK) . 20 cwt • 2240 ta

1 short ton (UK) . 2000 bt

1 skig'

0 4536 kg

50 SO kg

1 016 metnc tons - 1016 kg

0 907 metnc tons . 907 kg

14 59 kg

Dynamic viscosity (N s/m')

1 (^is/m"

1 poundal s/sq ft

1 W/sqtt

9 807 N Vm- . 98 07 P (pooe)

14a8N»/m'

47 88Nt /m '

poae It a speaal name taken from the CGS system 1 P • 0 1 Pa s

1 c P . 1 m P a s - l a ' P a s

Unit and mass in the ft-b-s system

Density

1 b/cub It 16 02 kg/nr"

Kinematic viscx>sity (m'/s)

1 sqft/s g2 90x 10 'm' /s -92 90x 10'cSl '

1 cSI (oenti stokes) - 10* nV/s Stokes is a speaal name taken from the

CGS system I S t - lO-m'/s

Force (1 kg m/s» = 1 N)

1 kp (kitepound)*

1 poundal"

1 Ibf (pound force)

9 807N

1383x l O ' N

444aN

Can occasionally be found stated as kgf (kibgram force)

standard acceleration of free fall gn • 9 60665 rrVs'

Unit of force in Ihe ft-b-s system

Pressure (1 N/M» = 1 Pa, 1 bar = 10» Pa, 1 mbar = 10^ bar)

1 kp/cm2 . 1 at - 0 9678 atm

1 at - 735 5 mm Hg* . 10 m H.O**

750 mm Hg'

1 mm Hg* (T . 273 K)

1 mm H , 0 - fT - 277 K)

1 in Hg* (T - 273 K)

1 m H,0" (T . 277 K)

1 atm (standard atmosphere) -

1 atm . 1 033 at

1 Ifaf/sq in (psi)

98 0 7 x 1 0 ' P a . 0 9807 bar

(T - 277 K)

to* Pa . 1 bar

133 3 P a - 1333 mbar

i a ' al - 9 807 Pa - 98 07 x 10' mbar

3386 Pa - 33 86 n*ar

249 1 P a - 2 491 mbar

760 mm Hg, 1 013 i 10" Pa . 1013 mbar

6895 Pa . 68 95 rr^ar

Mercury 1 rrvn Hg . 1 Torr

Vahiet in Table provided gn . 9 80665 irVs'

Water cokimn (WC)

Energy, Work (1 Nm

l ea l , , *

1 kpm

1 hph (metre)

111 bi

1 hph (UK, US)

1 BTU (UK. US)

= 1 J, Wh)

2 648X

2 685x

1055

I f f J .

10«J.

xWJ

4 187

9 807

0 7355

1356

0 7457

. 1 0 5 5

J*

J

kWh

J

kWh

KJ

Exact value 4 1868 J

I T . International Steam Table

Power (1 kg m'/s' = 1 N m/s = U / s = 1 W)

1 kpnVs

1 hp (metnc) . 75 kpm/s

1 kcal,,/h

1 HIbf/s

1 hp UK, US) . 550 fl lb(/s

1 BTU/h

9 807

735 5

1 163

1356

745 7

0 2931

W

W . O 7355 kW

W

W

W

W

Moment of Force, Torque (kg m'/s» = Nm)

Can easily be denved from the above tables

Stress (1 N/m» = 10 -• N/mm«)

1 kp/nrvn'- too kp/cm'

1 b(/sq »<(pti). 0 07031 at

9 807 N/mm'

6B95X tO'N/mm'

Moment of Inertia (kg m*)

1 GD' (old notation)

1 WR' (old notation)*

•l . /dm,xr' G . W • mass in kg fl . Radius o) gyration

. 4 X I* kg m"

. 1 X I* kg nT

m, . mass at the radius r 0 . I3iameter of gyratcn

92 16-ESOS

AHYUNDAI -

#

Descnption Page 3 (3) Conversion Table 500.60

Edition 01H

L23/30H

Speciflc fuel consumption' (g/kWh)

1 g/hph (metre) 1 360 g/kWh See abo table for spec<ic fuel oil consumption values

Temperature difference (K)

1 °C (Celtiut) 1 "F (Fehrenheil)

I K S/9K

Temperature levels (K) (see ' Names)

'Derived SI Units with special

I *C (Celsius) r r (Fahrenheit) CMsius from Fahrenheit Fahrenheit Irom Cefcius

t. • 273 15 . K 5 « ( t , - 3 2 ) * 2 7 3 1 5 . K t. - 5/9(1, - 32) \ . 9 / 5 x t . t 3 2

Specific heat capacity (J/(kg K))

1 kcal„/(kg X-C) 1 BTir/(lb X °R - 1 kcal,, /(kg °C)

4 187 X 10>J/(kgK) 4ia7x10'J/(kgK)

Bntah Thermal Un< (see table for energy conversions)

Heat conductance (W/(m K))

1 cal,,/(cmx s x * 0 418 7 W/(mK) 1 keal„ / (mihx 'C) 1163 W/(mK) 1 BTU'/(tt X h X °F) 1_731 W/(mK)

Bntah Thermal Un< (see table for energy conversions)

Heat Uansmittion W/(m' K))

1 cal,,/(cmX sx °C) 1kcal„/(m »hx*C) 1 BTVI*/(lf X h X °F

4187x10" 1 163 5 678

W/(m'K) W/(m'K) W/(m'K)

Some physical data in SI units Nomenclature t = tamp in °C p = density in kg/m'

AK = temperature difference C^ = heat capaaty in J/(kg AK)

Water LubfKating oi (approx )* Atmospherenc air (dry) (p. 1 bar) Exhaust gas

' Vsootrty 100-140 cSt at 40°C 7 5 0 m m H g . 1 b a f . 1 0 ' P a

1 atm (standard pressure at saalevel) Gas constant for air and exhaust gas Watar, heat of evaporation 100°C Fuel od Lower calorK vakie

t

18 15 0

-.

ISO 3046/1-1986 standard refererKa fuel

Diesel engine reference fuel

p C, t C. range

999 4 18x10' 900 196110* 1276 998 0-1S0 1005

2OCM0O 1080

760 mm Hg . 1013 mbar 287 J/(kg X K) 1013 bar 2 256x10>J/kg

41-43 X lO'J/kg 43 X 10* J/kg

(see below)

Specific hiel oil consumption (SFOC)

Ref erence conditions Specific fuel o3 consumption values refer to brake power, and the following reference conditioru

Reference Oinditiont (ISO)

Bkiwer inlet tenverature 25°C Bbwer niet pressure Charge air coolant temperature 25°C Fuel oil bwer cabrfic value (10200 kcainig)

29aK 1000 mbar 298K 42707 kj/kgk

9216-ESOU

AHYUNDAI - / ® l Descnption Page 1 (3) Basic Symbols for Piping 500.65

Edition 01H

L23/30H

No Symbol Symbol designation

1 GENERAL CONVENTIONAL SYMBOLS

1 1

1 2

13

1 4

1 5

16

17

18

tx

O

- - V -

Pipe

Pipe With indicaton of direction of flow

Valves gate valves, cocks and flaps

Appliances

Indicating and measuring instruments

High pressured pipe

Tracing

Enclosure tor several components assembled in one unit

2 PIPES AND PIPE JOINT

21

22

23

24

25

26

27

28

29

210

211

212

213

J.

—

1

wv

<^y-

I 1

=

- 1 L

~ ^ ~

- ^

- f IJ 1 1

Crossing pipes, not connected

Crossing pipe, connected

Tee pipe

Flexible pipe

Expansion pipe (corrugated) general

Joint, screwed

Joint flanged

Joint, sleeve

Joint, quick-releasing

Expansion joint witti gland

Expansion pipe

Cap nut

Blank flange

No

214

215

216

217

2 18

2 19

Symbol

—HII—

Ml III

^ .

Ht ^^•

?H<

V

Symbol designation 1

Spectacle flange

Orihce 1

Orifice 1

Loop expansion joint 1

Snap-coupling 1

Pneumatic flow or exhaust to atmosphere 1

3 VALVES, GATE VALVES, COCKS AND FLAPS

31

32

33

34

35

36

37

38

39

3 10

311

1 3 1 2

3 13

314

315

3 16

cia i3 c^

tx

zf tM A«

\tk b

^

^ h \:M

DJ<]

t ^

tM i^ j^^

1 ^ M

VaNe straight through 1

Valve, angle 1

Vah/e, three-way |

Non-return valve (flap), straight

Non-retum valve (flap), angle 1

Non-return valve (flap), straight screw down!

Non-return valve (flap), angle, screwdown 1

Safety valve 1

Angle safety vah/e

Selt-closing vah/e

Quick-opening vah/e

Ouick-dosing valve

Regulating valve

Ball valve (-cock)

Butterfly valve

Gate valve

96 02 - ESOS-G

AHYUNDAI -500.65 Editon 01H

Basic Symbols for Piping Descnpton Page 2 (3)

L23/30H

No

317

3 18

3 19

3 20

321

3 22

3 23

3 24

3 25

3 26

3 27

3 28

3 29

3 30

3 31

3 32

3 33

3 34

3 35

3 36

3 37

3 38

3 39

Symbol

*

[ . ^ t ^

l ^ J ^

*

L ? tX3]

f? m L ^

^ &

oa Dsa

^

^

^

^

#

-o

-n>

<]H-rt"' 9

"^KD-

Symbol designaton

Double-seated change-over vah/e

Sucton vah/e chest

Sucton vah/e chest with non-retum valves

Double-seated change-over valve straight

Double-seated change-over vah/e, angle

Cock, straight through

Cock, angle

Cock, three-way, L-port in plug

Cock, three-way T-port in plug

Cock four-way straight through in plug

Cock with bottom connectton

Cock, straight through, with bottom conn

Cock angle with bottom connecton

Cock, three-way with bottom connecton

Thermostatic vah/e

Valve with test flange

3-way vah/e with remote control (actuator)

Non-return vah/e (air)

3/2 spring retjrn vah/e, normalty closed

2/2 spring return vah/e, normally closed

3/2 spring return vah/e cont by solenoid

Reducing valve (adjustable)

On/off valve controlled by solenoid and pilot directtonal valve and with spnng retum

No Symbol Symbol designaton

4 CONTROL AND REGULATION PARTS

41

42

43

44

45

46

47

48

49

4 10

411

4 12

4 13

4 14

415

T /

\

rO

r^ i-[-i

T # -

cvr» - -

t=[I

( ^

-c ^

fTg"!

c C

Han-operated

Remote conttol

Spnng

Mass

Float

Piston

Membrane

Electric motor

Electr o-magnetc

Manual (at pneumatc vah/es)

Push button

Spnng

Solenoid

Solenoid and pilot directonal vah/e

By plunger or tracer

5 APPLIANCES

51

52

53

54

55

56

— »

1 ^

1

y 7-^

Mudbox

Filter or strainer

Magnetc filter

Separator

Steam trap

Centtifugal pump

96 02 - ESOS-G

AHYUNDAI -Descnpbon Page 3 (3) Basic Symbols for Piping 500.65

Edition 01H

L23/30H

No

57

58

59

510

511

512

5 13

514

5 15

5 16

5 17

5 18

5 19

520

5 21

5 22

5 23

Symbol

- o I) h

0

•

i-pi

C -

W <^

^

^

^

O CZ

O Cs-tP¥

*

Symbol designaton

Gear or screw pump

Hand pump (bucket)

Ejector

Vanous accessones (text to be added)

Piston pump

Heat exchanger

Electric preheater

Air filter

Air filter with manual control

Air filter with automate dram

Water trap with manual control

Air lubricator

Silencer

Fixed capacity pneumatc motor with on directon of flow

Single actng cylinder with spring returned

Double actng cylinder with spring retjrned

Steam trap

No Symbol Symbol designation

6 FITTINGS

61

62

63

64

65

66

67

68

6 9

Y 1 ' 1

• , '

' ar'

X i U— rr

u sS-

Funnel / waste tray 1

Drain |

Waste tray

Waste tray with plug 1

Turtx>charger

Fuel oil pump 1

Beanng 1

Water Jacket

Overspeed device 1

7 READING INSTR WITH ORDINARY DESIGNATIONS

71

72

73

74

75

0 o ^

^

^

Sight flow indicator

Observaton glass

Level indicator

Distance level indicator

Recorder

96 02 - ESOS-G

< 0 _

b<

O Q.

COGC

COCO

Engine Data

- Operation of Engine

^ ^

^ < Engine Performance and Condition Q 111

Q. o Trouble Tracing


Cylinder Head



lij


lij m Engine Frame and Base Frame


Compressed Air System 81 <c/) (0 § Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data

Operation of Engine _

155 Engine Performance and Condition ^ < Q LU

CL

Trouble Tracing o Specification and Treatment Lubricating Oil, Fuel Oil and Cooling Water

Cylinder Head




I ^ Crankshaft and Main Bearings o

Engine Frame and Base Frame m S

Turbocharger System g < oJ

Compressed Air System Q Z <co

Fuel Oil System co S

u>cc >o

Cooling Water System UJ


Special Equipment

Driven Machinery


Tools

Final Plan

AHYUNCMM-

4 Index Page 1(1) Operation of Engine 501

L23/30H

Description

Operating Out-of Service Starting-up after Out of Service Periods Guidelines for Longterm Low-Load Operation on HFO Operating a Diesel Engine at Low Frequency

501.01 (01H) 501.05 (01H) 501.10 (01H) 501.15 (02H) 501.25 (01H)

Worthing Card

Plates

Q o

96 03 - ESOU

• [ AHYUNDAI - ts^

Descnpton Page 1 (2) Operating 501.01

Editon 01H

L23/30H

§

i in CM in X Q o 00 CN

Preparations for Starting

The following describes what to do before starting, when the engine has been out of service for a longer period of time, or if major overhauls have been made

1 Check the oil level in the base frame (or in the lub oil tank, if the engine is with dry sump), air lubricator and in the govenor

Start-up the prelubricating pump

The engine .shall he nrelubncated at least 2 minutes prior tQ Start,

Check oil pressures before and after the filter

2 Open the cooling water supply, start separate cooling water pumps where installed, and check the cooling water pressure

Note To avoid shock effects owing to large temperature fluctuations just after the start, rt is recommended

a) to preheat the engine Cooling water of at least 60 °C should be circulated through the frame and cylinder head for at least 2 hours before start

- either by means of cooling water from engines which are running or by means of a built-in preheater (if installed)

or

b) When starting without preheated cooling water the engine must only be started on MDO (Manne Diesel Oil)

The engine should not be run up to more than 50% load to begin with, and the increase to 100% should take place gradually over 5 to 10 minutes

Note When starting on HFO (Heavy Fuel Oil), only Item "a" applies

3 Open the fuel oil supply to the feed pump

Starting on HFO circulate preheated fuel through the pumps until correct working temperatures have been obtained This normally takes 30-60 minutes

4 Check the pressure m the starting air receiver(s) and open the starting air supply (blow-off water, if any, and dram the starting air system before opening

5 Regulating gear - please check

- that all fuel pumps are set at index "0" when the regulating shaft are in STOP position

- that each fuel pump can be pressed by hand to full index when the regulating shaft are in STOP position, and that the pumps retum automatically to the "0" index when the hand is removed

- that the spnng-loaded pull rod is working correctly

- that the stop cylinder for regulating the shaft works properly, both when stopping normally and at overspeed and shut down.

- that testing is made by simulating these srtuations

6 Open the indicator valves and turn the engine some few revolutions, check that no liquid is flowing out from any of the indicator valves during the turning

Slow-turning must always be carried out, before the engme is started after prolonged otrt of-service periods and after overhauls, which may involve a risk of liquid having collected in the cylinders

7 Close the indicator valves

8 Disengage the tuming gear, rf fitted Check that It IS locked in the "OUT" position

Starting

1 Start the engine by activating the start buttom

2 Check the lubricating oil pressure, cooling water pressu re, fuel oil feed pressure Check that the prelubncating oil pump is stopped

3 Check that all alarms are connected

See also "checks after starting-up"

96 02 ESOU G

AHYUNDAI - ttt^ 501.01 Editon 01H

Operating Descnpton Page 2 (2)

>

L23/30H

Testing during Running

When the engine is running, the planned maintenance programme and the following should be checked

1 The lubncating oil pressure must be within the stated limits and must not fall below the stated minimum pressure The paper filter cartndges must be replaced before the pressure drop across the filter reaches the stated maximum value, or the pressure after the filter has fallen below the stated minimum value Dirty filter cartridges cannot be cleaned for re-use

2 The lubricating oil temperature must be kept within the stated limits indicated on the data sheet

3 The fuel oil pressure must be kept at the stated value, and the filter must be cleaned before the pressure drop across the filter reaches the stated maximum value

4 The cylinder cooling water temperature must be kept within the limits indicated and the temperature rise across the engine should not exceed 10°C

5 The cooling water temperature at the charging air cooler mlet should be kept as low as possible however not as low as to produce condensation water in the charging air space

Adjustment takes place in the external system outside the engine, and the amount of cooling water must be adjusted so that the temperature nse across the chargmg air cooler is 3 - 5 °C

6 The exhaust gases should be free from smoke at all loads For normal exhaust temperatures, see the test report from shop and sea trials

7 Keep the charging air pressure and temperature under control For normal values, see the test report from shop and sea tnals

8 Recharge the starting air receivers when the pressure has dropped to about 20 bar Stop recharging at 30 bar

9 To ensure full operational liabilrty, the condition of the engine should be continuously observed m order for preventive maintenance work to be carried out before serious breakdowns occur

Stopping

1 Before stopping, it is recommended to run the engine at reduced load, orto idle for about 5 mmutes for cooling-down purposes

2 The engine is stopped by keeping the fuel pump delivery rate at "0", by turning the "load- limit" knob on the governor to "0", or by activating the remote stopping device

Start and Stop on HFO

Start and stop of the engine should take place on HFO in orderto prevent any incompatibility problems by change-over to MDO

MDO should only be used in connection with maintenance work on the engine or longer periods of engine standstil

Before starting on HFO the engine must be properly preheated as descnbed in "Preparations for Starting" and as described below

Stopping the engine on HFO is no problem, but it should be ensured that the temperature of fuel pipes are not reduced to a level below the pour point of ihe fuel, otherwise, reestabilishmg of the circulation might cause problems

Starting on MDO

For starting on MDO there are no restrictions except lubncating oil viscosity may not be higher than 1500 cSt (5° C SAE 30, or 10° C SAE 40)

Initial ignition may be difficult if the engine and ambient temperatures are lowerthan 5° C and 15° C cooling water temperature

CO o rr 5> o in CM

m I C c 00 C J O

96 02 - ESOU G

•[ AHYUNDAI -

Descnpton Page 1 (2) Out-of Service 501.05

Editon 01H

L23/30H

1. stand-by Engines

Dunng engine standstill in stand-by position the media cooling water and fuel oil should be continuously circulated at temperatures similar to the operation conditions

The engine shall be prelubncated 2 minutes pnor to start, if there is not intermittent or continuous prelubncating installed intermittent prelub is 2 mm every 10 minutes

4.3 Open up all filters to check that filter elements are intact Filter cartridges in the lub oil filter is to be replaced before start, after repair, or after excessive differential pressure After removal, dirty elements can be examined for particles of beanng metal at the bottom of the paper lamella (the elements can not be used again)

4.4 Check the cylinder walls

4.5 Take deflection measurements of the crankshaft

2. Maintenance during Standstill

In penods dunng stand-still of the engine (not in stand-by position) it is recommended to start the prelubncating oil pump minimum 10 minutes once every week and totum the engine dunng the prelubncating penod by 2-3 revolutions

4.6 A lubricating oil sample should be sent to a laboratory for immediate analysis

4.7 Dram plugs are unscrewed from the bottom of turtochargers, or the dram cock is opened If dram facilrties are installed in the exhaust gas system this should be opened

CD O

Q o CO CM O

§

3. Laid-up Vessels

Dunng the lay-up period (and also when laying-up the vessel) we recommend that our special instnjctions for preservation of the engines are followed

4. Work before Major Repairs

4.1 After stopping the engine, while the oil is still warm, start the el-driven prelub pump, open up the crankcase and camshaft housings and check that the oil IS flowing freely from all bearings Also, take off the top covers on the cylinder heads and make sure that oil is not supplied for lubncation of rocker arms, as non-return valves are fitted which do not open until the oil pressure at the inlet to the rocker arms exceeds 1 bar

After overhaul of pistons bearings etc this check should be repeated before starting the engine

4.2 After stopping the prelub pump, check the bottom of the oil sump for fragments of babbitt from beanngs

5. Work during Repairs

The following should be made dunng major repairs

5.1 Retighten all bolts and nuts in the crankcase and check their locking devices Also, retighten foundation bolts

5.2 Check the various gear wheel dnves for the camshaft(s)

5.3 Remedy leakages of water and oil in the engine, and blow through blocked-up dram pipes

5.4 Drain starting air pipes of water

5.5 Empty the oil sump of lubricating oil and remove the sludge, rf not done within a penod of one year Clean the sump very thoroughly and subsequently coat with clean lubricating oil

6. Work after Repairs

6.1 If an opening-up of engine or lubncatmg oil system may have caused ingress of impurities, cleaning should be camed out very carefully before starting the engine

96 02 ESOU G


Out-of Service Descnpton Page 2 (2)

L23/30H

The differential pressure across the lub oil filter must be watched very carefully after cleaning and startmg-up the engine Be sure to replace filter cartndges m due time

6.2 After restonng normal lubricating oil circulation, turn the engine at least two revolutions by means of the tuming rod to check the movability of the relevant parts of the engine

6.3 Close the dram cocks in the turtjocharger (or in the exhaust gas system, if mounted)

6.4 Lubricate thebeanngs and rod connections m the manoeuvnng gear Disconnect the governor and move the rod connections by hand to check that the friction in beanngs and fuel pumps is sufficiently low If repair of beanngs or alignment of engine has been made, check no 1, 2, and 5 should be repated

6.5 Checks to be made just before starting of the engine are mentioned under 501 01

6.6 Add cooling water and check the leakage pressure system on at the upper and lower cy-linder liner sealings and at cooling water connections

6.7 Check the governor as follows Start up the engine and ojn it at the synchronous number of revolutions

6.7 a) Speed-setting Before switching-in the altemator on the switchboard please check that the servomotor adjusts the rpm with a suitable quickness after actuation of the synchronizer knob on the switchboard The range from - 5% to -i- 5% from the syn-chronous rpm should be tested

6.7 b) Adjustment speed Swrtch-m the alterna-toron the switchboard and setthe load to about 40% On reaching normal oil temperatures in govemor and engine, increase the load instantly to about 80% (by starting the major pump or compressor) This must not cause the frequency to fall by more than some 8%, and the engine must retum to a constant no rpm after about 3 seconds (although this rpm will be a little lowerthan before owing to the speed droop of the governor) If the engine is operated in parallel with other engines, an even shanng of load shall be established withm about 3 seconds If the govemor reacts too slowly, compensating adjustment is effected as indicated in Woodward's instruction manual (Compensating Adjustment)

Note It IS a condition for this test that the engine and turbocharger are in perfect operating condrtion, so that possible sources of error immediately can be eliminated

6.7 c) Hunting Run the engine at synchronous rpm, and wrthout load Provided the governor oil is warm, the regulating lever must not perform any major penodical movments, and nerther must there be any vanation in the engine speed If that is the case, repeat the compensating adjustment according to Woodward's instruction manual

6.7 d) Speed droop in case of unsatisfactory load sharing between two ore more engines this can be rectified by increasing the speed droop of the engine that is subject to the greatest load (or by reducing the setting of the other engines)

The setting should not normally be increased beyond 70 on the scale, and satisfactory parallel operation can generally be obtained at settings between 40 and 60

00

o

m CM

m o o 00 CM O

96 02 - ESOU-G

AHYUNDAI -

•[ Descnption Page 1(1) Starting-up after Out of Service Periods 501.10

Edition 01H

L23/30H

s

in X Q o

The following enumerate checks are to be made immediately after starting, during load increase, and during normal running.

In the following it is assumed that the engine has been out of service for some time, for instance due to repairs and that checks' during out of sen/ice periods have been carried out as described in the previous chapter

When starting after such an out-of-service period, the following checks must be made in the stated order in addition to normal surveillance and recording.

1. To be Cfiecked Immediately after Starting:

1.1. Check that the turtDocharger is ainning.

1.2. Check that the lubricating oil pressure is in order.

1.3. Check that all cylinders are firing (see exhaust temperatures).

1.4. Check that everyting is normal for the engine speed, fuel oil, cooling water and system oil.

1.5. Check by simulation of the overspeed shutdown device that the engine stops. The overspeed setting should be according to " Set Points and Operation Data " section 500.

2. To be Checked during Startlng-up, but only If Required after Repairs or Alterations:

2.1. If the condrtion of the machinery is not well-known, especially after repairs or alterations, the "feel-over sequence" should always be followed, i.e.:

After 5-15 and 30 minutes' idle mnning, open the crankcase and the camshaft housing and pertoi TI feel-over on the surfaces of all moving parts where frictton may arise and cause undue heating.

Feel: Main, crankpin, (aKemator), and camshaft bearings, piston pins, cylinder liners, roller guides and gear wheels.

Afterthe last feel-over, repeat check 4 page 501.05, see also Ignition In Crankcase page 503.04 in section 503.

After repair or renewal of cylinder liners, piston rings or bearings, allowance must be made for a running-in period, i.e. the engine toad shoukj be increased gradually as indicated in the tables below. The engine output is determined on the basis of the fuel index and the load on the electric swrtchboard. The turtxDcharger speed gives some indication of the engine output, but is not directly proportional to the output throughout the service period.

Begin the starting-up sequence at a reduced engine speed, e.g. 400 rpm, until rt can be known for certain that there are no hot spots in the engine. Then, increase the speed to the normal rpm and connect to the switchboard and put on load.

The load increase during the starting-up sequence may, for instance, be:

25 % load for 2 hours 50 % load for 2 hours 75 % load for 2 hours

100 % load may be put on.

The pump index indicated in the tables has been given as a percentage of the index at full load. To enable the index to be read directly off the fuel pumps, the following formula can be employed:

I = 1% X I, 100

'F

1%

= Index at full load (from testbed table)

= Index expressed as % of full toad index (stated in the preceding starting-up sequence).

Following the arteration of the pump index of the one or two cylinders concerned rt must be checked that when in STOP posrtion the govemor is able to move all the fuel pumps to an average pump index not exceeding 2 or 3.

After completing the starting-up sequence, make sure that all fuel pumps are set at the same index and that the governor can cause all fuel pumps to move to "0" index.

9630-ESOU-G

#

AHYUNDAI -Description Page 1(1)

Guidelines for Longterm Low-Load Operation on HFO 501.15 Edition 02H

General

Part load/low load operation

In certain ship operation situations the diesel-gen-erator sets are sometimes exposed to part load/low load operation.

During manoeuvring all diesel-generator sets are often started up for safety reasons, resulting in low load conditions for ail sets.

During harbour stay even one diesel-generator running could be lowloaded when hotel purposes are the only electricity consumers.

At part load/low load it is important to maintain constant media temperatures, i.e. for cooling water, lubricating oil and fuel oil, in order to ensure adequate combustion chamber temperature and thus complete combustion.

At loads lower than 20% MCR there is risk of timede-pendant retardation ofthe engine performance condition due to fouling of gas- and air channels, combustion chambers and the turbocharger.

HFO-operation at loads lowerthan 20% MCR should therefore only take place within certain time limitations according to the curves.

After a certain period of HFO-operation at a load lower than 20% MCR, a change to MDO should take place in order to prevent further retardation of the engine performance condition, or the engine load should over a period of 15 minutes be raised to 70% MCR and maintained here fora certain period of time in orderto burn offthe carbon deposits, thus reestablishing adequate performance condrtion. After such "cleanburning period" low-load operation on HFO can be continued.

However the operator must be aware of the fact that fouwling in the air inlet channels, if any, will not be cleaned with high load running. Extensive low-load running can therefore result in necessity off manual cleaning ofthe inlet channels.

If special application conditions demand continuous HFO-operation at loads lower than 20% MCR. and occasionally performed "clean-burning" periods are inconvenient or impossible, special equipment and arrangements must be established.

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Load %

20 - I

15 -

10 - -

5 -

Admissible low-load operation (load percent/period) on HFO.

1 I 1 5 10 20 30

Operating period (h) 70 80 90

Necessary operating period with min. 70% load after low-load operation on HFO

Running-up period to 70% load: approx. 15 mm.

70% load HFO or MDO

I 0 1 2 3

Operating period (h)

Example: a) with 10% load 19 hours maximum operation on HFO admissible, then change-over to MDO or b) operate engine for approx. 1.2 hours with 70% rating minimum, in order to burn off residues

Afterwards low load operation on HFO can be continued.

Fig 1 Low-load operation

00.11 -ESI

AHYUNDAI - ts^ Descnption

1 Page 1(1) Operating a Diesel Engine at Low Frequency 501.25 Editon 01H

Description

At land-based power stations the diesel generator is often connected to a common eletncal grid with more than one power producer.

Further the diesel engine is often small compared to the rest of the grid. Under these circumstances the diesel engine cannot control the frequency of the gnd, because the other producers are dominating.

If the diesel engine is delivering full 100% power at lower speed (lower frequency), this is equal to overload on the engine. Thus, if the engine is designed for 50 Hz at 750 rpm and the actual running conditions are 100%, 45 Hz (675 rpm), this corresponds to 10% overload.

Running the diesel engine at overload condition for a long period is not recommendable, it will damage the engine and is therefore not acceptable. Such operating will immediately interrupt all guarantee obligations on the engine from MAN B&W, Holeby.

General

Therefore rt is advisable to reduce the allowable max output of the diesel generator, in case of lower frequency/speed.

Maximum output should be lowered with the same percentage as the frequency/speed drop.

If the engine is controlled by an automatic power management system, the program of the system should take care of this output reduction.

In case of no automatic power management, the output reduction must be performed manually by the operator.

Furthermore, it is not advisable to operate the alternator at frequency lower than 6% under nominel frequency.

The alternator over/under frequency protection is normally:

f, ± 6%, 5 sec delay

Below is illustrated a power curve for 50/60 Hz engines.

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Frequency Speed 60 Hz 50 Hz

engine engine

105%

100%

94%

63

60

56

53

50

47

45 - -

40 - -

s

Operating area

Mm permissible frequency

-V -80 85 90

Max permissible frequency

Recommended frequency

100 Power (%)

Fig 1 Power cun/e for 50/60 Hz engines

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Engine Data

Operation of Engine

Engine Performance and Condition

Trouble Tracing


Cylinder Head




Crankshaft and IVIain Bearings

Engine Frame and Base Frame

Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head




Crankshaft and Main Bearings


Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

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AHYUNDAI - ts^

•[ Index Page 1 (1) Engine Performance and Condition 502

L23/30H

Description

Engine Performance and Condition 502.01 (01H) Evaluation of Readings Regarding Combustion Condition 502.02 (01H) Condensate Amount 502.05 (01H)

Working Card

Engine Performance Data 502-01.00 (01H)

Plates

96 03 - ESOU

AHYUNDAI - ^^\ Descnption Page 1 (3)

Engine Performance and Condition 502.01 Edition 01H

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Performance Data and Engine Condition

During operation small alterations of the engine condition continuously take place as a result of combustion, including fouling of ainwaysandgasways, formation of deposits, wear, corrosion, etc If continuously recorded, these alterations of the condition can give valuable information about the operational and maintenance condition ofthe engine Continual observations can contribute to forming a precise and valuable basis for evaluation of the optimal operation and maintenance programmes for the individual plant

We recommend taking weekly records of the most importantperformancedataoftheengineplant Dunng recording (working card 502-01 00 can be used), the observations are to be continually compared in order to ascertain alterations at an early stage and before these exert any appreciable inf luence on the operation ofthe plant

As a reference condition forthe performance data, the testbed measurements of the engine or possiblv the measurements taken dunna the sea tnal atthedeliverv of the ship can be used. If considerable deviations from the normal condition are observed, it will, in a majorityof cases, be possible to diagnose the cause ofsuchdeviations by means ofa total evaluation and a set of measurements, after which possible adjustment/overhauls can be decided and planned

I Evaluation of Performance Data

For example, fouling ofthe airside ofthe air cooler will manifest itself in an increasing pressure drop, lower charge gir pregggre and an increased exhaust temperature level (with consequential influence on the overhaul intervals for the exhaust valves)

Fouling of the turbine side of the turbocharger will, in itsfirst phase, manifest itself in increasing turbocharger revolutions on account of increased gas velocity through the narrowed nozzle nng area In the long run, the charging air quantity will decrease on account of the greater flow resistance through the nozzle ring, resulting in higherwall temperatures in thecombustion chambers

L23/30H An increase of charge air temperature involves a con-espondinoincreaseof the exhaust oas temperature level in a ratio of about 1 1 5,ie f C higher charge air temperature causes about 1 5°C higher exhaust gas temperature.

Reduction of the charge air pressure results in a corresponding reduction of the compression pre.ssiirR and max. combustion pressure. When checking the max pressure adjustment of theengine, itis therefore to be ensured that the existing charge air pressure is correct

The injected amount of fuel is equivalent to supplied energy and is thus an expression ofthe load and mean pressure of the engine The fuel pump index can therefore be assumed to be proportional to the mean pressure. Consequently, it can be assumed that the connected values ofthe pump index are proportional to the load.

The specific fuel consumption. SFOC (mRa.snrRd by weight) will, on the whole, remain unaltered whether the engine is operating on HFO or on MDO, when considenngthedifferenceincalonmetnccombustion value. However, when operation on HFO, the combination of density and calorific value may result in an alteration of up to 6% in the volumetnc consumption at a given load This will result in a corresponding alteration in the fuel pump index, and regard should be paid to thts when adjusting the overload preventative device ofthe engine

Abrasive particles in the fuel oil result in wear of fuel pumps and fuel valve nozzles Effective treatment of the fuel oil in the purifier can limit the content of abrasive particles to a minimum Wom fuel pumps will result in an increase of the index on account of an increased loss in the pumps due to leakage

When evaluating operational results, a distinction is to be made between alterations which affect the whole engine(a!l cylinder units) and alterations which occur in only one or a few cylinders Deviations occunng for afew cylinders are, as a rule, caused by malfunctioning of individual components, for example, a fuel valve with a too low opening pressure, blocked nozzle holes, wear, orotherdefects, an inletor exhaust valve with wrongly adjusted clearance, burned vaive seat etc

The operational observations supplemented by the

96 20 - ESOU-G


Engine Performance and Condition Description Page 2 (3)

L23/30H

daily routine monitoring contribute to ensuring that faulty adjustments and other deviations in the performanceof individual components are observed in time to avoid operational disturbances and so that normal routine overhauls can be earned out as scheduled.

If abnormal or incomprehensible deviations in the operation are recorded, expert assistance for the evaluation of these should be obtained.

Turbochargers

Service experience has shown that the turbine side is exposed to increased fou ling when operating on HFO.

The rate of fouling and thereby the influence on the operation of the engine is greatest for small turbochargers where the flow openings between the guide vanes of the nozzle ring are relatively small. Deposits especially occur on the guide vanes of the nozzle ring and on the rotor blades. In the long run, fouling will reduce the efficiencv of the turbocharger and thereby also the quantity of air supplied for the combustion of the engine. A reduced quantity of air will result in higherwall temperatures in the combustion spaces of the engine.

Detailed information and instructions regarding water washing of the turbocharger are given in the section 512.

Fuel Valves

Assuming that the fuel oil is effectively purified and that the engine is well maintained, the operational conditionsforthefuelvalvesandtheoverhaui intervals will not normally be essentially altered when operating on HFO.

If, for any reason, the surface temperature ofthe fuel valve nozzle is lower than the condensation temperature of sulphuric acid, sulphuric acid condensate can fonn and corrosion take place (cold corrosion). The formation of sulphuric acid further depends on the sulphur content in the fuel oil.

Normally, the fuel nozzle temperature will be higher than the approx. 180°C, at which cold corrosion starts

to occur.

Abrasive particles in the fuel oil involve a heavier wear of the fuel valve needle, seat, and fuel nozzle holes. Therefore, abrasive particles are, to the greatest possible extent, to be removed at the purification.

Exhaust Valves

Theoverhaul intervals of exhaust valves is one of the key parameters when reliability ofthe entire engine is to be judged. Operation on HFO has a negative effect on these intervals. The performance ofthe exhaust valves is therefore extremely informative.

Especiallyunderfavourableconditions, fuel qualities with a high vanadium and sodium content will promote burning ofthe valve seats. Combinations of vanadium and sodium oxides with a corrosive effect will be formed during the combustion. This adhesive ash may, especially in the case of increased valve temperatures, form deposits on the seats. An increasing sodium content will reduce the melting point and thereby the adhesive temperature for the ash, which will involve agreaterriskfordeposits. This condition will be especially unfavourable when the weight ratio Na increases beyond 1:3.

Va

The exhaust valve temperature depends on the actual maintenance condition and the load of the engine. With correct maintenance, the valve temperature is kept at a satisfactory low level at all loads. The air supply to the engine (turbocharger/aircooler) and the maximum pressure adjustment are key parameters in this connection.

Itis importantforthe functioning of the valves that the valve seats are overhauled correctly in accordance with our instructions.

The use of rotocaps ensures a uniform distribution of temperature on the valves.

Air Inlet Valves

The operational conditions of the air inlet valves are

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AHYUNDAI -

•[ Description Page 3 (3)

Engine Performance and Condition 502.01 Edition 01H

L23/30H

not substantially altered when using residual fuel.

Fuel Pumps

Assuming effective purification of the fuel oil, the operation of the fuel pumps will not be very much affected.

Theoccun-ence of increasing abrasive wearof plunger and ban-el can be a consequence of insufficient purification of the fuel oil, especially if using a fuel which contains residues from catalytic cracking. Water in the fuel oii involves an increased risk of cavitation in connection with pressure impulses occurring at the cutting-off of the fuel pump. A fuel with a high asphalt content has deteriorating lubricating properties and can, in extreme cases, result in sticking of the fuel pump plungers.

location of the fresh air intake on th6 deck are important. Seawater in the intake air might involve corrosive attack and influence the overhaul intervals for the exhaust valves.

Thefreshairsupply (ventilation) to the engine room is to correspond to approximately 1.5 times the air consumption of the engines and possible boilers in operation. Sub-pressureinthe engine roomwill involve an increased exhaust temperature level.

The exhaust back-press^re measured after the turbochargers at full load should not exceed 250-300 mm water gauge. An increase of the exhaust backpressure will also involve an increased exhaustvalve temperature level.

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Engine Room Ventilation, Exhaust System

Good ventilation of the engine room and a suitable

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AHYUNDAI - 1 ^ ^

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Descnption Page 1 (1)

Evaluation of Readings Regarding Combustion Condition

502.02 Edition 01H

L23/30H

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Engine Performance and condition 501.01

92 03 - ESOS-G

AHYUNDAI -Descnption Page 1 (2) Condensate Amount 502.05

Edition 01H

Ambient air temperature (1 bar)

30 40 SO 70 rc)

S'

1

% o c

i

010

0 08

0 06

0 04

0 02

o Relative 0 air humidity

L23/30H

n

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Charge air temperature after cooler Air lemperature in tank

Fig 1 Nomogram for calculation of condensate amount

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General

There is always a certain amount of water in air When the air is saturated with aqueous vapour, the humidity is said to be 100% and there is as much water in the air as it can absorb without condensing The amount of water in kg/kg air can be found from thediagram The abilityto absorb the waterdepends on the pressure and temperature of the air

Amount of Condensation Water in The Charge Air Receiver

Both higher pressure and lower temperature reduce the ability to absorb water A turbocharged diesel enginetakesairfromoutside compresses and cools the air Then, normally the air cannot absorb the same amount of water as before

Condensation of water in the engine's charge air receiver is consequently dependent on the humidity and the temperature of the ambient air To find out if condensation in the charge air receiver will occur the diagram can be used

Example:

6L23/30H, 720 rpm (P) Ambient aircondition

air temperature relative air humidity

Charge air temperature Charge air pressure

780 kW

35 °C 90 % 50 °C

2 6 bar

As a guidance an air consumption of 8 2 kg/kWh (Le) at full load can be used for .MAN B&W Diesel A/S Holeby engines

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AHYUNDAI -502.05 EdidnOIH

Condensate Amount Descnpton Page 2 (2)

L23/30H

Solution according to diagram

Water content of air (I) 0 033 kg/kg

Max water cont of air (II) 0 021 kg/kg

Amount of condensate in charge air receiver

= (I -11) X le X P = (0 033 - 0 021) X 8 2 X 780 = 76.8 kg/h

Amount of Condensate Water in Air Tanks

The volume of condensate m the airtank is determined by means of the curve at the bottom to the right of the diagram, representing an operating pressure of 30 bar

Example:

Amount of condensate in air tank

Draining of Condensation Water

This phenomenon will occur on all turbocharged engines For MAN B&W Holeby 4-stroke engines, there is no nsk with a small amount of water in the charge air receiver But if the charge air receiver is filled with water, there is a risk of getting water into the cylinder This water has to be drained away As standard a valve is mounted on the charge air receiver/cooler on the engine This valve is to be used for draining of the water If there is a great amount, the valve can be left half-open If the amount is small, the charge air receiver can be drained periodically

Volumetnc capacity of tank(V) Temperature in tank (T) Internal press of tank (p)

= 31 Gas constant for air (R) Ambient air temperature Relative air humidity Weight of air in tank

p x V 31x10^x4 fn = - ^ — z r = R x T 287x313

4000 dm3 40 °C=313K 30 bar

X 10= N/m2(abs 287 Nm/kgK

35 "C 90 %

- = 138 kg

Solution acc to above diagram

Water content of air (1) 0 033 kg/kg Max water cont of air (III) 0 0015 kg/kg

Amount of condensate in air tank

= (l-lll)xm = (0 033-0 0015) X 138 = IJiLkl

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AHYUNDAI -Woridng Card

Page 1 (4) Engine Performance Data 502-01.00 Edition 01H

L23/30H

Safety precautions:

• Stopped engine n Shut-off starting air n Shut-off cooling water n Shut-off fuel oil n Shut-Off cooling oil n Stopped lub. oil circui.

Description:

Measuring of engine performance data.

Starting position:

Engine is mnning.

Related procedure:

Man power:

Working time V hour Capacity 1 man

Data:

Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)

Special tools:

Plate no. Item no. Note.

52005-01 109 Max. pressure indicator

Hand tools:

Replacement and wearing parts:

Plate no. Item no. Qty. /

96 37-ESOUG

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Edition 01H Engine Performance Data Wor1<ing Card

Page 2 (4)

L23/30H

Engine Performance Data

1

7

MA/

Engine RPM

2

8

Engine Type 3

Engine No

Fuel Type Vise Density

4

9

DateA'ear 5

Hour

Turt>ocharger Type Senal No

6

10

Total Engine RunningHours

Turtjcxjharger RPM

Swltcfiboard

11 Effect (kW)

12 Voltage (V)

13 Cun-ent (A)

14 cos (p/kVAr

Cylinder Data

15

1 17

18

19

20

21

Cylinder No

Fuel Pump Index g

A

Maximum Pressure (bar) g

Compress Pressure (bar) g

Exhaust Temp (° C) ^

Cooling Water (°C) ^

1 2 3 4 5 6 7 8 9 16 Average

Turbocharger

22

25

28

Temp inlet blower (°C)

A Press air cooler (mmWC)

Temp exhaust gas before TC (° 0)

23

26

29

Pressure before blower (mmWC)

Temp charge air (°C)

Temp exhaust gas after TC(°C)

24

27

30

Temp after blower (° C)

Press charge air (bar)

Press exhaust gas after TC (mmWC)


31

34

Temp after engine (°C)

Temp mlet engine (°C)

32

35

Press before filter (bar)

Press before TC (bar)

33

36

Press after filter (bar)


37

40

43

LT temp inlet air cooler (° C)

LTtemp inlet lub oil cooler (° C)

LTtemp outlef altemator (°C)

38

41

44

LTtemp outlet air cooler (°C)

LTtemp outlet lub oil cooler (° C)

HTFWtemp inlet engine (° C)

39

42

45

LT press inlet air cooler (bar)

LT temp inlet altemator (° C)

HT FW press inlet engine (bar)

46

48

Fuel Oil System Fuel oil temp inlet engine (°C)

47

49

Fuel oil press before engine (bar)

50 Sign

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Woridng Card Page 3 (4) Engine Performance Data 502-01.00

EaltionOIH

L23/30H

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Instruction for Filling In the Diagram "Engine Performance Data"

The numbers in the instmction are commensurate with the numbers in the diagram.

The automatic symbols mentioned in the instmction (Tl 01, Tl 03, PI 01 etc) referto the diagrams printed in the instmction books for specified plants and page 500.20.

Engine Performance Data

1. Name of ship, if stationary name of plant.

2. Engine type.

3. Engine No.

4. Date/year of observations.

5. Hour, time of obsen/ations.

6. Total engine mnning hours - engineer's log-txjok.

7. Engine revolutions per minute (RPM) - can be read on tachometer SI 90.

8. Fuel oil type; the viscosity must be stated (in cSt) and the temperature by which the viscosity has been measured, f.inst. 180 cSt/50°C. Density must be stated: g/cm .

9. Turbocharger: type and serial number are stated on the rating plate of turtocharger and page 500.00.

10. Turbocharger revolutions per minute (RPM) -can be read on the tachometer SI 89.

Switchboard.

11. Alternator output (kW) - can be read on the main switchboard.

12. Voltage (V) - can be read on the switchboard.

13. Cunent (A) - can be read on the switchtward.

14. Cos (p/kVAr-can be read on the switchboard.

Cylinder Data

15. Cylinder No. - can be read on engine plate. A/B is used for V-engines.

16. Average for all engine cylinders for point: 17-18-19-20-21.

17. Fuel pump index - can be read on each of the high pressure fuel oil injection pumps.

18. Max pressure (bar) can be read for each cylinder by means of indicator or P^^ gauge.

19. Compression pressure (bar) - can be read for each cylinder by means of the indicator measurement, which is carried out during idling by nominal RPM.

20. Exhaust temperature (°C) - thermometer Tl 60.

21. Water outlet cylinder (°C) Gacket cooling) - thermometer Tl 11.

Turbocharger

22. Thermometer inlet blower (°C) can be read by means of a thermometer placed in the engine room near the air filter of the TC.

23. Pressure before blower (mmWC) - can be read by means of a mmWC instmment placed in the engine room near the TC.

24. Temperature after blower ("C) - can be read by means of a thermometer Tl 30.

25. A Pressure air cooler (mnVWC).

26. Charge airtemperature ("C). Temperature of the charge air in the charge air receiver. - themiometer Tl 31.

27. Pressure charge air (bar). Pressure of the charge air in the charge air receiver. - pressure gauge PI 31.

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Edition 01H Engine Performance Data Working Card

Page 4 (4)

L23/30H

28. Gas before temperature exhaust TC (°C) - thermometer Tl 62.

ture (sea, raw or fresh) at inlet lub. oil cooler (°C) - thermometer Tl 07.

29. Exhaust gas temperature after TC (°C) - thermometer Tl 61.

30. Exhaust gas pressure after the TC (bar) - pressure gauge PI 61.

Lubricating ON System

31. Lub. oil inlet cooler temperature (°C) - thermometer Tl 20.

41, Low temperature (LT) cooling water temperature (sea, raw or fresh) at outlet lub. oil cooler "C) - thermometer Tl 03.

42, Low temperature (LT) cooling water temperature (sea, raw or fresh) at inlet altemator (°C) - thermometer Tl 04.

43, Low temperature (LT) cooling water temperature (sea, raw or fresh) at outlet alternator (°C) - thermometer Tl 05.

32. Lub. oil pressure before the filter (bar) - pressure gauge PI 21.

33. Pressure of the lub. oil after the filter (bar) - Pressure gauge PI 22.

The filterelementshouldbe replaced with apressure drop across the filter of 1.5 bar (see section 615).

34. Lub. oil inlet engine temperature (°C) - thermometer Tl 22.

35. Lub. oil pressure before the turbocharger (bar). - pressure gauge Pl 23.

44. High temperature (HT) fresh water temperature (FW) at inlet engine (°C) - thermometer Tl 10.

45. High temperature (HT) fresh water temperature (FW) of outlet engine (°C) - thermometer Tl 10.

Fuel Oil System

46. Fuel oil temperature at inlet engine (°C) - thermometer Tl 40.

47. Fuel oil pressure before engine (bar) - pressure gauge PI 40.

Cooling Water System 48.

37. Low temperature (LT) cooling water temperature (sea, raw or fresh) at inlet charge air cooler (°C) - thermometer Tl 01.

49.

38. Low temperature (LT) cooling water temperature (sea, raw orf resh) at outlet charge air cooler (°C) - thermometer Tl 02.

50. Signature.

39. Low temperature (LT) cooling water pressure (sea, raw or fresh) at inlet charge air cooler (bar) - pressure gauge PI 01.

40. Low temperature (LT) cooling water tempera-

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Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

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Tools

Final Plan

Engine Data

Operation of Engine -< P

Engine Performance and Condition < < Q LU

Q. Trouble Tracing o Specification and Treatment Lubricating Oil, Fuel Oil and Cooling Water

Cylinder Head




Crankshaft and Main Bearings ^ o

Engine Frame and Base Frame lu LU o z

Turbocharger System 2 <

Compressed Air System Q Z < ( 0

Fuel Oil System co 5

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>-o Cooling Water System UJ

Special Equipment


Driven Machinery


Tools

Final Plan

AHYUNDAI - 1 ^ \ •

Index Page 1(1) Trouble Tracing 503

L23/30H

Description

Starting Failures 503.01 (02H) Faults in Fuel Oil System 503.02 (01H) Disturbances during Running 503.03 (01H) Ignition in Crankcase 503.04 (01H)

*) Trouble Shooting Guide for Centrifugal By-pass Filter 503.05 (01H) Trouble Shooting Guide for Turbine Starter 503.06 (01H) Trouble Shooting for Cooling Water System 503.09 (01H) Trouble Shooting for Lubricating Oil Cooler 503.10 (01H)

Woridng Card

Plates

*) Depen(jing on project specification

96 03 - ESOU

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• Descnption Page 1 (1) Starting Failures 503.01

Edition 02H

General

s

s 9

Trouble

Engine turns as soon as shut-off valve IS opened, without start button being activated.

Engine does not turn when start button IS activated

Engine turns too slowly or irregularly when start button is depressed

Air starter works, but the drive shaft does not rotate

Possible cause

Faults in electrical system

Air pressure in starting air receiver too low

Mam valve(s) closed

Pinion does not engage with the flywheel

Air motor mns, pinion engages but does not rotate

Faults in electrical system

Worn air motor parts

Start valve is sticking in closed position

Low air pressure

Clutch or dnve shaft broken.

Troubleshooting

Check electncal parts

Start compressors, re-charge air receiver

Open valve at receiver and stop valve interposed in line between receiver and engine.

Check the air starter

Check the air motor for broken shafting, beanng or clutch jaws, see Working Card 513-01 30

Check electncal parts

Remove and disassemble the air motor Examine all parts and replace any that are worn or damaged Use the guidelines for determining unserviceable parts, see Working Card 513-01 30

Check start valve

Raise the air receiver pressure

Dismantle the air starter and repair it

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•[ Descnpbon Page 1 (3) Faults in Fuel Oil System 503.02

EdibonOIH

L23/30H

Trouble

Engine tums on starting air, but ignition fails Fuel pumps are not actuated

Engine tums on starting air, but no fuel IS injected owing to failures in fuel system

Engine tums on starting air, fuel is injected, butignitnn fails

Possible Causa

Sluggish movement ot manoeuvering gear

Govemor setting incoirect

Overspeed stop tnpped

Piston in stop cylinder is actuated

Piston in stop cylinder is actuated owing to uncancelled shutdown function (1)

Failures in governor

Incon-ect adjustment of manoeuvenng gear

Incon-ect adjustment of limiter cylinder

Fuel oil service tank empty

Air in fuel pumps and fuel injection valves (2)

Wom-out fuel pump

Defective fuel injecton valves or valve nozzles (4)

Too low pressure before fuel injection pumps (3)

Waterin the fuel

Fuel valves or nozzles defective (4)

Troubleshooting

Lubncate and mobilize rod connections in manoeuvenng gear

Adjust govemor, see special instruction manual

Cancel overspeed stop

Check that piston is not sticking Check that pressure in cylinder is relieved Check that the overspeed tnp IS not actuated

Check pressures and temperatures Check for faults in shutdown devices

Check that govemor is working propedy For further fault location, see special instr manual

Check rod connec Check that fuel pump index is corresponding to 'Adjustments after trials' in testbed chart

Adjust setting of limiter cylinder

Pump oil into the tank

Vent the fuel pumps with fuel without air bubbles appears If ignition fails in just one cyl, vent the respective fuel injecton valve If igni-ton still fails, install a spare valve before attempting to start the engine again

Change fuel pumps

Change detective fuel valves

Increase the fuel oil feed pump pressure

Dram off watar and repeat ventirtg of fuel pumps

Change defective fuel valves, see Working Card 514-01 10

Cont

96 37 -ESOU G


Faults in Fuel Oil System Descnption Page 2 (3)

L23/30H

Trouble

First ignitions are too violent (safety valves are opening) Engine runs erratically

Possible Cause

Compression dunng start too low (5).

Inconect timing of camshaft (6)

Oil has collected on piston crown (7)

Sluggish movementof manoeuvering gear

Fuel pump index too high

Troubleshooting

Check intake and exhaust valve for tight closing Check cyl wear and piston rings

Check fuel pump timing advance, and fuel valve opening pressure as well as camshaft adjustment

Slow tuming with open indicator valves To locate defective fuel valve, remove oil

Lubncate and mobilize rod connections and beanngs in manoeuvenng gear

Check rod connection is manoeuvenng gear Check that govemor IS working properly Limiter cylinder to be set lower

Remarks

1) If the shutdown function is due to overspeed, the Shutdown impulse is cancelled by setting the overspeed governor and thus venting the stop cylinder.

4) If the fuel is forced into the cylinder through a defective fuel valve or through worn-out atomizer holes, no or too sluggish atomization may prevent ignition, possibly followed by too violent ignition.

2) Whenever air is present in the fuel oil system repeat venting of fuel pumps. The cause may be that a fuel valve is kept in open position (spindle sticking or spring broken). Heating of fuel to a too high temperature may have a similar effect owing to formation of gas in the fuel. If a sticking valve is found, it should be changed and overhauled. It should be cheked that no oil has collected on the piston crown. Air in the fuel oil system may also be the result of the fuel oil feed pump suckingin air through a defective stuffing box or a leaky seal.

3) If the fuel oil pressure drops, the filter may be clogged up, or the by-pass at the feed pump may have opened.

5) To obtain ignition temperature in the cylinders, the compression pressure during starting should be normal, see the testbed report. This can be checked by measuring the compression pressure dunng starting. Cylinders having too low compression should be inspected.

6) Major alterations of the combustion characteristics of the fuel may demand adjustment of the timing of the fuel pumps. One or more camshaft sections maybe incorrectly fitted (after dismantling). Too high opening pressure of the fuel valves will also delay the injection.

I 1/5 CJ in I Q o

96 37-ESOUG

AHYUNDAI - 1 ^ \

#

Descnptkjn Page 3 (3) Faults in Fuel Oil System 503.02

Edition 01H

L23/30H

7) Oil on the piston crown will in most cases have leaked down from a defective fuel valve. As these oil accumulations are dangerous, the leakage should be found and remedied before the engine is started again.

TurtKJCharger Failure

If heavy vibrations, bearing failure or other trouble arise in a turbocharger, the engine load nnust be reduced until the vibrations cease. When possible, the engine is stopped in orderto locate and remedy the fautt (see turtxjcharger instr. manual).

If a repair cannot be made on the spot, it is decided if mnning may continue, with or without the defective charger blanked off.

When continuing the running with the turbocharger out of operation, the engine output must be reduced. The exhaust temperature must not exceed the normal valve, for full load running with an intact turbocharger. For further details see the separate turbocharger instr. manual.

CJ

§

Q 9

96 27- ESOU-G

AHYUNDAI - ts^

«[ Descnpbon Page 1 (3) Disturbances during Running 503.03

Edition 01H

L23/30H

8

o

Trouble

Exhausttemperature(s) increase(s)

Exhausttemperature(s) decrease(s)

Engine RPM decreases

Possible Cause

(All cyls ) Increased charging air temperature due to ineffecbve air coolers

(All cyls ) Fouling or air and gas passages

(All cyls ) Insufficient cleaning of fuel oil or changed combustion charactensbcs

(All cyls ) Wrong position of camshaft (maladjustment)

(single cyls ) Fuel valve or valve nozzle def ecbve

(Single cyls ) Leaky exhaust valves (1)

(Single cyls ) Blow byleaky combustton chamber (2)

(Single cyls ) Damaged fuel pump cam

(All cyls ) Decreased charging air temperature

(Single cyls ) Air tn fuel pump(s) and fuel injecbon valve(s)

(Single cyls ) Spmdle in fuel valve sticking (3)

(Single cyls ) Fuel pump plunger sbcking or leaking

Pressure before fuel pumps too low

Fuel valve or fuel pump defecttve

Water in the fuel

Govemor defecttve (4)

Increased intemal frictton in engine (5)

Trouble Shoobng

See Working Card 512 01 00

Reduce load and water-wash turbine Clean air filters and cooiers

See Descnpbon 504 25

Check P ^ Check camshaft adjustment

See Working Card514 01 10

Check the valve clearance Replace cyl head with defecttve valve


Replace the single camshaft sectton

Check that thermostabc valve (bypass valve) in cold waler system is working properly and correctly set

Venbng of fuel pump(s) unbl fuel without air bubbles appears Check feed pump pressure

Change and overhaul defecb ve fuel valve

Change fuel pump plunger/barrel assembty

Raise fuel oil feed pump pressure to nonmal Check filter

Change defecttve valve or pump

Drain off water and vent the fuel pumps

Replace defecttve govemor

See 'Ignitton in Crankcase*

ConL

96 37 ESOU G

AHYUNDAI - ' M A N '

503.03 EcfitionOIH

Disturbances during Running Descnpbon Page 2 (3)

L23/30H

Trouble

Engine stops

Smoky exhaust

Exhaust valve knocking

Rising cooling water temperature

Lubncating oil pressure fails

Possible Cause

Shutdown

Turbine RPI^ lagging behind engine RPM

Air supply too low

Fuel valves or nozzles defecbve

"Trumpets" at nozzle holes Failure of cooling (especially dunng heavy oil operatton) (6)

Adjusting screw for valve setting loose Push rod thrust disc da maged

Pump stopped Increased fnction (7)

Lubncafing oil pump defecttve Filters/cooler fouled

Trouble Shoottng

Check pressure and temperabjres If OK, check tor faults in shutdown devices See also Starbng Failures

Reasonably smoke is normal when RPM increases, no measures cal led for If smoky exhaust dunng normal running, dean turfoine(s) and check valves

Fouling of air and gas passages. seesecbon512


Overhaul fuel valves

Inspect and replace defecttve parts as necessary

Stop the engine Check the cooling water Find cause of increased fncbon and remedy fault

Stop the engine For further details, see 'Ignition in crankcase' See also Working Card 515-01 00 for lub oil pump and Working Card 515-01 lOforthelub oilfiller

Remarks

1) This manifests itself by the exhaust temperature rising and falling of the compression and maximum combustion pressure of the respective cylinder dropping.

To limit the damage to the valves these should be changed immediately, if possible, orthe fuel pump of the cylinder concerned should be put out of operation by moving the index to stop and tocking it in this position.

2) Blow-by means a senous danger of piston seizure, and the engine must, if possible, be stopped and the piston in question pulled. If this is not possible, the fuel pump index must, as descnbed above, be moved to stop. Leaky piston nngs will nonnally result in a heavy excess pressure in the crankcase.

§

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96 37 ESOUG

•n AHYUNDAI - e ia iv

Descnpuon Page 3 (3) Disturbances during Running 503.03

EdItionOIH

L23/30H

3) If this happens the fuel pump banrel and plunger must be changed, and if, it is necessary to increase the fuel pump index by more than 10 index degrees, to obtain full k)ad of the respective cylinder, the fuel pump is wom out in most cases. Usually this is confirmed by inspection of the fuel pump plunger on whk:h the helk:al cut-off edge will show a pitted and corroded area where material is plucked out. In that case the pump can be provided with a new barrel and plunger.

4) The govemor will not reduce the fuel pump delivery to zero in case of, for instance, failure of the governor oil pump, tHJt the engine speed will start fluctuating.

When the govemor is defective the engine is protected against racing by the overspeed trip, i.e. the engine is stopped automatically in case of excessive speed. It is therefore, essential, that the overspeed trip is kept in perfect order. Regarding governor failure, see special instmction book.

6) If the cooling water temperature for the entire engine has risen to 90-100° C, it shouU be checked whether steam has devetoped by opening the test cocks, if fitted on the discharge from cylinders, if this is the case, there is no water on the cooling surfaces, which may therefore be heated unduly. To avoid heat stresses arising in cylinder liners and cylinder heads, if the water retums too early, the engine shoukj be stopped and left to cool, while the discharge valve is closed. After 15 minutes it is opened a little to altow the waterto risestowly in the cooling jackets. Check filling attest cocks. Make crankcase inspectton to ascertain that intemal water leakage has not arisen. Remember stow tuming with open indicator valves at subsequent starting-up.

7) If the lubncating oil pressure drops betow the minimum menttoned in "Data" find the cause of the pressure drop and remedy the defect before restarting the engine. Feel over 5-15-30 minutes after starting, and again when full toad is obtained. See section 502.

5) Usually a bearing failure will not slow down the engine appreciably, but the seizure of a piston in the cylinder liner might do so. Repair is necessary before starting the engine again. Feelover and look out for oil mist.

96 37-ESOUG

•[ AHYUNDAI - tss^

Descnpbon Page 1(1) Ignition in Crankcase 503.04

Edition 01H

L23/30H

CJ

Q 9 00

Cause

During running the atmosphere in the crankcase contains the same gases (N2-02-C02) in the same proportions as in the ambient air, but an intense spray of coarse oil drops is flung around everywhere. If undue friction, and thus heating, arise between sliding surfaces, or heat is transmitted othenwise to the crankcase, the heated surface will cause evaporation of the lubricating oil splashed onto it. When the oil vapours condense they form a multitude of minute drops suspended in the atmosphere, i.e. a milky white oil mist is formed, able to nourish and spread a flame if ignited. Such ignrtion may be caused by the same "hot spot" which produced the oil mist. If a large quantity of oil mist has developed before ignition, the burning may cause considerable pressure rise in the crankcase, forcing the relief valves to open. In a few cases, presumably when the whole crankcase has been filled with oil mist, a subsequent explosion has thrown off crankcase doors and caused fire in the engine room.

Every precaution should therefore be taken to (A) avoid "hot spots" and (B) discover oil mist in time.

A. "Hot spots" in Crankcase

Overheating of bearings is a result of too bad or failing lubrication possibly caused by pullution of the lubricating oil.

It is therefore important that the lubricating oil filtration equipment is in perfect condition. Filter cartridges must not be used again, if they have been removed from the filter. Check of the oil condition by analysis is recommended.

B 011 Mist in Crankcase

Presence of oil mist may by noted at the vent pipe, which is usually fitted to the top of the engine frame

Measures (in case of white oil mist).

Warning: Keep away from doors and relief valves on crankcase. Do not stay unnecessarily in doorways near doors of the engine room casing.

1. Stop the Engine

2. Leave the engine/oom. Shut doors and keep away from them. Make ready fire-fighting equipment.

Warning: Do not open crankcase until 10 minutes after stopping the engine. When opening up, keep clear of possible flames. Do not use naked light and do not smoke.

3. Take off all doors on one side of the crankcase. Cut off starting air. Engage turning gear, if frtted.

4. Locate the hot spot. Powerful lamps should be employed at once (in explosion-proof frttings). Feel over all sliding surfaces (bearings, liners, pistons, roller guides, etc.).

Look for squeezed-out bearing metal and discoloration by heat (blistered paint, burnt oil, heated steel).

5. Prevent further heating, preferably by making a permanent repair. Special attention should be given to ensure lubricating oil supply and satisfactory condition of the frictional surfaces involved. It is equally important to replace filter elements in time.

6. Start electrically driven lubricating oil pump and check oil flow from all bearings and splash pipes in crankcase while turning the engine through at least two revolutions. Section 502, Check 1.

7. Stop and feel over. Look out for oil mist.

Especially the frictional surfaces that caused the heating should be fert over (5-15-30 minutes after starting, and again when full load is obtained). Section 501.10, Point 2.

8. In case rt has not been possible to locate the hot spot, point 8 should be intensified and repeated until the cause of the oil mist has been found and remedied. In very rare cases oil mist could be due to "atomization" of lubricating oil by the action of an air jet (for instance blow-by, or blow-by through cracked piston).

96 37-ESOU-G

AHYUNDAI -

•[ Descnpbon Page 1(1) Trouble Shooting Guide for Centrifugal By-pass Filter

( Only available, if installed as extra order )

503.05 Edition 01H

L23/30H

Tabulated below are the corresponding remedial actions to be taken, if the following faults are observed:

Trouble

Oil leakage through cover nut

Excessive vibrations

Possible Cause

Missing or damaged O-nng (see Item 291,Plate51515)

Seal face damaged

Rotor out of balance owing to uneven buildup of deposit on rotor walls resulting from

Missing or damaged O nng(seeltem 230, Plate 51515), allowing leakage

O-nng seat on rotor joint faces damaged

Rotor assembly inadequately tightened

Standtube incorrectly seated or damaged

Dirt deposit not completely removed

Rotor castings distorted through maltreatment

Rotor assembly components fitted in wrong sequence

Bushes loose or worn in tube assembty

Trouble Shoobng

Replace Onng

Replace O-nng

Replace O-nng

Replace rotor assembly

Tighten and bnng to nobce of maintenance staff

Re-fit or replace if damaged

Clean and bnng to nobce of maintenance staff

Replace rotor assembly

Follow sequence in Working Card 515-15 00in secbon515

Fll new beanng tube assembly

OJ in X Q 9 00 CJ

9630-ESOU

4 AHYUNDAI - thta"

Descnpbon Page 1 (2) Trouble Shooting Guide for Turbine Starter 503.06

EdItionOIH

L23/30H

CJ

s

U5

9

o

Trouble

Motor will not run

Loss of power

Dnve (57) will not engage

Motor runs, pinion engages, but does not rotate flywheel

Excessive butt engagement

Possible Cause, see wortang card

No air supply

Damaged motor assembly (12)

Foreign matenal 'n mottar and^or piping

Blocked exhaust system

Defecbve control or relay valve

Low air pressure to starter

Restncted air supply line

Relay valve malfunctioning

Exhaust flow restricted

Damaged motor assembly

No pressure to dnve housing port

Intemal dnve housing ports blocked

Ruid in dnve unit components

Damaged or wom piston assembly (54), 0 nngs or seals

O-nngs and seals dry

Damaged or broken dnve train

Damaged dnve pinion (63) or flywheel

Damaged starter dnve (57) components

Trouble Shoobng

Check for blockage or damage to air supply lines or tank

Inspect motor assembly and power tram and repair power tram or replace motor assembly if necessary

Remove motor assembly and piping and remove the blockage

Remove housing exhaust co^er (1) and check for blockage

Replace control valve or relay valve

Check air supply

Check for blockage or damage to air lines

Clean or replace lines or relay valve Lubncate relay valve

Check for blocked or damaged piping Clean or replace piping Check for dirt or foreign matenal and clean or remove Check for ice build up Melt ice and reduce moisttjre build up to starter

Replace motor assembly

Check air supply

Remove blockage

Remove fluid

Replace damaged or wom parts

Relubncate 0 nngs and seals

Disassemble dnve tt-ain and replace wom or damaged parts

Inspect dnve pinion and flywheel and replace, if necessary

Inspect dnve components and replace wom or damaged parts

Cont

96 38 ESOU G

AHYUNDAI -503.06 EdItnnOIH

Trouble Shooting Guide for Turbine Starter Descnpbon Pago 2 (2)

L23/30H

Trouble

Oil blowing out of exhaust

Oil leaking from gear case (28)

Air or gas leakage

Possible Causa, see working card

Low air pressure

Wrong dnve pinion

Oil in air supply line

Splash deflecbsr retaining screw (5) or pipe plug missing

Wom or damaged rotor seals or static O nngs

Wom or damaged O-nngs

Loose joints

Excessive high-speed operatton

High number of start cycles

Loose or leaking pipe plugs (10) or

(11)

Splash deflector retaining screw loose or pipe plug missing

Loose joints

Excessive high-speed operatton

High number of start cycles

Loose or leaking pipe plugs

Splash deflector retaining screw loose or pipe plug missing

Troubleshooting

Check air suppty

Replace with proper dnve pinion

Inspect air line and remove source of oil

Install splash deflector retaining screw or pipe plug

Replace stabc seals on outside of motor or send motor to Ingersoll Rand to be rebuilt

Replace O-nngs

Make sure that joints fit properly and starter assembty cap screws are tightened to 60 ft-lb (81 Nm) torque Make sure all seals and O-nngs flt and seal properly at their penmeters If they do not replace with new seals andO nngs

Operate according to recommen dattons

Replace worn components

Tighten or replace pipe plugs using Ingersoll RandNoSMB-441 pipe sealant

Tighten splash deflector retaining screw or replace pipe plug

Make sure that joints fit properly and starter assembly cap screws are ttghtened to 60 ft Ib (81 Nm) lorque Make sure all seals and O-nngs fit and seal properiy at their penmeters If they do not, replace with new seals and O-nngs

Operate according to recommendations

Replace wom components

Tighten or replace pipe plugs

Tighten splash deflector retaining screw or replace pipe plug

s

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96 38•ESOU G

AHYUNDAI -

• ^

Descnption Page 1(1) TroubSe Shooting for Cooling Water System 503.09

EdibonOIH

L23/30H

C\J

in

Q o

Description

The built-on fresh water pump in the high temperature (HT) circuit is of the centrifugal type and is mounted on the front cover of the engine and is driven through a gearing.

The pump bearings are lubncated automatically wrth oil from the lubricating oil system of the engine.

If the pump leaks and the shaft sealing rings are worn, rt is recommended to replace the shaft seal, see worthing card 516-02.00.

Trouble

The pump does not work after start

Pump capaaty drops after normal operation

Pump does nol give maximum delivery

Possible Cause

Pump draws in air at suction side

The system is not filled-up

Air cannot esccipe on delivery side

Leaking shaft seal

Air leakages of shaft seal

Fouled impeller

Suction valve not fully open

Defective seals

Worn impeller and wom wear rings

Trouble Shooting

Check packings and pipes for tightness

Check the level in the expansion tank

Vent the system

Check the shait seal

Overhaul the shaft seal

Clean the impeller

Open the suction valve

Replace the seals

Overhaul the pump

s

Note! Running troubles wrth the pump, apart from mechanical faurts, are most often due to leaks in the suction line. It is essential, therefore, that all packings and gaskets are in order and that they are renewed when necessary. Even a tiny hole in the suction line will reduce the pump capacity.

96 02 - ESOU-G

AHYUNDAI -

•[ Descnpbon Page 1 (2) Trouble Shooting for Lubricating Oii Cooler 503.10

EdItionOIH

L23/30H

Trouble Shooting

In case of damage to plates or gaskets, rt will often be necessary to replace these.

First examine the external conditions around the plate heat exchanger in order to localize the cause of the damage I very carefully.

In case of fatigue fracture, this will normally necessrtate a replacement of all plates and gaskets as there may be a riek of fatigue fracture in all the material. In case of corrosion, all plates must be examined carefullyl For wori< to be carried out see worthing card 515-06.00.

§

in (\j in

a 9 CO

Visible Leakage

Trouble

LeaKage

Leakage (Phase 1)

Leakage (Phase 2)

Leakage (Even after bghtening of the plate heat exchanger to minimum dimension)

Leakage (Through the drain holes of the gaskets)

Possible Cause

Too high pressure

Insufficienltightening

Fouled or deformed plates Inelastic or deformed gaskets

Gaskets

Defective gasket or badly conoded plate

Troubleshooting

Reduce the pressure lo the correct working pressure, see page 500 30 "Operating Data & Set Points"

Tighten up the plate heat exchanger -however, notunderthe minimum dimension and never, when the plate heat exchanger is under pressure or over 40°C

If the plate heal exchanger is still leaky, proceed to with phase 2

Separate the plate heat exchanger and check if the plates are deformed or fouled Check that the gaskets are elastic and non-deformed, and that the faces of the joints are clean Replace deformed plates and gaskets, if any Before assembling clean all plates and gaskets very carefully Assemble the plate healexchanger and start It up again NotelEven bny impunties such as sand grams may cause leakage

Separate the plate healexchanger Clean the plates very carefully Replace the gaskets Assemble the plate heat exchanger and start It up again

Separate the plate heat exchanger Replace defecbve plates and gaskets, if any Assemble the plate heat exchanger and start It up again

96 30 - ESOU-G

AHYUNDAI -503.10 EdItionOIH

Trouble Shooting for Lubricating Oil Cooler Descnpbon Page 2 (2)

L23/30H

Non-Visible Leakage

Trouble

Reduced heat transmission and/or in -creasing pressure drop

Leakage (The fluids get mixed) (Phase 1)

Leakage (The fluids get mixed) (Phase 2)

Possible Cause

Fouled plates or choked plate channels

Holes in plates Corrosion or fabgue fracture

Holes in plates Corrosion or fatigue fracture

Troubleshooting

Separate the plate heat exchanger and check if Ihe plates are fouled Clean the plates very carefully Assemble the plate heat exchanger and start It up again

A suspected leakage can be localized in the following way Remove one of the lower pipe connec tions Then put the opposite side under pressure If the medium continues to run oul of the lower pipe connections after the pressure has stabilized one or several plates are leaking Close down the plate heat exchanger Separate the plate heal exchanger and check the plates very carefully Check suspected plates with a dye pen eti'ant Check defective plates and gaskets Before assembling, clean all plates and gaskets Assemble the plate heatexchangerand check to find more defective plates, if any, by putting one side under pressure Start up again

Close down the plate heat exchanger Separate the plate heat exchanger Pufall plates to dry Suspend the plates in the plate heal exchanger again and tighten it Circulate medium al full capacity on one plate side (every second plate channel) Keep the other plate channels unpres sunsed and free from liquid! Stop the circulation after a few minutes of operabon and open the plate heat exchanger again Take care to avoid water spraying onto the dry plate side' By a careful study of the plates it will be possible lo find moist areas, if any, on the othenwise dry plate sides Check these areas with a dye penetrant' Replace defective plates and gaskets Before assembling, clean all plates and gaskets Assemble the plate heat exchanger and check lo find more defecbve plates, if any, by putting one side underpressure Start up again If the unit IS sbll leaking, check all plates withadyepenett-anti

s CJ in

i 9 § o

96 30 ESOUG

(O

02 0 . 7

8 |

Engine Data

— Operation of Engine

^ < Engine Performance and Condition Q UJ

o Trouble Tracing


Cylinder Head

Piiston, Connecting Rod, and Cylinder Liner


UJ


UJ u Engine Frame and Base Frame



(/) g Fuel Oil System

\j^ I Lubricating Oil System

Ul Cooling Water System

Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data


Engine Performance and Condition < <

Trouble Tracing o


Cylinder Head




Engine Frame and Base Frame UJ S

Q. Turbocharger System g <

Compressed Air System Q Z < ( / )

Fuel Oil System <o g

Lubricating Oil System coo: (/) CO

Cooling Water System UJ

Special Equipment

Driven Machinery


Tools

Final Plan

AHYUNDAI -Index

Page 1 (1) Specification and Treatment

Lubricating Oil, Fuel Oil and Cooling Water 504

L23/30H

Description

Lubricating Oil Specification 504.01 (05H)

Maintenance of Lubncating Oil Condition 504.03 (01H) Critena for Cleaning/Exchange of Lubncatmg Oil 504.04 (03H) Lubncating Points 504.05(011-1)

*) Lubncating Oil in Base Frame (for 720/750 rpm) 504.06 (01H) *) Lubncating Oil in Base Frame (for 900 rpm) 504.06 (04H)

Fuel Oil Specification 504.20 (04H) Fuel Oil Quality 504.25 (01H) Nomogram for Determination of CCAI 504.26 (02H) Analysis Data 504.27 (01H) Fuel Oil Cleaning 504.30 (01H) Fresh Water System Treatment 504.40 (021-1)

Working Card

Plates

eg

CO

X Q o

*) Depending on project specification

96 05 ESOU

AHYUNDAI - ' M A N

M Descnption Page 1(1) Lubricating Oil Specification 504.01

Edition 05H

General

Requirement

This document is valid for the following engine types: L16/24, L21/31, L23/30H, L27/38, L28/32H, V28/ 32H, V28/32S

For the engines, a HD-lub. oil (heavy duty) corresponding to at least type CD Comercial Class D after API service system (meets MIL-L-2104 C and D) has to be used.

The oil should be rust and oxidation inhibited.

When selecting a lubricating oil, attention must be paid to the fuel oil sulphur content.

Due to generating running mode for HOLEBY's engines, where the lub. oil consumption depends on running time and the fuel oil consumption and following the sulphur input to the lub. oil depends on the load, a lower TBN-value (Total Base Number) than normal for main engines is needed.

Viscosity

Marine

Engine SAE class L23/30H, L+V28/32H

30* 105mm2/secat40°C L16/24, L21/31,L27/38

40 145mm2/secat40''C

Stationary

L16/24, L21/31, L27/38 L23/30H, L+V28/32H, V28/32S

40 145mm2/secat40°C

* At cooling watertemperatures above 32° C SAE 40 oil can be used. In this case, please contact MAN B&W, Holeby.

If load profile is different, this should be taken in consideration.

In the long run though, the operation results are the criteria that prove which TBN is the most economical one for efficient engine operation.

Guiding Values

Based on typical load profile for marine GenSet (50-60% of rated power)

Oil type

Gas oil

l\4anne diesel

Heavy fuel (S<1 5)

Heavy fuel (1 5<S<2 5)

Heavy fuel (2.5<S<3 5)

Heavyfuel(3 5<S<4 5)

TBN (initial)

8-12

10-15

10-15

15-20

20-25

20-25

TBN TBN (equihbnum) (mm level)

6-8

8-10

8-10

10-14

10-14

10-14

6

8

8

8

8

8

Based on typical load profile for stationary GenSets (50-100% of rated power)

Oil type

Gas oil

Ivlanne diesel

Heavy fuel (S< 1.5)


Heavy fuel (2 S O O 5)

Heavyfuel(3 5<S<4 5)

TBN (initial)

8-12

10-15

15-20

20-25

20-30

20-30

TBN TBN (equilibrium) (mm level)

6-8

8-10

8-10

10-14

10-14

10-14

6

8

8

8

8

8

Based on typical load profile for variable speed engine, pumps (10-100% of rated power)

Oil type

Gas oil

t\/lanne diesel

Heavy fuel (S<1 5)

Heavy fuel (15<S<2 5)


Heavy fuel (3.5<S<4.5)

TBN (initial)

10-14

12-16

15-20

20-30

20-30

25-30

TBN TBN (equihbnum) (mm level)

6-8

8-10

8-10

10-14

10-14

10-14

6

8

8

8

8

8

01 24 - ESI

AHYUNDAI -Descnption Page 1 (2) l\/laintenance of Lubricating Oii Condition 504.03

EdItionOIH

L23/30H

General

Dunng operation of trunk engines the lubricating oil will be contaminated slowly by small particles originating from the combustion

The burning of heavy fuels will normally increase this contamination due to the increased content of carbon residues and other impurities

Contamination of lubricating oil with water, fresh or salt, can also take place

A certain amount of contaminants can be kept suspended in the lub oil without affecting the lubncatmg properties

But the condition of the lub oil should be kept under observation by analyzing oil samples See also 504 04 "Critena for Cleaning/Exchange of Lubncating Oil"

The engine bearings are protected by the full-flow lub oil filter built onto the engine, the filter cartndges having a fineness of 15 micron and the safety filter a fineness of 60 micron

When treating detergent type lubricating oil, the flow rate is usually recommended to be reduced to 15-25% of the rated flow of the separator

In order to keep the amount of lubricating oil in the engine in good condition, it is necessary to treat 0 27 l/kw per hour (0.20 l/BHP per hour)

A centnfuge for treating this amount of lubncating oil under the mentioned derated flow conditions should have a rated capacity of 1 08-1 8 l/kw per hour (0 8-1 3 l/BHP per hour), but in each case the separator manufacturer's recommendations for capacity and operation mstmctions should be followed

For engines with cartndge-type oil filters (dept filters), continuous and efficient purification ofthe oil in the separator is essential to ensure long sen/ice life of the cartndge filters

For cleaning of the lubricating oil system after over-haulsand inspection ofthe lub oil piping system, see section 515

Deterioration of Oil

§

in I Q o

The condition of the lub oil can be maintained/ reestablished by exchanging the oil at fixed intervals or based on analysis results

Cleaning with Centrifugal Separators

A more economical solution is to maintain the condition by continuous treatment Experience has proved that centrifuging is superior to other methods of cleaning lubncatmg oils

The optimum cleaning effect is achieved by keeping the lubricating oil in a state of low viscosity for a long period in the centrifuge bowl

Low viscosity is obtained by preheating the lubricating oil to a temperature of 85 °C - 95 °C

Slow passage of the lubncating oil through the centnfugal separator is obtained by using reduced flow rate and by operating the separator 24 hours a day only stopping when cleaning of the bowl is necessary

Oil seldom loses its abilityto lubncate, i e to form a fnction-decreasmg oil film, but it may become corrosive to the steel joumals of the beanngs in such a way that the surface of these journals becomes too rough and wipes the beanng surface

In that case not only the beanngs must be renewed, but the journals must be polished Corrosiveness of the lubncating oil is due to either far advanced oxidation of the oil itself (TAN) or to the presence of inorganic acids (SAN) In both cases the presence of water will multiply the effect, especially an influx of seawater as the chloride ions act as an inorganic acid

Oxidation of Oils

At normal service temperature the rate of oxidation IS insignificant, but the following factors will accelerate the process

96 02 ESOU G

AHYUNDAI -504.03 EdItionOIH

Maintenance of Lubricating Oil Condition Descnpton Page 2 (2)

L23/30H

High Temperature

The temperature level will generally rise if thecoolers are ineffective

High temperature will also anse in electncal preheaters if circulation is not continued for 5 minutes after the heating has been stopped, or if the heater is only partly filled with oil

- Paint in crankcase peels off or blisters

- Excessive carton is fomried in the piston cooling chamber

In a grave case of oil deterioration, the system should be cleaned thoroughly and refilled with new oil

Catalytic Action

Oxidation of the oil will be considerably accelerated if catalytic particles are present in the oil Wear particles of copper are especially harmful but also ferrous particles and rust are active Furthermore, the lacquer and varnish-like oxidation products of the oil Itself have an accelerating effect Continuous cleaning of the oil is therefore important to keep the sludge content low

Signs of Deterioration

If circulating oil of inferior quality is used and the oxidative influence becomes grave, prompt action is necessary as the last stages in the deterioration may develop surprisingly quickly i e within one or two weeks Even if this seldom happens, it is wise to be acquainted with the signs of deterioration These may be some or all of the following

- Sludge precipitation in punfier multiplies

- Smell of oil becomes acnd or pungent

- Machined surfaces in crankcase become coffee brown by a thin layer of lacquer

Water Washing

Water washing of HD-oils must not be earned out

Water in the Oil

If the TAN IS low, a minor increase in the fresh water content of the oil is not immediately detnmental while the engine is ainning Naturally, it should be brought down again as quickly as possible (below 0,2% water content, which is pemissible) If the engine is stopped when corrosion conditions are unsatisfactory, it should be turned just over 1/2 revolution once every hour (i e stop in different positions) while the oil circulation and purifying at a high preheating temperature contmue to remove water Water in the oil may be noted by steam fonnation on the sight glasses, by appearance, or ascertained by immersing a piece of glass or a soldering iron heated to 200-300°C in an oil sample If there is a hissing sound, water is present If a large quantity of water has entered the oil system, it may be profitable to suck up sedimented water from the bottom of the tank Taste the water for salt If salty, an oil sample should be analysed immediately for chloride ions

§

C\J

in

Q o

96 02 ESOU-G

AHYUNDAI -Descnption Page 1 (2) Criteria for Cleaning/Exchange of Lubricating Oil 504.04

Edition 03H

General

Replacement of Lubricating Oil

It is not possible to predict the expected life time for lubricating oil, as it is not possible for the engine manufacturer to know which fuel and lubricating oil qualities will be used and under which operation conditions the engine will be operated.

A replacement of lubricating oil is required when the oil's identification values have changed no that the lubricating cleaning and neutralization properties no longer are sufficient.

Exchange of the lub. oil has to be based on the oil suppliers evaluation of samples of oil in service. Samples should be forwarded at appropriate intervals at least once every three months depending of running-mode and results of last analysis.

The oil sample should be taken after the filter and, if possible, while the engine is running as this wil! ensure that the test will be representative for the whole change in the engine.

Evaluation of the Lubricating Oil Condition

For evaluating the conditions of a used oil, the following guidance conditions are normally sufficient. Anyway, all parameters have to be evaluated as a whole, and no single can be taken as a criterion for changing oil.

3. Water Content

(N

°

CM in X Q o

1. Viscosity

Limit value

Units

Possible test method

2. Flash Point

< ±1 viscosity grade

SAE-units

ASTM D-445 (modif

Possible test method : Setaflash tests (cut of point cor relates with 204° C i ASTM D-92 (coc)

Limit value


<0.5 preferred < 0.2 (higher value is permissible in a shorter period)

Patable test unit or gas chromatography (or infra red distil). If the limit value is exceeded, a supplementary test for chlorides (ASTM D-878) can be made.

4. Total Base Number (TBN-Number)

Limit value : Ref. to fresh-oil TBN% : > 70%

Unit : mg KOH/g

Possible test method ASTM D-2896

Due to the generating running mode for HOLEBY's engines, where the lub. oil consumption depends on running time and the fuel oil consumption and following the sulphur input to the lub. oil depends on the load, a lower TBN-value than normal for main engines is needed.

Following guiding values can be given:

Oil type

Gas oil Marine diesel Heavy fuel (S>2.5) Heavy fuel (S>4)

TBN (initial)

10 15 15 20

TBN (equilibrium)

7 10 10 14

The TBN is normally reduced gradually with the time of operation. The influential elements are the sulphur content in the fuel oil, the lubricating oil amount and the amount of re-filling due to normal consumption. After a certain time of ope-ration, the TBN will stabilize at a lower value, the TBN equilibrium.

9644-ESI


Criteria for Cleaning/Exchange of Lubricating Oil Descnption Page 2 (2)

General

Re-filling should be can-ied out with lubncating oil of the initial TBN.

5. Neutralization Number

Limit value : 0.4-1.0 above typical level

Unit : mg KOH/g

Possible test method : ASTM D-974

6. TheTotal Contamination (insolubles Content) Heptane insolubles

Limit value : < 1.5 generally, depending upon actual dispersant value and the increase in viscosity.

Unit


Additionally test

: Weight %

ASTM D-893 procedure B in n-Heptane.

If the level in n-Heptane insolubles is considered high for the type of oil and application, the test could be followed by a supplementary determination in Toluene.

Also infra red test can be used.

96 44 - ESI

• [ AHYUNDAI - M A N '

Descnption Page 1 (1) Lubricating Points 504.05

EdItionOIH

L23/30H

s

s Q o cb C\J o 00 o

Lubricating Oil Types Used in the Engine.

Description

Engine system lubricating oil

Turtjocharger

Govemor

Air lubricator (If applied)

Alternator

Hydraulic tools

Lub. Oil Type

SAE 30 oil according to lubricating oil specification on page 504.01.

Engine system lubricating oil.

See govemor instmction in section 509.

SAE low non-detergent oil.

See special instmctions in section 518 or separate instmction.

Hydraulic oil or turbine oil (wKh a viscocity of about SAE 20).

96 02 - ESOU-G

•[ AHYUNDAI - tk§:a'

Descnption Pago 1(1) Lubricating Oil in Base Frame 504.06

EdItionOIH

YZTZZZTZZZn

L23/30H 720/750 RPM

CM

8

in

Si

8

Type L23/30H

Max. Liter

Max. imp. gallon

1 Min. liter

Min. imp. gallon

1 Liter/cm x)

Gall./inch.

5 cyl.

373

82

291

64

14.2

1 9.2

6 cyl.

441

97

344

75.5

16.8

10.8

7 cyl.

509

112

397

87.5

19.4

12.5

8 cyl.

577 1 127

450

99

22.0

1 "" -

94.20-ESI S

AHYUNDAI - 1 ^ \

• [ Description Page 1 (1)

Lubricating Oil in Base Frame 504.06 Edition 04H

Type L23/30H

Min. level H1 (mm)

Max. level H2 (mm)

Min. litre

Max. litre

6 cyl.

275

325

540

657

7 cyl.

275

325

685

814

8 cyl.

275

325

706

859

L23/30H 900 RPM

98.44 - ES1

AHYUNDAI - ^^

•i Description Page 1 (3) Fuel Oil Specification 504.20

Edition 04H

General

in I

Commercially available fuel oils with a viscosity up to 700 cSt at 50° C corresponding to 55 cSt at 100° C can be used for MAN B&W Holeby 4-stroke medium speed diesel engines.

For guidance on purchase, reference is made to ISO 8216/17, BS 6843 and to CIMAC recommendations regarding requirements for heavy fuel for diesel engines, third edition 1990. From these maximum accepted grades are RMH 55 and K55. The mentioned ISO and BS standards supersedes BS MA 100 in which the limit is M9.

It means that engines can be operated on the same fuel oils as MAN B&W 2-stroke low-speed diese! engines.

The data in the above HFO standards and specifications refer to the same fuel type as delivered to the ship, i.e. before on-board cleaning.

In orderto ensure effective and sufficient cleaning of the HFO, i.e. removal of water and solid contaminants, the fuel oil specific gravity at 15° C (60° F) should be below 0.991. Higher densities can be allowed if special treatment systems are installed.

Current analysis information is not sufficient for estimating the combustion properties ofthe oil. This means that service results depend on oil properties which cannot be known beforehand. This especially applies to the tendency of the oil to form deposits in combustion chambers, gas passages and turbines. It may, therefore, be necessary to rule out some oils that cause difficulties.

Guiding Heavy Fuel Oil Specification

Based on our general service expenence we have, as a supplement to the above-mentioned standards, drawn uptheguiding HFO-specification shown below.

Heavy fuel oils limited by this specification have, to the extent ofthe commercial availability, been used with satisfactory results on MAN B&W GenSets.

The data refer to the fuel as supplied, i.e. before any on-board cleaning.

Property

Density at 15°C

Kinematic viscosity

at100°C at 50 °C

Flash point

Pour point

Carbon residue

Ash

Total sediment after ageing

Water

Sulphur

Vanadium

Aluminium + Silicium

Units

kg/m^

cSt cSt

°C

°C

% (m/m)

% (m/m)

% (m/m)

% (v/v)

% (m/m)

mg/kg

mg/kg

Value

< 9 9 r

<55 <700

>60

<30

<22

<0.15

<0.10

<1.0

<5.0

<600

<80

m/m = mass V/V = volume

*) May be increased to 1.010 provided adequate cleaning equipment is installed, and modern type of centrifuges.

If heavy fuel oils, with analysis data exceeding the above figures, are to be used, especially with regard to viscosity and specific gravity, the engine builder should be contacted for advice regarding possible changes in the fuel oil system.

01.34-ESI


Fuel Oil Specification Descnption Page 2 (3)

General

Fuel Oil Condition, when Entering the Engine

As practically all fuel oil specifications including the above standards refer to the same fuel type as supplied, the fuel supplied to a ship has to be treated on board before use. For running on the oil quality mentioned above it is necessary that equipment exists on board, which can treat, viz clean and preheat, the fuel oil with optimum efficiency.

In B 11 00 0 "Cleaning Recommendations" our recommendations are outlined.

For economical HFO operation the fuel oil condition at engine inlet should be as recommended below.

For fuels above 180 cSt/50° C a pressurerized fuel oil system is necessary to avoid boiling and foaming of the fuel.

The viscosity leaving the heaters should be 10-15 cSt and approx. 12-18 cSt entering the engine. The maximum temperature of oil after preheater should be 150° C to avoid to rapid fouling of preheater.

The preheating chart on page 3 illustrates the expected preheating temperature as function ofthe specific fuel oil viscosity.

Property

Water

Solid particles

Particle size

Viscosity

Units

% by volume

ppm (mg/kg)

Micron

est

Max. value

max. 0.2

max. 20

max. 5

Range 12-18

I a 9

01 34-ESI

• [ Descnption Page 3 (3)

Fuel oil - preheating chart

AHYUNDAI - / S \ Fuel Oil specification 504.20

Edition 04H

General

Approx viscosity after preheater

Temperature after preheater °C

30 200

60 400

100 800

180 1500

35

380 3500

45 1 55

700 7000

cSV100°C

cSt/SO" C sec Rw/100°

Viscosity of fuel

F

I Q 9 This chart is based on information from oil suppliers regarding typical manne fuels with viscosity index 70-80.

Since the viscosity after the preheater is the controlling parameter, the preheating temperature may vary, dependent on the viscosity and viscosity index of the fuel

01 34-ESI

AHYUNDAI - tn^ Descnption Page 1 (2) Fuel Oil Quality 504.25

Edition 01H

L23/30H

General Considerations

The quality of a fuel oil is, in analysis data, stated in physical and chemical properties, which are decisive forthe suitability of the fuel Oil fordifferent applications For diesel engine fuels the combustion quality, the impunty content and the handling properties are the mam quality criteria

Since residual fuels are traded and designated according to viscosity, it has become common practice to associate viscosity with quality This practice can, especially with modern residual fuels, be very misleading, as a fuel oil of low viscosity often can be just as bad, or even worse, than other fuel oils of very high viscosity

The quality of refinery residues is dependent on the origin of the crude oil, the grade of utilization when refining the crude oil, and the refinery technique used

Some of the residues used in fuel oil production are of a viscosity requinng visbreaking, a process which will reduce the viscosity without improving the quality at all

Combustion Quality

Combustion quality isthe ability of thefueloilto ignite and bum in a proper way The ignition quality, combustion intensity, length and completeness of combustion are properties influenced by the chemical combustion and stmcture of the fuel oil

Ignition quality relates to ignition delay, i e the time elapsed between start of injection and the start of combustion

Ignition quality is expressed by the cetane number, diesel index or cetane index, in all cases the higher the value, the betterthe ignition qualrty For diesel oil the ignition quality is expressed by thecetane number, determined by a specified method in a standard engine mnning under standard condrtions

For residual fuels the ignrtion qualrty can be expressed by the diesel index or cetane index, both to be calculated from physical properties, such as the aniline point, specific gravity and mid-distillation temperature The cetane number, diesel index or cetane index of a certain fuel oil will show reasonable correlations between the numerical values

?! S? CJ in X Q O

When producing residual fuels from visbreaked, cracked residues and from "straight mn" residues, the final adjustment of viscosity to fulfil the requirements of the different grades of intermediate fuels IS done by adding gas oil

However, rt is to be noted that considerable lowenng of the viscosrty is achieved by adding a relatively small amount of gas oil, which will give only a minor improvement ofthe quality of the blend This means that the quality to a major extent is dependent on residues present in the blend Therefore the qualrty depends also on the density, see 504 26

As a consequence of the possible variations in qualrty of residues and the influence of adding gas oil, the qualrty of blended fuels can vary, even forfuel oils of equal nominal viscosity

The combustion condrtion of the fuel oils is normally evaluated from Conradson CartDon residue and the asphaltene contents

Impurity Content

The impurrty content of diesel enginefuels should be kept as low as possible, and harmful and unwanted impunties should, to the greatest possible extent, be removed in the pre-treatment system in order to minimize wear and corrosion of engine components Impunties derive from the cmde oil rtself, from refinery processes and from handling and storage of oils Some impurrties, such as sulphur and vanadium are oil soluble and therefore impossible to remove in a conventional mechanical fuel oil treatment system, while the amount of water and solid impu nties can be reduced by centrifuging and filtration

Sand, mst, metal oxides and catalyst particles can be found as solid particles in fuel oil

96 02 ESOU G

AHYUNDAI - M A M '

504.25 EdibonOIH

Fuel Oil Quality Descnpbon Page 2 (2)

L23/30H

Fuel related wear and corrosion in diesel engines take the form of mechanical wear and chemically induced corrosion, the latter in the form of high and low temperature corrosion.

The solid impurrties and particles produced during combustion, collectively known as ash, cause mechanical wear of engine components.

The pour point defines the temperature at which wax crystallization will take place and prevent the fuel oil from flowing and from being pumped.

Therefore, thepourpoint must betaken into account when deciding the presence and capacrty of heating coils in bunker tanks.

Especially catalyst particles, silicone and aluminium oxides and silicates in the form of sand are very abrasive. From vanadium and sodium corrosive ash in the form of oxides, carbonates and sulphates, are created during combustion.

The sulphur content of a fuel oil may lead to low temperature corrosion of combustion chamber components and formation of deposrts on these. The corrosive effect is due to the formation of sulphuric acid.

Water in the fuel oil may lead to several detrimental effects to the fuel system and to the diesel engine in general by giving rise to mechanical and corrosive wear, as well as fouling.

Handling Properties

Handling of the fuel, i.e. storage, pumping and treatment, is mainly affected by physical properties, such as viscosrty. densrty, flash point and pour point, but other fuel oil properties, such as stabilrty, emul-sitication tendency, viscosrty index and the nature and amount of water and solid impurities will also influence the handling system.

The nominal viscosrty is decisive for the preheating temperature necessary to obtain adequate viscosrty for pumping, settling, centrifuging and injection.

The densrty influences the gravrtational settling of water and solid contaminants in settling tanks. Specific gravity is also an important parameter in the centrifuging process. The flash point is, for safety reasons, limrted to a minimum of 60°C (140°F) by classification societies and other authorities. The flash point is related to the volatilrty of the amount and nature of lighter fractions in the fuel oil, and might thus be used to estimate the liabilrty of gasification in non-pressurized parts of the fuel system.

Quality Critena

Combusbon Quality

Impurity Content

Handling Properbes

Fuel Oil Charactensbcs

Conradson Carbon Asphalteness

Sulphur

Vanadium Sodium

Water

Ash

Catalyst Fines

Viscosity Density Pour Point

Flash Point

Main Effects

Ignibon Ability Combusbon Condibon Fouling of Ga.s Ways

Corrosive wear

Formabon of deposits on exhaust valves and turbochargers High temperature corrosion

Disbjrbance of combusbon process Increased heat-load of combusbon chamt>er components, fouling of gas ways, mechanical wear and cavita-bon ot fuel injection system

Mechanical and conosive wear of combusbon chamber components Formabon of deposits Mechanical wear of fuel injecbon system, cylinder liner; and piston rings

Temperatures, pressures, and capacibes of fuel oil systems for storage, pumping and pre-treatment.

Safety requirements

TabiB 1. Fuel properties affecting diesel engine and fuel systems g o m CM

in

Q c

§ c

96 02 - ESOU-G

I

s

20000

50000

AHYUNDAI -Descnpbon Page 1 (2) Nomogram for Determination of CCAI 504.26

Edition 02H

General

- 910

- 920

L 930

Legend

V Viscosity, mm2/s (cSt) at 50°C. D Density, kg/ms at 15°C. CCAI Calculated Carbon Aromaticity Index.

Normal operating condition

Difficulties may be

encountered

Increased difficulties up to engine damage after a short time

Fig 1 Nomogram for determination of CCAI

01 34-ESI

AHYUNDAI - ' ^ M A M '

504.26 Edition 02H

Nomogram for Determination of CCAI Descnption Page 2 (2)

General

Example:

Viscosity: Density:

180cStat50°C 990kg/m^at15°C

The combining straight line across density (990 kg/ m ) and viscosity (180 cSt) of a heavy fuel oil results in CCAI (859). From CCAI, conclusions may be derived with regard to the ignition qualities.

CCAI may be calculated with the aid ofthe following formula:

CCAI = D -141 log (log (v + 0.85)) - 81

Ignition quality is an important fuel parameter. The reason why rt does not appear in the international specifications is that there are no standardized testing method is non-existent. Therefore, parameters such as the Calculated Carbon Aromaticity Index (CCAI) are resorted to as an aid which is derived from determinable fuel parameters. According to our experience, only a rough assessment ofthe ignition quality ofthe heavy fuel oil is possible with the help of this method.

However, the CCAI has become so well-known in widespread publications that, in spite of the reservations mentioned above. We were compelled to classify the respective MAN B&W Diesel A/S, Holeby engines according to CCAI-rating, too.

o oo

g

01.34-ESI

AHYUNDAI - / S \ Descnpbon Page 1 (4) Analysis Data 504.27

EdibonOIH

L23/30H

CO o

5? o in OJ 1/1

I Q o CO CM

o

Comments on Analysis Data for Fuel Oils

Carbon Residue

The carbon residue of a fuel oil indicates its coke-forming tendency and can be used to determine the tendency of forming deposrts in the combustion chamber and gas ways The higher the carioon residue value, the higher the fouling tendency

Some changes in the combustion process, requinng adjustment of the maximum pressure, may also be attnbuted to a high carbon residue content The value IS measured by standardized tests such as the Conradson or Ramsbottom tests which give similar results

The non-vaporized residue from the carbonizing test consists of carbonaceous material and inorganic impurrties and is expressed in weight percentage of the fuel sample tested Carbon residue and asphalteness content generally move in parallel, both related to the carbon-to-hydrogen ratio wrth increasing values for higher ratio

The carbon-to-hydrogen ratio and thus the cartjon residu e too, is dependent on the sou rce of the cmde oil and the type of refinery processing used

The effect of carbon residue is impossible to counteract by pre-treatment of the fuel oil, as centrifuging only influences solid inorganic contaminants and hard asphalts, which are only small amountsofthe weight percentagecalled carbon residue

Asphalteness

Asphalteness is defined as the part of a fuel oil sample being insoluble in heptane The content of asphalteness is expressed in weight percentage of the fuel oil sample tested

Aspharteness, which is aromatic, slow-turning, semisolid hydrocartaon compounds dispersed in the fuel oil, has a similar effect onthe combustion process as the cartDon residue, the main impact being fouling of gas ways The stabilrty of the fuel oil is related to the content of asphalteness

Asphalteness also influences the lubricating properties ofthe fuel oil and, in extreme cases, high asphalteness content may lead to fuel pump sticking

Fuel oils wrth a high content of asphalteness will have a tendency to form sludge, especially if the water content is also high The asphalteness content of a fuel oil IS influenced by pre-treatment, the heaviest semi-solid aspharteness, and aspharteness bound to water as sludge, can be separated by centnfuging

Diesel Index

Diesel index is a calculated value for determining the ignrtion qualrty of a fuel oil The ignrtion qualrty is related to the hydrocarbon composrtion, paraffin being of high quality, n-heptanes of moderate and aromatics of low quality

Properties of the aniline point and the specific gravrty reflect, with certam exceptions, the hydrocartjon composrtion of a fuel oil, and are therefore used in the followmg simple formula as an expression of ignrtion qualrty

Diesel index = (aniline point °F x API gravrty) x 0,01

The aniline point is the lowest temperature at which equal volumes of the fuel and aniline become just miscible The test depends on the fact that aromatic hydrocart)ons mix completely with aniline at comparatively low temperatures, whereas paraffins require considerably higher temperatures before they are completely miscible

Thus, a high aniline point indicates a highly paraffinic fuel, and consequently a fuel oil of good ignrtion qualrty Similarly, a high API gravrty number denotes a low specrfic gravrty and high paraffinicrty, and again a good ignition qualrty

The diesel index provides a reasonable idea of the ignrtion qualrty, but generally gives figures slightly above the cetane number

Fuel oils wrth poor ignrtion qualrty and low diesel index might especially cause problems m the starting of the diesel engines and mnning at low load

96 02 ESOU G

AHYUNDAI - / ® i 504.27 EdibonOIH

Analysis Data Descnpbon Page 2 (4)

L23/30H

The addrtion to starting difficurties, a prolonged ignition delay, may give rise to alternations in the maximum pressure, leading to increased mechanical or thermal load.

Furthermore, fuel oils wrth poor ignrtion qualrty may cause retarded combustion and subsequent fouling gas ways.

Sulphur

Sulphur is present in fuel oil mainly in organic compounds, the amount present being expressed as weight percentage of an oil sample tested. If free sulphur is present, rt may cause corrosion in the fuel system. The main problem caused by sulphur is low temperature corrosion. During combustion, sulphur oxides are produced in the form of gases. Since humidrty also is present, sulphur, sulphuric acid may be formed on components in the combustion chamber and in the gas ways, where the temperature is below that of the dew point for sulphuric acid.

The detrimental effect of sulphur in fuel oil is counteracted by maintaining adequate temperature of the combustion chamber components and by using alkaline lubricating oil to neutralize the sulphuric acid produced during the combustion.

Vanadium and Sodium

Vanadium and sodium are constrtuents of the ash content. The amount of these are measured by analyzing the residue from the combustion test used for determination of the ash content. The amount of vanadium and sodium presence is expressed in ppm, parts per million, by weight related to the fuel oil sample being tested for ash content. Vanadium derives from the cmde oil rtself and, being oil soluble, rt cannot be removed from the fuel oil by conventional pre-treatment. Sodium derives from the cmde oil, and also from contamination wrth salt water during storage and transport ofthe fuel oil. Sodium is water-soluble and, regardless of derivation, tends to combine wrth the water present in the fuel oil.

Owing to rts water-solubility, rt is possible to remove or reduce the amount of sodium present in the fuel oil. During combustion, corrosive ash is formed from vanadium and sodium.

Especially rf the weight ratio of sodium to vanadium exceeds 1:3, ash wrth very low merting point and stiction temperature is formed giving rise to high temperatu re corrosion of exhaust valves and deposrt formation in turtx)chargers.

It is possible to reduce the tendency to formation of detrimental vanadium-sodium ash by effective centrrtuging, which will remove sodium sarts together wrth water. If a very low content of sodium is ensured, a relatively high vanadium content might be acceptable.

Water

The water content of fuel oil is measured by a standardized distillation test and is expressed as a volume percentage of the sample tested. Water in fuel oil may lead to several detrimental effects of the fuel oil system, corrosion and cavrtation of fuel pumps and fuel valves, and cause fouling of exhaust system and turbochargers.

Sart water, due to rts content of sodium, contributes in combination wrth vanadium to the formation of low-melting corrosive ash, which attacks exhaust valves and turbochargers. Water, when rt disturbs the fuel atomization, will lead to poor combustion resurting in higher heat toads of the combustion chamber components.

It is possible to reduce the water content of a fuel oil primarily by centrifuging, and this should be done to the widest possible extent in order to avoid the detrimental effects of water in the fuel oil.

Ash

Ash content is a measure of inorganic non-combustible material present in the fuel oil. The ash content is determined by a combustion test, and rt is expressed as a weight percentage residue from complete combustion of the oil sample tested.

Ash-forming materials are present in the fuel oil as natural components of cmde oil and due to external contamination of the fuel oil.

§

C\J in

o o

96.02 - ESOU-G

AHYUNDAI -Descnpbon Page 3 (4) Analysis Data 504.27

EdibonOIH

L23/30H

00

o

i CM

m X Q o

Ash-forming matenals exist both as solid contaminants and in soluble compounds The solid contaminants may lead to abrasive wear in the fuel injection system The solid contaminants may lead to abrasive wear in the fuel injection system Ash fomaed during combustion may lead to abrasive as well as corrosive wear of combustion chamber components and give rise to formations of detnmental deposrts It IS therefore essential, to the greatest possible extent, to reduce the amount of ash-fonning materials by centrifuging

Solid contaminants such as sand, mst, certain metal oxides and catalyst fines can be removed by centrifuging, and the same goes for water-soluble sarts such as sodium

Some ofthe components included in the ash content have been found to be partlculariy harmful and are therefore stated individually in the analysis data

Silicium and Aluminium Oxides

Residual fuels produced by refinenes using fluid catalytic cracking may be contaminated by catalyst particles in form of silicium and aluminium oxides Catalyst particles, rf any, are comprised by the value for ash content Separate values for the silicium oxide content and the aluminium oxide content are measured by analyzing the ash content

The amount of silicium and aluminium oxides is expressed in ppm related to the weight of the onginal fuel oil sample being tested for ash content

As catalyst particles are very hard and abrasive, they can cause extreme mechanical wear of the fuel injection system, cylinder liners and piston rings

Catalyst particles being solid and insoluble, can be removed from the fuel oil The guide-lines for dimensioning the centnfuge size is based on the fact that approx 1/3 of the catalyst particles wrth regard to weight is removed

Viscosity

Viscosrty IS a measure of the internal friction or resistance of an oil to flow

Tradrtionally, the viscosrty of fuel oils has been expressed in seconds Redwood No 1 (sRI)

In 1977, however, this designation was officially superseded by the metnc unrt of Kinematic viscosrty, centistokes (cSt), and the temperature at which nominal viscosrty is to be related, was also changed

Commercial designations of residual fuels for manne use, still being related to nominal viscosrty expressed m centistokes at 50°C The relationship between the two methods of expressing the nominal viscosrty is shown in table

Furthermore, the designation heavy fuel oil (HFO), bunker C fuel oil and No 6 fuel oil forthe heaviest and cheapest grade of residual fuel oil for manne use, have been superseded by the common designation manne diesel fuel oil (MDO) or intermediate fuel oil (IF) for all grades of residual fuels followed by a number, indicating the nominal viscosity

Old Designabon Sec Redwood No 1/100°F

200 sRI 300 400 600 800

1000 1200 1500 2000 2500 3000 3500 4000 4500 6000 7000

New Designabon cSt/50'C

IF 30 40 60 80

100 120 150 180 240 280 320 380 420 460 600

- 700

TaWe 1 Destignation of fuel

The use of the S I system also influences the nominal viscosrty designation for manne gas oil (MGO) and manne diesel oil (MDO), both now to be expressed in centistokes at 40°C

Viscosrty IS an important parameter in connection wrth pumping, pre-treatment and injection of fuel oil, since the possibilrty and efficiency of these processes to a large extent is dependent on adequate viscosity

96 02 ESOU G

AHYUNDAI -504.27 EdibonOIH

Analysis Data Descnpbon Page 4 (4)

L23/30H

Adjustment of the viscosity into adequate values is possible by taking advantage of the interdependence between temperature and viscosrty index of the fuel oil

The nominal viscosrty of a fuel oil is the determining factor for preheating temperatures necessary to obtain adequate viscosrty for pumping, centrifuging and injection of the fuel oil, and thus also the determining factorforthecapacrties of the preheating equipment in the fuel oil system

Density

Density is defined as the mass of a unrt volume and rt IS expressed in g/cm^ at a temperature of 15°C (59°F)

Specific gravrty is the ratio of the mass of a given volume of liquid at 60°F (15 6°C) and the mass of an equal volume of water at the same temperature For a given liquid, the specific gravity will generally give the same numerical as the density

API-gravrty is an ariDrtrary scale calibrated in degrees and related to specrfic gravrty by the following formula

' API-gravity = 141 5

specrfic gravity/50°F + 131 5

As the formula indicates the API-gravity is in inverse ratio to densrty and specrfic gravity

Density is an important parameter in the centnfuging process, where separating water and water-dissolved impunties from the fuel oil is based upon the drfference m densrties If the densrty of the fuel oil approaches that of water, centnfuging thus becomes less effective, necessrtating reduced flow rate and therefore increased centrifuge capacity

The water separation abilrty of fuel oil is increased by preheating the fuel oil prior to centnfuging since the densrties of fuel oil and water change wrth the temperature at drff erent rates, thus giving possibilrties of obtaining optimal difference in densrties

To some extent, the quality of a fuel oil can be judged by the densrty, since this is directly proportional to the carbon-to-hydrogen ratio which again is in direct ratio to aromativity, cartDon residue and asphattene content, but in reverse ratio to calonfic value

Analysis Data tor Fuel Oils

Engine-Relevant Properbes

installabon Relevant Properties

Carbon Residue Asphalteness Diesel Index Ash Sulphur Water Vanadium Sodium Silicium Oxide Aluminium Oxide

Viscosity

Density Flash Point Pour Point

% weight % weight

% weight % weight % volume ppm ppm ppm ppm

sec RedvKood l/IOO-F cStyso'C

g/ml »C °c

Table 2 An xiysis data tor fuels

Pour Pomt

The pour point is the lowest temperature at which an oil will flow or can be poured The pour point is measured under specified test condrtions Fuel oil must be stored, handled and pumped at temperatu res above the pour point to avoid wax crystallization, which may result in preciprtation in storage tanks, blocking of filters and pipe lines and prevention of pumpabilrty Normally, the pour point of residual fuel oil does not create any problems since the temperature needed to reduce the viscosrty to pumpable levels will be adequately in excess of the pour point

Flash Point

Theflash point of an oil is defined asthetemperature at which rt gives off sufficient vapour to create an inflammable mixture wrth air This mixture will ignrte or flash under the influence of an open flame, but will not support the combustion rtself The flash point of fuel oil IS normally tested by the Pensky-Martens closed-up method

In orderto provide a sufficient margin of safety from fire nsk dunng storage, handling and transportation, fuel oils for shipboard use must meettheclassif ication societies' requirements of flash point, limrted to a mmimum of 60°C(140°F)

§

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96 02- ESOU G

AHYUNDAI - ts^ Descnpbon Page 1 (2) Fuel Oil Cleaning 504.30

EdibonOIH

CM

in

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Purification Recommendations

Fuel oils are always contaminated and should therefore be tfioroughly cleaned for solid as well as liquid contaminants before use. The solid contaminants in the fuel are mainly mst, sand, dust and refinery catalysts. Liquid contaminants are mainly water, i.e. erther fresh water or seat water.

The impurrties can cause damage to fuel pumps and fuel valves, can result in increased cylinder liner wear and detenorate the exhaust valve seats. Also increased fouling of gas ways and turtjocharger blends may result from the use of inadequately cleaned fuel oils.

Effective cleaning can only be ensured by means of a centrifuge. We recommend the capacrty of the installed centrifuges to be at least according to the centrifuging maker's recommendations. To obtain optimum cleaning rt is of the utmost importance to operate the centrifuge wrth as low a viscosrty of the fuel oil as possible and allow the fuel oil to remain in the centrifuge bowl as long time as possible.

Qeaning of HFO by Centrifuging

Operaung Options

Single centrifuge as punfier

Two centrifuges in parallel

Two centnfuges in senes

Optimum Operabng Contigurabons

Normal Condibons

Extfeme Condibons

Water content

below 1 %

Density at 15°C

below 0 991

Water content

below 1 %

Density at 15°C

below 0 991

High content

ot catalyst fines

Parallel operabon

Purifier / Punfier

or

Senes operabon

Punfier + Clanlier

Parallel operabon

Puntier / Punfier

Senes operabon

Purifier + Clanlier

L23/30H

Especially for fuels above 180 cSt/50°C (1500 sec. RW/100°F) the highest possible temperature 98°C (208°F) should be maintained in the centrifuge oil preheater.

The fuel is kept in the centrifuge as long as possible by adjusting the flow rate through the centrifuge so that rt corresponds to the amount of fuel required by the engine without exce sive re-circulating. Consequently, the centrifuge should operate for 24 hours a day except during necessary cleaning.

Taking today's fuel qualrties into consideration the need for cleaning centrifuges ("shooting frequency") should not be underestimated. Correct choice and adjustment ofthe regulating screws and/orthegravrty discs are of special importance for efficient water removal. The centrifuge manual states the disc or screw adjustment which should be chosen on the basis of the specific gravrty of the fuel.

Normal practice is to have at least two centrrfuges available forfuel cleaning. Resurtsfrom experimental work on centrifuges, treating today's qualrties of residual fuel, have shown that the best cleaning effect, especially as regards removal of catalyst fines is achieved when the centrifuges are operated in series, in purifier/clarrfier mode.

Therefore series operation of centrifuges ensuring a maximum of safety is a fully accepted arternative to the previously recommended parallel operation, provided the operating capacrty of each individual centrifuge can handlethetotal amount of fuel required by the engine, wrthout exceeding the flow rate recommended by the centrifuge maker for the operating mode in question.

If the installed centrifuge capacity is on the low side corresponding to the specific viscosrty of the used fuel oil and rf more than one centrifuge is available, parallel operation may be considered in order to obtain an even lower flow rate. However, in view of the above results and recommendations serious considerations should be given to installing new equipment in correspondence wrth today's fuel qualrties and flow recommendations.

Table 1 Cleaning ot HFO

96 02 • ESOS-G

AHYUNDAI - / S ^ 504.30 EdibonOIH

Fuel Oil Cleaning Descnpbon Page 2 (2)

>

L23/30H

For the determination of centrifuging capacrty, we generally advise to follow the recommendations of the centrifuge maker, but the curves on f ig. 1, can be used as a guidance.

A homogenizer may be installed in the fuel oil system as a supplement to the centrifuges to honrwgenize possible water and sludge still present in the fuel after centrifuging.

Flow Rate Related to Rated Capacity of Centrifuge

% 100

80

60

40

20

^ ^ ^ S ^

-H: Separation Tamperatura

•F -C 212 100

194

176

158

140

122

104

90

80

70

60

50

40

m I t I 15 25 45 75 130 cSVSO'C I I I

Log scales 30 60 80 180 380600 cSt/50°C - I — I - I I I

200 400 600 1500 3500 6000 sec RI/100T

Fig 1 Flow rata ttirough centnfuge related to nominal capacity of centnfuge

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96 02 - ESOS-G

AHYUNDAI -1 Description

Page 1 (5) Freshwater System Treatment 504.40 Edition 02H

General

Protection against Corrosion In Freshwater Cooling System

The engine fresh water must be carefully treated, maintained and monitored so as to avoid corrosion or the fonnation of deposits which can result in insufficient heat transfer, rt is necessary to treat the cooling water. MAN B&W recommend that this treatment is carried out according to the following procedure:

- Clean the cooling water system.

- Fill up with deionized or distilled cooling water (for example from the freshwater generator) with con-osion inhibitor added.

- Carry out regular checks of the cooling water system and the condition ofthe cooling water.

Observance of these precautions, and correct venting of the system, will reduce service difficulties caused by the cooling water to a minimum.

Cleaning agents emulsified in water as well as slightly alkaline cleaning agents can be used forthe degreasing process, whereas ready-mixed cleaning agents which involve the risk of fire must obviously not be used. For descaling with acid, especially products based on amino-sulphonic acid, citric acid, and tartaric acid are recommendable, as these acids are usually obtainable as solid substances, easily soluble in water, and do not emit poisonous vapours.

The cleaning agents should not be directly admixed, but should be dissolved in water and then added to the cooling water system.

Normally, cleaning can be executed without any dismantling ofthe engine. We point out that the water should be circulated in the engine to achieve the best possible result.

As cleaning can cause leaks to become apparent in pooriy assembled joints or partly defective gaskets, inspection should be carried out during the cleaning process. The acid content of the system oil should also be checked immediately after cleaning, and 24 hours afterwards.

S CM IO X o

Cleaning ofthe Cooling Water System

Before starting the inhibition process, any existing deposits of lime or rust, or any oil sludge, should be removed in orderto improve the heat transfer and to ensure uniform protection ofthe surface by means of the inhibitor.

The cleaning should comprise degreasing to remove oil sludge, and descaling wrth acid afterwards to remove rust and lime deposits.

Ready-mixed cleaning agents, specially made for cleaning the cooling water system, can be obtained from companies specializing in cooling water treatment. These companies offer assistance and control ofthe treatment in all major ports. A number of these companies are mentioned on the enclosed list. We point out that the directions given by them should be closely followed. It is of particular importance to flush the system completely after cleaning.

Cooling Water - Inhibitors

The filling-up with cooling water and the admixture of the inhibitor is to be carried out directly after the cleaning in order to prevent formation of rust on the cleaned surfaces.

Raw Water

The formation of lime stone on cylinder liners and in cylinder heads may reduce the heat transfer, which will result in unacceptably high temperatures in the material.

Therefore, rt is recommended that deionized or distilled water (for example from the freshwater generator) is used as cooling water. However, on account of its lack of hardness, this water will be relatively corrosive, and a corrosion inhibitor should therefore always be added.

00 11-ESI


Freshwater System Treatment Description Page 2 (5) [

General

If deionized or distilled water cannot be obtained, nonnal drinking water can be used in exceptional cases. If so, the total hardness ofthe water must not exceed 9° dH (German hardness degrees). The chloride, chlorine, sulphate, and silicate contents are also to be checked. These contents should not

eea ine TOUO

Chloride Chlorine Sulphate Silicate

wing values:

50 ppm 10 ppm

lOOppm 150 ppm

(50 mg/litre) (10 mg/litre)

(100 mg/litre) (150 mg/litre)

There should be no sulphide and ammonia content. Rain water must not be used, as it may be heavily contaminated.

It should be noted that softening of water does not reduce its sulphate and chloride contents.

Corrosion Inhibitors

To protect freshwater cooling systems in marine diesel engines against corrosion, various types of inhibitors are available.

Generally, only nitrite-borate based inhibitors are recommended.

A number of the products marketed by major companies are specified on the enclosed list, together with the necessary dosages and admixing procedures. We recommend that these directions are strictly observed.

Treatment of the cooling water with inhibting oils is not recommended, as such treatment involves the risk of oil adhering to the heat transmitting surfaces.

Chromate inhibitors must not be used in plants connected to a freshwater generator.

Evaporated cooling water is to be replaced with noninhibited water, whereas a loss of water through leakage must be replaced with inhibited water.

When overhauling individual cylinders, a new dosage of inhibitor must, rf necessary, be added immediately after completing the job.

Checking of the Cooling Water System and the Sooling Water during Service

If the cooling water is contaminated during service, sludge or deposits may form. The condition of the cooling water system should therefore be regularly checked, especially rf deionized or distilled water is not used. If deposits are found in the cooling spaces, these spaces or, rf necessary, the entire system should be cleaned.

According to experience, a zinc galvanized coating in the freshwater cooling system is often very susceptible to corrosion, which results in heavy formation of sludge, even rf the cooling water is correctly inhibited. The initial descaling wrth acid will, to a great extent, remove the galvanized coating. Generally, therefore, we advise against the use of galvanized piping in the freshwater cooling system.

The quality of the cooling water is to be checked regulariy, rf possible once a week. Basically the inhibitor concentration, the pH value and the chloride concentration should be in accordance with limits stated by inhibitor manufacturer. For this purpose the inhibitor manifactures normally supply simple test kits.

As a general guidance values the pH value should be 7-10 measured at 20° C and the chloride concentration should not exceed 50 ppm (50 mg/litre).

The water sample for these tests is to be taken from the circulating system, and not from the expansion tank or the pipe leading to it.

The concentration of inhibitor must under no circumstances be allowed to fall below that recommended by the producer, as this would increase the risk of corrosion.

A clear record of all measuring results should be kept, so that the actual condition and trend of the system may be currently ascertained and evaluated.

A sudden or gradual increase in the chloride content of the cooling water may be indicative of salt water leakages. Such leakages are to be traced and repaired at the first opportunity.

in I

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AHYUNDAI - nsid'

•

Descnption Page 3 (5) Freshwater System Treatment 504.40

Edition 02H

General

I X S

A chloride content in the cooling water higher than the 50 ppm specified might, in exceptional cases be tolerated. However, in that case the upper limit specified by the individual inhibitor supplier must not be exceed.

A clear record of all measuring results should be kept, so that the actual condition and trend of the system may be currently ascertained and evaluated.

A sudden or gradual degrease in pH value, or an increase of the sulphate content, may indicate exhaust gas leakage. The pH value can be increased by adding inhibtor; however, rf major quantities are necessary, the water should be replaced.

Every third month a cooling water sample should be sent ashore for laboratory analysis, in particular to ascertain the contents of inhibtor, sulphate, and iron, as well as the total salinity of the water.

Cleaning and Inhibiting Procedure

The engine must not be running during the cleaning procedure, as this may involve the risk of overheating when draining.

Degreasing

Use clean tap water for filling-up. The cooling water in the system can be used, rf rt does not contain inhibitors.

Heat the water to 60° C and circulate the water continuously.

Drain to lowest water level in expansion tank.

Add the amount of degreasing chemical specified by the supplier, preferably from the suction side of the freshwater pump.

Drain to lowest water level in the expansion tank directly aftenwards.

Circulate the cleaning chemical forthe period specified by the supplier.

The cooling water system must not be kept under pressure.

Check, apd repair any leaks.

Drain the system and fill up completely with clean tap water, in order to flush out any oil or grease from the tank.

Circulate the water for 2 hours, and drain again.

Descaling with Acid Solution

Fill up with clean tap water and heat to 70-75° C.

Dissolve the necessary dosage of acid compound in a clean iron drum with hot water.

Fill the drum half up wrth water and slowly add the acid compound, while stirring vigorously. Then fill the drum up completely with hot water while continuing to stir (e.g. using a steam hose).

Be careful - use protective spectacles and gloves.

For engines which have been treated before the trial trip, the lowest concentration recommended by the supplier will normally be sufficient.

For untreated engines, a higher concentration -depending on the condition of the cooling system -will normally be necessary.

Drain some water from the system and add the acid solution via the expansion tank.

The cooling water system must not be put under pressure.

Keep the temperature of the water between 70° C and 75° C, and circulate rt constantly. The duration ofthe treatment will depend on the degree of fouling. Normally, the shortest time recommended by the supplier will be sufficient for engines which are treated before the trial trip. For untreated engines, a longer time must be reckoned with. Check every hour, for example with pH-paper, that the acid in the solution has not been used up.

00 11-ESI

AHYUNDAI -504.40 Edibon 02H

Freshwater System Treatment Descnption Page 4 (5)

•

General

A number of descaling preparations contain colour indicators which show the state of the acid solution. If the acid content is exhausted, a new acid solution can be added, in which case, the weakest recommended concentration should be used.

Adding of Inhibitors

Fill up the cooling water system with water from the evaporator to the lowest water level in the expansion tank.

The solubility of acids in water is often limited. Therefore if, in exceptional cases, a large amount is required, descaling can be canied out in two stages with a new solution of compound and clean water. Normally the supplier will specify the maximum solubility.

After completing the descaling, drain the system and flush with water. Acid residues can be neutralized with clean tap water containing 10 kg soda per ton of water. Circulate the mixture for 30 minutes, then drain and flush the system.

The cooling water system must not be put under pressure.

Continue to flush until water used is neutral (pH approx. 7).

Weight out the quantity of inhibitors specified by the supplier and dissolve in a clean iron drum with hot water from the evaporator.

Add the solution via the expansion tank to the system. Then fill up to normal water level with water from the evaporator.

Allow the engine to run for not less than 24 hours to ensure that a stable protection ofthe cooling surfaces is formed.

Subsequently, test the cooling water with a test krt (available from the inhibitor supplier) to ensure that an adequate inhibitor concentration has been obtained.

This should be checked every week.

The acid content of the system oil is to be checked directly after the descaling with acid, and again 24 hours afterwards.

§ m (M m I s 9 C O CVJ

00.11-ESI

AHYUNDAI -

•[ Descnption Page 5 (5) Freshwater System Treatment 504.40

Edition 02H

General

Nitrite-borate corrosion inhibitors for cooling water treatment

Company

Castrol Limited Swindon Wiltshire, England

Drew Ameriod Manne Boonton, N J /U S A

Houseman Scandmavia 3660 Stenlose Denmark

Nalfleet Manne Chemicals Northwich, Cheshire CW8DX, England

Rohm & Haas (ex Duolite) Pans, France

Unitor Rochem Manne Chemicals Oslo, Norway

Name of Inhibitor

Castrol Solvex WT4 Castrol Solvex WT2

DEWT-NC Liquidewt Maxiguard

Cooltreat 651

Cooltreat 652

Nalfleet EWT Liq (9-108) Nalfleet EWT 9-131C Nalfleet EWT 9-111 Nalcool 2000

RD11 DIA PROSIM RD25 DIA PROSIM

Dieselguard NB Rocor NB Liquid

Delivery Fonn

Powder

Liquid

Powder Liquid Liquid

Liquid

Liquid

Liquid Liquid Liquid Liquid

Powder Liquid

Powder Liquid

Maker's minimum Recommended

Dosage*

3 kg/10001

201/10001

3 2 kg/10001 81/10001 161/10001

51/10001

51/10001

31/10001 10 1/10001 101/10001 101/10001

3 kg/10001 50 1/10001

3 kg/10001 101/10001

s

Initial dosage may be larger

The list is for guidance only and must not be considered complete We undertake no responsibility for difficurties that might be caused by these or other water mhibitos/chemicals.

The suppliers are listed in alpabetical order

Suitable cleaners can normally be supplied by these firms

00 11-ESI

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Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data


Engine Performance and Condition < < Q UJ

Q.


Cylinder Head





Engine Frame and Base Frame LU S oz CLZ? Turbocharger System 2 <

Compressed Air System ^ z < ( 0

Fuel Oil System co S

(OOC

>-o Cooling Water System LU


Special Equipment

Driven Machinery


Tools

Final Plan

A H Y U N O a i - / ^ ^

•[ Index Page 1 (1) Cylinder Head 505

L23/30H

Description

Cylinder Head 505.01 (01H)

Working Card

Dismantling of Cylinder Head 505-01.00 (01H) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05 (01H) Recondrtioning of Valve Spmdle Seat and Valve Seat Ring 505-01 10 (01H) Valve Rotator 505-01.15 (01H) Replacement of Valve Guide 505-01.20 (01H) Indicator Valve 505-01 26 (01E) Replacement of Sleeve for Fuel Injector 505-01.30 (01H) Replacement of Valve Seat Ring 505-01.35 (01H) Mounting of Cylinder Head 505-01.40 (01H) Inspection of Cylinder Head Cooling Water Space 505-01.45 (01H)

Plates

*) Cylinder Head 50501-01H *) Cylinder Head ( for stationary ) 50501-07H *) Valve Spindles and Valve Gear 50502-01H *) Valve Spindles and Valve Gear ( for stationary ) 50502-06H

Indicator Valve 50508-01E Cylinder Head, Top Cover 50510-01H


96 03 ESOU

AHYUNDAI -

• [ Description Page 1 (1) Cylinder Head 505.01

Edition 01H

L23/30H

Cylinder Head

The individual cast-iron cylinder heads, one for each cylinder unrt, are equipped wrth a centrally srtuated fuel injection valve, two mlet valves, two exhaust valves and one indicator cock.

The head has a thick, bore-cooled flame plate for satisfactory control of mechanical and thermal kjads and stress.

The cylinder head is attached by means of 4 nuts and 4 studs screwed into deep bosses in the engine frame top plate. The nuts are tightened by means of hydraulic tools.

Inlet and Exhaust Valves

The inlet and exhaust valve spindles are identical and therefore interchangeable.

The valve spindles are made of heat-resistant material. Hard metal is welded on to the valve spindle seats.

The valve spindles are frtted wrth valve rotators which turn the spindles a Irttle each time the valves open.

The cylinder head is equipped wrth replaceable seat rings for inlet and exhaust valves.

The seating surfaces are hardened in order to minimize wear and prevent dent marks, on the inlet seat by induction hardening, on the exhaust seat by hard metal armouring.

00

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95 50 - ESOU-G

AHYUNDAI - ts^

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Working Card Page 1 (2) Dismantling of Cylinder Head 505-01.00

Edition 01H

L23/30H

s

Safety precautions:

M Stopped engine M Shut-off starting air M Shut-off cooling water M Shut-off fuel oil M Shut-off cooling oil M Stopped lub. oil circui.

Description:

Dismantling of cylinder head for inspection and/or overhaul.

Starting position:

Cooling water has been drained from engine.

Related procedure:

Dismounting of piston and connecting rod 506-01.00 Dismounting and inspection of inlet valve, exhaust valve and valve guide 505-01.05 Dismantling, overhaul and test pressure of fuel oil valve 514-01.10

Manpower:

Working time Capacity.

Data:

1 hour 2 men

Data for pressure and tolerance Data for torque moment Declaration of weight

(Page 500.35) (Page 500.40) (Page 500.45)

Special tools:

Plate no

52021 52021 52021 52021 52021 52005 52021

Item no

011 011 501 513 155 014 251

Note

Oil injector, (Complete) 4 pieces 1 piece

Hydraulic tools

Hand tools:

Ring and open-end spanner, 17 mm. Ring and open-end spanner, 19 mm. Ring and open-end spanner, 27 mm. Allen key, 8 mm.


Plate no Item no Qty/

95 50 - ESOS

AHYUNDAI - / ^ ^ 505-01.00

EdItionOIH Dismantling of Cylinder Head Working Card

Page 2 (2) >

L23/30H

Draining ofcoolingwater, disconnection of pipes etc.

1) Open the drain cock and vent cock for cooling water.

2) Take off the top cover.

3) Take off the front cover which gives access to the injection pump.

4) Disconnect the fuel oil high-pressure pipe.

5) Disconnect the rocker arm lubricating oil pipe.

6) Remove the thermometer attachment branch (cooling water outlet pipe).

7) Remove the exhaust pipe flange screws.

8) Remove the cylinder head nuts, see Fig 1, by means of hydraulic jacks. See working card 520-01.05

Fig1

Mounting of Lifting Tool while the Fuel Injection Valve is Placed in the Cylinder Head.

9) Disconnect the two nuts which is holding down the fuel injection valve.

10) Remove the two distance pieces.

11)Mountthelifting tool by means of the two nuts. See Fig 2.

Fig 2

Mounting of Lifting Tool with the Fuel Injection Valve is Removed from the Cylinder Head.

12)Mount the two-distance pieces to the studs.

13)f\/lountthe lifting tool by means ofthe two nuts. See Fig 3.

Fig 3

14)Attach the hook to the lifting tool and lift the cylinder head away.

I D 9

95 50 - ESOS

AHYUNDAI -

•[ WofWng Card Page 1 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05

EdItionOIH

L23/30H

X S o

Safety precautions:

D Stopped engine D Shut-off starting air n Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil n Stopped lub. oil circui.

Description:

Dismounting of inlet and exhaust valve, inspection of valve guide and mounting of inlet and exhaust valve.

starting position:

Cylinder head, dismantled from engine 505-01.00

Related procedure:

Reconditioning of valve spindle seat and valve seat ring 505-01.10 Valve rotator 505-01.15 Replacement of valve guide 505-01.20 Replacement of valve seat ring 505-01.35 Mounting of cylinder head 505-01.45

Manpower:

Working time 1 hour Capacity 1 man

Data:


Special tools:

Plate no. Item no. Note.

52005 014 52005 051 52005 254/301 Extra tools 52005 553

Hand tools:

Ring and open-end spanner, 24 mm. Small screwdriver. Measuring tools.



60501 363 4/cyl.

95 50 - ESOS

AHYUNDAI -505-01.05

Edition 01H Inspection of Iniet Valve, Exhaust Valve and Valve Guide Working Card

Pago 2 (3)

L23/30H

Dismantling of Inlet and Exhaust Valve Spindles

1) Land and fasten the cylinder head upon the special work table and remove the lifting tool.

Or as an Alternative:

Land the cylinder head on the floor upon wooden supports and remove the lifting tool.

2) Mount the supporting devices for the valve spindle heads on the work table.

Or as an alternative:

Place wooden blocks under the valve spindle heads.

3) Turn back the rocker arm and remove the spring-loaded valve bridge over the valve spindles.

Figl

4) Mount the tool for mounting af valves, see fig 2.

5) Compress the valve springs by tightening nut A, see fig 1.

6) Remove the cone rings, see fig 2.

7) Release the springs again.

8) Remove nut A and traverse B, see fig 1.

9) Remove valve rotator and springs.

Fig 2

10) Remove the supporting devices under the work table and take out the valve spindle.

11) Repeat point 4 - 10 to remove the two other valve spindles.

Inspection of Valves/Valve Seats

A slight grinding of valve/valve seat can be carried out by means of the handle as shown, see fig 3.

If the valve seat is heavily burnt or scarred, it should be ground using the valve seat grinder, see working card 505-01.10.

Fig 3

95 50 - ESOS

4 AHYUNDAI -

Working Card Page 3 (3) Inspection of Inlet Valve, Exhaust Valve and Valve Guide 505-01.05

EdItionOIH

I

L23/30H

Inspection of Valve Guide

Too much clearance between valve spindle and spindle guide may cause:

- increased lub. oil consumptbn. - fouling up of the spindle guide and thus give

the risk of a sticking valve spindle.

Too much clearance also means insufficient guidance of the valve spindle, and thus bad alignment between spindle head and valve seat ring.

In connection with overhaul of the cylinder head, the valve spindle guides should be cleaned, inspected and measured for wear.

If the inner diameter of the valve spindle guide exceeds the tolerance, see page 500.35, the valve spindle guide must be replaced. See working card 505-01.20.

Mounting of Valve Spindle

12) For mounting of valve spindle follow the instructions in point 4 -10 in reversed order.

L4 &J

£ii

Max Inner diameter, see page 500.35.

r\ s

s Fig 4

95 50 - ESOS


Working Card Page 1 (3)

Reconditioning of Valve Spindle Seat and Valve Seat Ring

505-01.10 EdItionOIH

L23/30H

5 o

Safety precautions:

D Stopped engine D Shut-off starting air D Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil D Stopped lub. oil circui.

Description:

Reconditioning of valve spindle seat and vah/e seat ring, with special grinding machine.

starting position:

Valve spindle has been removed 505-01.05

Related procedure:

Mounting of vah/e spindle 505-01.05

Manpower:

Working time : 6 hours Capacity 1 man

Data:


Special tools:

Plate no Item no Note

52005 408 Grinding machine for vaK/e spindle.

52005 350 Grinding machine for valve seat ring (extra tools).

Hand tools:

All the hand tools and new stones are included in the tools box for grinding machine.



95 50 - ESOS

AHYUNDAI -505-01.10

EdItionOIH

Reconditioning of Valve Spindle Seat and Valve Seat Ring


L23/3dH

Reconditioning of Valve Seat Ring

Reconditioning of valve seat rings by machining is carried out by means of a grinding machine, the pilot spindle of which is to be mounted in the valve spindle guide. For operation of the grinding machine, see separate instnjctions.

Grinding of Valve Seats

Grinding of valve seat rings should be carried out according to the following sequence:

However, when the seat "S" has been ground to such an extent that the recess "R" disappears, see fig 1, the valve seat ring has to be scrapped and a new one must be installed, see wod<ing card 505-01.35

Reconditioning of Valve Spindle

Reconditioning by machining is carried out with the valve spmdle being rotated in a turning lathe and a special grinding machine mounted on fhe tool post of the tuming latch.

1) Grind the seating surface with a feed at an angle "A" of 30° ± °''°° Grinding of Valve Spindle

2) Continue the grinding until a clean and uniform surface condition has been obtained.

For operation of the grinding machine, see separated instnjctions.

3) Carry out the final grinding with a feed in the direction inside and outwards. Normally, the best surtace quality is obtained this way.

Fig 1 Valve Seat Ring

Scrapping of Valve Seat Rings

Normally, the valve seat ring can be reconditioned several times.

1) Grind the seating surface with a feed at an angel "A" of 30° ± 0

0 25'

2) Continue the grinding until a clean and uniform surface condition has been obtained.

3) Check the height "H"1 after completing the grinding, see fig 2.

"H"1 has as a minimum to be as indicated on page 500.35

If measured to be less, the spindle has to be scrapped.

X S

Fig 2 Valve Spmdle

95 50 - ESOS

^

AHYUNDAI -Working Card

Pago 3 (3) Reconditioning of Valve Spindle Seat

and Valve Seat Ring 505-01.10

Editkn05H

L23/30H

4) After assembling the valves, check - on account of the vah/e motion - that distance "H"2 between the upper edge of the cylinder head and the upper edge of the vah/e spindle, see fig 3, does not exceed the maximum value, seepage 500.35.

Fig 3.

95,50 - ESOS

AHYUNDAI - ISfSi

•[ Wortang Card Pago 1 (2) Valve Rotator 505-01.15

EdItionOIH

L23/30H

3 o

Safety precautions:

D Stopped engine D Shut-off starting air D Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil n Stopped lub. oil circui.

Description:

Dismantling, inspection and mounting of vah/e rotator.

Starting position:

Vah/e spindle has been removed 505-01.05

Related procedure:

Mounting of valve spindles 505-01.05

Manpower:

Working time 1/2 hour Capacity 1 man

Data:


Special tools:


52005 051

Hand tools:

Small screwdrh/er. Ring and open-end spanner 24 mm.

Repiacement and wearing parts:


95.50 - ESOS

AHYUNDAI -5 05-01.15

EdItionOIH Valve. Rotator Wortang Card

Page 2 (2)

L23/30H

Inspection of Rotocap

Dirt especially in the ball pockets due to residues in the oil (abrasives, combustion products), can cause the indh/idual parts to become stuck, and hinders the movement of the balls.

Rotocap valve rotators need no servicing under normal operating conditions.

Rotator performance is satisfactory when the valve rotates visibly and evenly.

Dismantling of Rotocap

See working card 505-01.05, point 3 to 9

Notel Having assembled the valve rotator in dry condition it should be placed in clean lubricating oil for a short period of time.

Figl

Overhaul of Rotator

1) Clean the vah/e rotator.

2) Inspect for wear and ball impressions

3) Remove the retaining ring and disassemble the indh/idual parts.

4) Replace parts showing wear grooves or depressions formed by the balls.

5) Insert the balls and the tangential springs.

Notel All balls on the inclined races of the ball pockets must point in fhe same direction, see fig 1.

The inner ring of the spring washer should rest onthe retainer tjody.

Mounting of Rotocap

See working card 505-01.05, point 3 to 9, opposite direction.

I o o

95 50 -ESOS

AHYUNDAI -

•[ Wortang Card Page 1 (2) Replacement of Vaive Guide 505-01.20

EdItionOIH

L23/30H

9 CM

Safety precautions:

D Stopped engine D Shut-off starting air D Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil D Stopped lub. oil circui.

Description:

Dismantling and mounting of vah/e guide for inlet and exhaust vah/e.

Starting position:

Vah/e spindle has been removed 505-01.05

Related procedure:

Mounting of vah/e spindles 505-01.05

Manpower:


Data:


Special tools:


Hand tools:

Hammer. NKrogen (N,), or similar. Mandrel for knocking out the valve guide.


Plate no. Item no. Qty/

50501 363 4/cyl 50501 218 4/cyl

95 50 -ESOS

AHYUNDAI -505-01.20

Editk>n05H Replacement of Valve Guide Working Card

Page 2 (2)

L23/30H

When to Replace the Valve Guide

If the Clearance exceeds the max. limit, see page 500.35, the vah/e guide must be replaced.

Dismounting of Valve Guide

1) Knock the valve guide out from the bottom of the cylinder head, by means of a mandrel, which has a shoulder tuming that fits into the valve guide, see fig1.

Valve seat ring

Mandrel

Valve guide

Fig1.

2) Clean the bore of the cylinder head carefully.

3) Inspect for marks that can prevent nrwunting of new vah/e gukje.

4) Before mounting - cool down the new vah/e guide to approx. -70°C with .nitrogen or similar.

5) Insert the valve guide into the bore.

6) Knock slightly with the mandrel and a hammer Notel The shoulder of the valve guide must bear against the cylinder head, by knocking slightly with the mandrel and a hammer.

*

^. .-' ^ i i

^

7^

Fig 2

7) Before mounting of the valve spindle insert a new O-ring in the vah/e guide.

Correct mounting can easily be done by the use of two valve spindles as mounting tool, one spindle to be used as support and the other spindle to be used for pushing the O-ring downwards.

Screw-drivers or other sharp tools should never be used for this purpose.

8) For mounting of vah e spindle, see working card 505-01.05.

95 50 - ESOS

AHYUNDAI -

*

Working Card Page 1 (2) Indicator Valve 505-01.26

Edition

L23/30H

Safety precautions:

H Stopped engine M Shut-off starting air D Shut-off ccxjling water D Shut-off fuel oil D Shut-off cooling oil D Stopped lub. oil circui.

Description:

Dismounting, inspection and mounting of indicator valve.

Special tools:

Plate No Item No Note

Starting position:

Related procedure:

Man power:


Data:


Hand tools:

Ring and open-end spanner Ring and open-end spanner Steel brush Copaslip

10 mm 27 mm

(Page 500.35) (Page 500.40) (Page500.45)

Repiacement and wearing parts:

Plate No Item No Qty./

50508 037 1/Cyl.

95.50 - ESOS-G

AHYUNDAI - rS£S 505-01.26

Edition DIE Indicator Valve Working Card

Page 2 (2) *

L23/30H

Maintenance

Under normal working conditions the indicator valve requires very little maintenance except inspection in cxmnection with the normal cylinder cover overhaul.

Inspection ofthe Indicator Valve

1 . Disassemble the indicator valve.

2. Check the valve seat and the cone for "burning through".

If the valve seat in the housing is "burned", the entire valve is to be replaced.

3. Clean and lubricate all components before remounting.

4. Ensure that the spindle is in "OPEN" position when assembling the valve.

NOTE: Otherwise, cone and seat may be damaged.

1 Indicator valve, complete 2. Connecting piece

Fig 11ndicator valve.

95 50 - ESOS-G

AHYUNDAI - M A N '

*

Working Card Page 1 (2) Replacement of Sleeve for Fuel Injector 505-01.30

EdItionOIH

L23/30H

Safety precautions:

n stopped engine D Shut-off starting air n Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil D Stopped lub. oil circui.

Description:

Dismounting, inspection and mounting of sleeve forfuel injector.

Starting position:

The cylinder head has been dismounted from engine 505-01.00 The fuel injector has been removed 514-01.10

Related procedure:

Mounting of fuel valve 514-01.10

Man power:

Working time 1 hour Capacity : 1 man

Data:


Special tools:

Plate No Item No

Hand tools:

Brass mandrel. Hammer. Lub.oil. Two small screw-drivers. Loctite 572.

Note

Replacementandwearing parts:

Plate No Item No

50501 039 50501 040 50501 052

Qty/

1/cyl. 1/cyl. 1/cyl.

96 19 - ESOS

AHYUNDAI - M A N '


Replacement of Sleeve for Fuel Injector Working Card Page 2 (2)

>

L23/30H

Dismounting of Sleeve for Fuel Injector

1) Remove the snap ring by means of two screw-dnvers.

2) The sleeve can now bedrivenoutofthe bore by use of a brass mandrel and a hammer.

Fig1.

Inspection of Bore inCylinder Head and Mounting ofthe Sleeve:

3) Cleanandinspecttheboreinthecylinderhead. Any marks which could prevent mounting of the sleeve, should be gently smoothed.

4) Coat the sealing ring zone in the bore with grease or lub. oil.

Fig 2.

5) Install new sealing nngs on the sleeve.

6) Coat the sealing surfaces on the sleeve with loctite 572.

7) Insert the sleeve in the bore.

8) Mount the snap nng.

96 19 - ESOS

AHYUNDAI -^ L w< Working Card

Page 1 (4) Replacement of Valve Seat Ring 505-01.35 EdItionOIH

L23/30H

3 O

Safety precautions:


Description:

Replacement of vah/e seat ring for inlet and exhaust vah/e.

Starting position:

Inlet and exhaust vah/es have been removed 505-01.05

Related procedure:

Mounting of valve spindles 505-01.05

Man power:

Working time : 1 1/2 hours Capacity 1 man

Data:


Special tools

Plate no

52021 52021 52005 52005 52021

Item no

Oi l 501 457 504 466

Hand tools:

Ring and open-end spanner. Hammer. Loctite, 648. Lub. oil.

Note

1 piece Extra tools Extra tools 1 piece

36 mm


Plate no

50501 50501 50501

Item no

351 064 076

Qty./

4/cyl. 2/cyl. 2/cyl.

96 26 - ESOS

AHYUNDAI - / S ^ 505-01.35

EditwnOIH Replacement of Valve Seat Ring Working Card .

Page 2 (4)

L23/30H

Dismounting of Valve Seat Rings

When reconditioning of a vah/e seat ring no longer is possible due to dimensions exceeding the scrapping criteria, the seat ring has to be replaced.

Dismounting of a valve seat ring is carried out by means of a special extractor tool set compnsing the components, see fig 1.

Dismounting of a Valve Seat Ring Is Carried out According to the Following Procedure

1) By means of the guide pin (7) the guide disc (5) is led vertically through the vah/e seat ring. Then the guide disc (5) is lifted with the guide pin (7) until the latter is guided by the vah/e seat ring. The stud (1) is then screwed in until it rests in the valve guide.

stud Collar nut hexagon Guide ciisc Disc Guide disc

6 Eye screw 7 Guide pin 8 Valve guide 9 Hydraulic jack

10 Valve seat ring

Figl.

Fig 2

2) The guide disc (3) is positioned so that it bears against the tiottom of the cylinder head, and the hydraulic jack is clamped with the disc (4) and the collar nut hexagon (2), see fig 1. The hydraulic jack is the one used for main bearing caps.

s

96 26 • ESOS


•[ Wortcing Card Page 3 (4)

Replacement of Valve Seat Ring 505-01.35 EditwnOIH

L23/30H

3) By pumping up the pack, see working card 520-01.05 ior the use of hydraulic tools, the vah/e seat is pressed out max. 6 mm, and the pressure is released again. The collar nut hexagon is tightened and the operation is continued until the vah/e seat ring can be removed.

3) To facilitate mounting the vah/e seat ring is it cooled down, however, a min. of -25X othenwise. the o-ring can be damaged.

4) Place the o-ring on the valve seat ring and coat with oil/loctite as shown in/iig 4. just betore positioning it in the bore.

Mounting of Valve Seat Rings

1) Prior to mountmg of a new vah/e seat ring, the bore must be cleaned thoroughly and inspected for mari<s. Maries that can hinder mounting of the vah/e seat ring must be removed.

2) Tools for mounting of valve seat rings are shown in fig 3.

a o

1

c

I

1 Handle

i = ^ ^ ^

^^^ 2

2 Stud

Coat with loctite 648

Coat with oil

Valve seat nng

Fig 4

5) The vah/e seat nng is positioned in the bore, the handle with stud is inserted as shown \nfig5, and the washer with screw is screwed tight.

Fig 3 Fig 5

96 26 ESOS

AHYUNDAI - / S ^ 505-01.35

1 Edition 01H Replacement of Valve Seat Ring Working Card

Page 4 (4)

L23/30H

6) By knocking on the handle and at the same time tightening the nut (4), the valve seat nng slides in place in the bore and it is felt on the knocks when it bears in the bore.

7) Priorto mounting of the vah/e spindle the vah/e seat ring must be ground, to ensure correct centering af the valve guide and the vah/e seat ring. This can be do ne according to working card505-01.05 or 505-01.10.

fi o

o

s

96 26 ESOS


Page 1 (2) Mounting of Cylinder Head 505-01.40 EditkinOIH

L23/30H

Safety precautions:

B Stopped engine M Shut-off starting air B Shut-off cooling water B Shut-off fuel oil B Shut-off cooling oil B Stopped lub. oil circui.

Description:

Mounting of cylinder head after inspection and/or overhaul.

Starting position:

Cylinder head is completely assembled 505-01.05 to 505-01.35 Vah/e gear of respective cylinder is in right position (valve closed) Control of the surface on the cylinder liner 506-01.45

Related procedure:

Adjustment of valve clearance 508-01.10

Manpower:

Working time : 1 1/2 hour Capacity 2 men

Data:


Special tools:

Plate no Item no

52021 Oi l 52021 501 52021 155 52005 014 52010 Oil 52021 251

Hand tools:

Ring and open-end spanner, Ring and open-end spanner, Ring and open-end spanner. Lub. oil and copaslip.

Note

4 Pieces

14 mm. 17 mm. 24 mm.


Plate no Item no

50501 338 50510 075 50610 079 51202 024 51625 097 51625 132

Qty/

2/cyl 1/cyl 8/cyl 2/cyl 1/cyl 1/cyl

95 50 - ESOS

AHYUNDAI -505-01.40

EdItionOIH Mounting of Cylinder Head Working Card

Page 2 (2)

L23/30H

Check to be Done before Lifting

1) Check the jointing surfaces of the cylinder head/cylinder liner to see that they are clean and without damage mari<s, see working card506-01.45. Fit new O-rings on the water passage, lubricate the O-rings with a little oil.

2) Check all contact faces on the cylinder head and nuts, including threads, and make sure that these are level and smooth and absolutely free from foreign particles.

Mounting of Cylinder Head

3) Attach the lifting tool, see fig 1, to the cylinder head that has been made ready for installation, and position it carefully on the cylinder liner.

Fig 1

Tightening of Cylinder Head Nuts

4) Make sure that the nuts run easily on the threads and that they bear on their entire contact surfaces.

5) Coat threads and contact faces with copaslip before fitting the nuts.

6) Screw nuts onto the studs and tighten lightly with the tommy bar.

Place the spacer ring around the nuts with the slot in such a position that the tommy bar can be used.

Tighten the hydraulic jacks and make sure that the cylinder of the jacks bears firmly against the spacer ring. Tighten up all the nuts, seepage 500.40. For using the hydraulic tools, see woddng card 520-01.05

Fig 2

7) If new studs or nuts have been fitted, the nuts must be tightened and loosened three times, in order to compensate for deformation of the thread and in order to ensure a safe minimum load of the studs through the tightening.

Adjustment of Valve Clearance

8) Adjust the valve clearance, see wod<ing card 508-01.10.

9) Fit the pipes for fuel oil, lub. oil, cooling water and the flange for exhaust pipe.

Before Starting

10) Prior to starting up check for leakages. After starting up check for leakages and oil flow.

11) Mount the cover for rcxiker arm and the front cover for fuel pump.

95 50 - ESOS

AHYUNDAI -

•[ Working Card Page 1 (2) Inspection of Cylinder Head Cooling Water Space 505-01.45

Edition 01H

L23/30H

Safety precautions:

D Stopped engine n Shut-off starting air n Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil n Stopped lub. oil circui.

Descnption:

Inspection of cylinder head cooling water space.

Starting position:

The cylinder head dismantled from engine

Related procedure:

505-01.00

Special tools:


Hand tools:

Steel brush

Manpower:

Working time Capacity

Data:

% hour 1 man




95.50 - ESOS

AHYUNDAI -505-01.45

EdItionOIH Inspection of Cylinder Head Cooling Water Space Working Card

Page 2 (2)

L23/30H

Inspection of Cylinder Head Cool. Water Space

1) Inspectthecooling water inletatthe bottom and the cooling wateroutletatthetopof the cylinderhead, see fig 1.

2) Remove all possible deposits.

3) Pour water into the ccraling water outlet and make sure that water is coming out of all the cooling water inlet bores at the bottom ofthe cylinder head.

4) If necessary, clean the cooling water inlet and outlet by means of a steel brush. Flush the cooling water space after cleaning.

5) Should the cylinder head cooling water space, contrary to expectation, be blocked with deposits, please contact MAN B&W Diesel, Holeby forfurther instructions.

Cooling ' water, outlet

Cooling water, Inlet

Fig 1 Cylinder Head

95 50 - ESOS

*

AHYUNDAI - / f f i ^ Plate

Page 1 (2) Cylinder Head 50501-01H

L23/30H

i in in I

98 34 - ESOS

AHYUNDAI-50501-01H Cylinder Head Plate

Page 2 (2) >

L23/30H Item I No

015

039

040

052

064

076

111

123

135

147

159

160

172

184

196

218

231

243

255

267

279

280

292

302

338

351

Qty.

1/C

1/C

1/C

1/C

2/C

2/C

2/C

2/C

8/C

8/C

2/C

1/C

4/C

8/C

4/C

4/C

2/C

2/C

2/C

2/C

1 2/0

1/C

3/C

2/C

2/C

4/C

Designation

Cylinder head as plate 50501

Sleeve

O-rIng

Snap ring

Valve seat ring, (Inlet)

Valve seat ring, (exhaust)

Plug screw

SeaUng ring

Plug scivw

Sealing ring

Spring pin

Water guide jacket

Screw

O-ring

Cooling water connection

Valve Guide

Stud

Distance pipe

Nut

Stud

Nut

Spring pin

Stud

Thrust piece

O-ring

O-ring

Benaevnelse

Cylinderdaeksel som plate 50501

Foring

O-nng

LSsering

Ventilsaedering, (indstremning)

Ventilsasdenng, (udstadning)

Propskrue

Taetningsnng

Propskrue

Taetningsnng

Fjederstift

Kalekappe

Skrue

O-fing

Kolevandsovergang

Ventilstyr

Tap

Afstandsstykke

Matnk

Tap

Matnk

Fjederstift

Tap

Trykstykke

O-nng

O-nng

Item No

363 4/C O-ring O-nng

Qty. Designation Benaevnelse

I D 9

When ordering spare parts, see also page 500.50.

= Only available as part of a spare parts kit. Qty./C = Qty./Cylinder

Ved bestllling af reservedele, se ogsS side 500 50

= Kun tilgasngelig som en del af et reservedelssset Antal/C = Antal/Cylinder

98 34 - ESOS

AHYUNDAI - 1 ^ ^

4 Plate Page 1 (2) Cylinder Head 50501-OTH

L23/30H

in

*) for Stationary

02.38 - ESO

AHYUNDAI - / ^ ^ 50501-07H Cylinder Head Plate

Page 2 (2) >

L23/30H

Item No

015

039

040

052

076

111

123

135

147

159

160

172

184

196

218

231

243

255

267

279

280

292

302

338

351

363

Qty.

1/C

1/C

1/C

1/C

4/C

2/C

2/C

8/C

8/C

2/C

1/C

4/C

8/C

4/C

4/C

2/C

2/C

2/C

2/C

2/C

1/C

3/C

2/C

2/C

4/C

4/C

Designation

Cylinder head as plate 50501

Sleeve

O-ring

Snap ring

Valve seat ring, (inlet and exhaust)

Plug screw

Sealing ring

Plug screw

Sealing ring

Spring pin

Water guide jacket

Screw

O-ring

Cooling water connection

Valve Guide

Stud

Distance pipe

Nut

Stud

Nut

Spring pin

Stud

Thrust piece

O-ring

O-ring

O-ring

Benaevnelse

Cylinderdaeksel som plate 50501

Fonng

O-nng

Ldsenng

Ventilsaedenng, (indstramning og udstadning)

Propskrue

Taetningsnng

Propskrue

Taetningsnng

Fjederstift

Kalekappe

Skme

O-ring

Kalevandsovergang

Ventilstyr

Tap

Afstandsstykke

Matnk

Tap

Matnk

Fjederstift

Tap

Trykstykke

O-nng

O-rmg

O-nng

Item No


* = Only available as part of a spare parts kit. Qty./C = Qty./Cylinder


Q 9 to


* = Kun tilgaengelig som en del af et reservedelssaet Antal/C = Antal/Cyhnder

02 38 - ESO

AHYUNDAI - 1 ^ \

4 Plate Page 1 (2) Valve Spindles and Valve Gear 50502-01H

L23/30H

249 237 095 573

?

See plate 50501

^ 129 i 262 010^" -^^

130 298

286

453

512

98 34 - ESOS

AHYUNDAI -50502-01H Valve Spindles and Valve Gear Plate

Page 2 (2) ]• L23/30H

Hem no

010

022

034

046

071

083

095

105

117

129

130

178

201

237

249

262

286

298

345

357

441

453

465

477

489

Qty.

2/C

2/C

2/C

2/C

2/C

2/C

4/C

4/C

4/C

2/C

4/C

1/C

1/C

1/C

1/C

4/C

2/C

2/C

1/C

1/C

2/C

2/C

4/C

4/C

4/C

Designation

Valve bridge, compl. Incl. item 022,034,046, 071,083,095,105,117, 129 and 130

Valve bridge

Spring

Ball guide

Thrust piece

Thrust screw

Nut

Thrust piece

Circlip

Thrust piece

Spring pin

Rocker arm bracket

Plug

Rocker arm, exhaust, compl. incl. item 095, 249,262,286,298,585

Rocker arm,exhaust

Plug

Thrust piece

Thrust screw

Rocker arm inlet, complete incl. item 095,249,262,286,298, 585

Rocker arm, inlet

Disc

Securing ring

Conical ring in 2/2

Rotocap, compl.

Inner spring

Benaevnelse

Ventilbro, komplet inkl Item 022,034,046, 071,083,095,105,117, 129 og 130

Venblbro

Fjeder

Kuglestyr

Trykstykke

Trykskme

Matnk

Trykstykke

Fjedernng

Trykstykke

Fjederstift

Buk for vippearm

Prop

Vippeami udst komplet inkl Item 095,249,262, 286, 298, 585

Vippearm, udstadning

Prop

Trykstrykke

Trykskrue

Vippeami inds , komplet ink! Item 095, 249 262, 286, 298, 585

Vippeami, indsugning

Skive

Sikringsring

Konisk nng 2/2

Rotationsgiver kompl

Indvendig fjeder

Item no

490

512

524

536

548

573

585

Qty.

4/C

4/C

28/C

28/C

4/C

2/C

4/C

Designation Benaevnelse

Outer spring

Valve spindle, inlet and outlet

Spring

Ball

Spring washer

Bearing bush

Retainer ring

Udvendig fleder

Ventilspindel, inds oguds

Fjeder

Kugle

Fjederskive

Lejebesning

LSsering

S


* = Only available as part of a spare parts kit. Qty./C = Qty./Cylinder Qty./ = QtyJIndlvidual


= Kun tilgasngelig som en del af et reservedelssaet Antal/C = Antal/Cylinder Antal/I = Antal/lndividuelt

98 34 - ESOS

AHYUNDAI - / © i

4 Plate Page 1 (2) Valve Spindles and Valve Gear 50502-06H

L23/30H

286 262 249 237 095 573

See plate 50501

453

524/536

548

585

*) for Stationary

02 38 - ESO

AHYUNDAI -50502-06H Valve Spindles and Valve Gear Plate

Page 2 (2) >

L23/30H

Item no

010

022

034

046

071

083

095

105

117

129

130

178

201

237

249

262

286

298

345

357

441

453

465

477

489

Qty.

2/C

2/C

2/C

2/C

2/C

2/C

4/C

4/C

4/C

2/C

4/C

1/C

1/C

1/C

1/C

4/C

2/C

2/C

1/C

1/C

2/C

2/C

4/C

4/C

4/C

Designation

Valve bridge, compl. incl. item 022,034,046, 071,083,095,105,117. 129 and 130

Valve bridge

Spring

Ball guide

Thrust piece

Thrust screw

Nut

Thrust piece

Circlip

Thrust piece

Spring pin

Rocker arm bracket

Plug

Rocker arm, exhaust, compl. incl. item 095, 249,262,286,298,585

Rocker arm, exhaust

Plug

Thrust piece

Thrust screw

Rocker arm inlet, complete Incl. Item 095,249,262,286,298, 585

Rocker arm, inlet

Disc

Securing ring

Conical ring in 2/2

Rotocap, compl.

Inner spring

Benaevnelse

Ventilbro, komplet inkl Item 022,034,046, 071,083,095,105,117, 129 og 130

Ventilbro

Fjeder

Kuglestyr

Trykstykke

Trykskrue

Matnk

Trykstykke

Fjedemng

Trykstykke

Fjederstift

Buk for vippearm

Prop

Vippeami udst, komplet inkl Item 095,249,262, 286, 298, 585

Vippeami, udstadning

Prop

Trykstrykke

Trykskrue

Vippearm inds , komplet inkl Item 095, 249, 262. 286, 298, 585

Vippearm, indsugning

Skive

Siknngsnng

Konisk nng 2/2

Rotationsgiver, kompl

Indvendig fjeder

Item no


* = Only available as part of a spare parts kit. Qty./C = QtyJCylmder Qty./ = Qty./lndividual

490

512

524

536

548

573

585

597

607

Qty.

4/C

2/C

28/C

28/C

4/C

2/C

4/C

2/C

1/C


Outer spring

Valve spindle, inlet

Spring

Ball

Spring washer

Bearing bush

Retainer ring

Valvespindle, outlet

Rocker arm shaft

Udvendig fleder

Ventilspindel, inds

Fjeder

Kugle

Fjederskive

Lejebosning

Ldsering

Ventilspindel, udst

Aksel for vippearm

Ved bestllling af reservedele, se ogsa side 500 50

= Kun tilgaengelig som en del af et reservedelssaet Antal/C = Antal/Cylinder Antal/I = Antal/lndividuelt

D 9 00 CM

02 38 - ESO

AHYUNDAI - / © I

4 Plate • Page 1 (2) Indicator Valve 50508-01E

L23/30H

s D 9 CO

95.50-ESOS

AHYUNDAI - / ^ ^ 50508-01E Indicator Valve Plate

Page 2 (2) >

L23/30H

Item No

013

025

037

049

Qty.

1/C

3/C

1/C

1/C

Designation Benaevnelse Item No

Connecting piece

Casket

Gasket

Indlcatorvalve

Forbindelsesstykke

Gasket

Gasket

Indikatorventil


X 3


* = Only available as part of a spare parts kit. QtyVC = Qty./Cylinder

Ved bestllling af reservedele se ogsS side 500 50

= Kun tilgffingelig som en del afet reservedelssaet Antal/C = Antal/Cylinder

9550-ESOS

AHYUNDAI - 1 ^ \ Plate

Page 1 (2) Cylinder Head, Top Cover 50510-01H

L23/30H

063

075

o o S

94.22 - ESOS

AHYUNDAr-50510-01H Cylinder Head, Top Cover Plate

Page 2 (2)

L23/30H

Qty. ttem No

014

026

038

051

063

075

087

099

110

122

1/C

1/C

13/C

4/C

1/C

1/C

3/C

3/C

3/C

13/C

Designation

Coaming

Gasket

Screw

Spring pin

Top cover

Gasket

Handle

O-ring

Nut

Washer

Benaavnelse

Karm

Pakning

Skrue

Fjederstift

Topdaeksel

Pakning

Handtag

O-nng

Metnk

Skive

When ordering spare parts, sae also page 500.50.

= Only available as part of a spare parts kit. Qty./C = Qty./Cyllnder

Kam No Oty. Designation BenaBvnelsa

Ved bestllling af reservedele, se ogsd side 500.50.

« Kun tilgaangelig som en del af et reservedelssaat Antal/C = Antal/Cylinder

94 22 - ESOS

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System

Lubncating Oil System


Special Equipment

Driven Machinery


Tools

Final Plan

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

AHYUNDAI -

•[ Index Page 1 (1) Piston, Connecting Rod and Cylinder Liner 506

Description

L23/30H

Piston, Connecting Rod and Cylinder Liner 506 01 (01H)

Worlting Card

Dismounting of Piston and Connecting Rod 506-01.00 (01H) Separation of Pistion and Connecting Rod 506-01.05 (01H) Piston 506-01.10 (01H) Connecting Rod 506-01.15 (01H) Critera for Replacement of Connecting Rod Big-end and Mam Beanng Shells 506-01.16 (01H) Mounting of Piston and Connecting Rod 506-01.20 (01H) Tightening and Check of Connecting Rod Screws 506-01.25 (01H) In-situ Inspection of Connecting Rod Big-end Beanng 506-01.30 (01H) Inspection and Honing of Cylinder Liner 506-01.35 (01H) Replacement of Cylmder Lmer 506-01.40 (01H) Gnnding of Seal Face on Cylinder Liner and Cylinder Head 506-01.45 (01H) Dismounting of Piston and Cylinder Liner at Low Overhaul Heights 506-01.50 (01H)

Plates

*) Piston and Connecting Rod (for 720/750 rpm) *) Piston and Connecting Rod (for 900 rpm) *) Cylinder Liner (for 720/750 rpm) *) Cylinder Liner (for 900 rpm)

50601-01H 50601-02H 50610-01H 50610-02H

ffi I S


96 03 - ESOU

AHYUNDAI -

*

Description Page 1 (1) Piston, Connecting Rod and Cylinder Liner 506.01

Edition 01H

CO

o

o in CN

in X Q 9 CD CM O CO O

L23/30H

Piston

The piston, which is oil-cooied and ofthe monobloc type made of nodular cast iron, is equipped with 3 compression rings and 1 scraper ring.

By use of a combination of compression rings with different barrel-shaped profiles and chrome-plated running surface on all rings, the piston ring pack is optimized for maximum sealing effect and minimum w/ear rate.

The piston has a cooling oil space close to the piston crown and the piston ring zone. The heat transport, and thus the cooling effect are based on the shaker effect arising during the piston movement. Oil from the engine's lubricating oil system is used as cooling oil.

The piston is provided with a turned edge at the top due to the flame ring mounted in the cylinder liner.

Piston Pin

The piston pin isfullyfloating which means that it can turn freely in the pin bosses of the piston as well as in the connecting rod bush. The piston pin is turned in place upwords in axial direction by two circlips (seeger rings).

Connecting Rod

The connecting rod is die-forged. The big-end has an inclined joint in order to facilitate the piston and connecting rod assemblytobewithdrawn up through the cylinder liner. The joint faces on the connecting rod and the bearing cap are serrated to ensure precise location and to prevent relative movement of the parts.

The big-end bearing is of the trimetal type, i.e. steel shells lined with tin-aluminium or lead-bronze coated with a running layer. Designed as plain type or rillentype. The bearing shells are ofthe precision type and are therefore to be fitted without scraping or any other kind of adaption.

The small-end bearing is of the trimetal type and is pressed into the connecting rod.

CylinderLiner

Thecylinderlinerismadeoffine-grained,pearlitecast iron and is fitted in a bore in the engine frame. Replaceable cast iron sealing rings are fitted between the liner and the cylinder head and between the liner and the frame. The liner is clamped by the cylinder head and is guided by a bore at the bottom of the cooling waterspaceoftheengineframe. The linercan thus expand freely downwards, when heated during therunning of the engine. Sealingforthe cooling water is obtained by means of silicone rubber rings which are fitted in grooves machined in the liner.

Thecylinder liner is ofthe socailed "stepped cylinder" type, provided with flame ring inserted in the top of the liner.

96.19-ESOU

AHYUNDAI - 1 ^ \

^

Working Card Page 1 (3) Dismounting of Piston and Connecting Rod 506-01.00

Edition 01H

L23/30H

§

I

Safety precautions:

M Stopped engine M Shut-off starting air M Shut-off cooling water M Shut-off fuel oil M Shut-off cooling oil M Stopped lub. oil circui.

Description:

Dismounting of piston and connecting rod assembly, for inspection and/or overhaul.

Starting position:

Cylinderhead has been dismounted from engine 505-01.00 Crankcase open.

Related procedure:

Separation of piston and connecting nod 506-01.05 Inspection and honing of cylinder liner 506-01.35

•Manpower:


Data:

1 hour 2 men


(Page 500.35) (Page 500.40) (Page 500.45)

Special tools:

Plate no

52006 52006 52006 52006 52006 52010

Item no

021 033 094 224 273 011

Note

2 pieces

80-360 Nm

Tool combination for dismounting of connecting rod screw, see working card 520-01.20.

Hand tools:

Threaded pin M12. Open-end spanner 24 mm. Wire. Scraper or similar. Small adjustable spanner.



96.20 - ESOS

AHYUNDAI -506-01.00

Edition 01H Dismounting of Piston and Connecting Rod. Working Card

Page 2 (3) >

L23/30H

Preparations before Dismounting

1) Clean the upper part ofthe cylinder. If not, the piston may get stuck during removal in the carbon deposited in this area.

a) Turn the piston to the buttom.

b) Place a used piston ring on top ofthe piston.

c) f\/lount the tube (for holding down the cylinder liner during the piston withdrawal) on one of the cylinder head studs, screw on the nut and tighten it slightly.

d) Tumthe piston in top, inorderto push theflame ring out ofthe cylinder by means ofthe piston ring.

Info: It isthe used piston ring which pushes the flame ring out of the cylinder.

2) Remove the gangway, if any installed, in order to improve the access conditions.

3) Tum the crankshaft to bring the crank throw concerned into a position of approx. 50 degrees before TDC.

This position is identifiable by the connecting rod shaft being very close to the cylinder liner shirt, see fig. 1.

4) Clean the threaded hole in the piston top, and mount the eye screw.

5) Mount the tube (for holding down the cylinder liner during the piston withdrawal) on one of the cylinder head studs, screw on the nut and tighten it slightly.

6) Attach a wire rope to the eye bolt by means of ashackle, hook the wireontoatackleandpullthe wire rope tight.

Notel If minor adjustments of the crankthrow position appear necessary for access to the connecting rod screws, the wire rope must be slackened before turning of the crankshaft and tightened up again in the new crank throw position.

s

Fig 1 fi/lounting of tools (placing) Fig 2 Removal of bearing cap

96 20 - ESOS

4 Working Card Page 3 (3)

AHYUNDAI -Dismounting of Piston and Connecting Rod 506-01.00

EdItionOIH

L23/30H

s 9

Fig 3. Removal of upper big-end beanng shell.

Dismounting of Bearing Cap

7) Unload the connecting rod screws and unscrew one of the upper screws.

8) Mount the guide pin for the bearing cap in one of the threaded holes and fit a screwdnver or similar in the hole in the guide pin, and unscrew the screws.

Note! The purpose of the guide pin is to prevent any damage of crank journal, joint faces or bearing surface to occur during dismounting ofthe bearing cap, and to facilitate easy handling when removing the bearing cap from the crankcase.

9) Removethescrewdriverfromtheguidepin,and dismount the bearing cap by sliding it along theguide pin, see fig 2.

10) Remove the guide pin from the connecting rod.

Fig 4 Lift of piston and connecting rod assembly

Dismounting of Upper Big-end Bearing Shell

11)Pull the piston and connecting rod assembly upwards and remove the upper big-end bearing shell, see fig 3.

12) Lift the piston and connecting rod assembly up through the cylinderlinerand out ofthe engine, see fffif 4.

96 20 - ESOS

AHYUNDAI - 1 ^ \

4 Working Card Page 1 (2) Separation of Piston and Connecting Rod 506-01.05

EdItionOIH

L23/30H

B

Safety precautions:

n stopped engine D Shut-off starting air n Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil n Stopped lub. oil circui.

Description:

Separation of piston and connecting rod for inspectionor/and overhaul. Assembly of piston and connecting rod after inspection or/and overhaul.

Starting position:

Piston and connecting rod are dismounted from engine 506-01.00

Related procedure:

Inspection or/and overhaul of piston 506-01.10 Inspection or/and overhaul of connecting rod 506-01.15 Inspection of connecting rod big-end bearing 506-01.16

Special tools:

Plate no item no

52006 021 52006 033 52006 200

Note

Manpower:


Data:

1/4 hour 1 man

Hand tools:

Open-end spanner, 24 mm. Wooden wedge, 2 pieces. Wooden support. Wire.




(Page 500.35) (Page 500.40) (Page 500.45)

95.50 - ESOS

AHYUNDAI-Ys^ 506-01.05

EdItionOIH Separation of Piston and Connecting Rod Working Card

Page 2 (2) >

L23/30H

Landing of Piston and Connecting Rod

1) Land the piston and connecting rod carefully on wooden supports to prevent damage of piston and scraper ring, see fi'g 1.

Separation of Piston and Connecting Rod

6) Take out the securing ring, (seeger circlips), push out the piston pin and lift the connecting rod away.

Fig 1 Landing of Piston and Connecting Rod

2) The bearing cap should be mounted with the screws tightened only byhand, inorderto protect the serrated joint faces during handling of the assembly, see fig 1.

3) Remove the shackle and eye screw from the piston crown, see fig 1.

4) Place the piston and connecting rod assembly in upright position resting on the topface of the piston crown, see fig 2.

Note: Wooden wedges should be used to prevent the connecting rod from swinging out and thus impact the piston skirt during the lifting into upright position.

5) Place a wire around the big-end ofthe connecting rod. Attach a tackle and tighten the wire rope, see fig 2.

Assembly of Piston and Connecting Rod

7) For assemblyof piston and connecting rod, see point 1-6 in reversed order

8) Lubricate the piston pin before assembling.

Fig 2. Removal of Connecting Rod and Piston Pin

in

I CO CM

95 50 - ESOS

AHYUNDAI -

*

Working Card Page 1 (4) Piston 506-01.10

Edition 01H

L23/30H

Safety precautions:

n Stopped engine n Shut-off starting air n Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil n Stopped lub. oil circui.

Description:

Cleaning and inspection of piston. Control of piston ring, scraper ring and ring grooves.

Starting position:

Special tools:


52006 52006 52006

141 153 165

Hand tools:

Tools for cleaning of pistori, steel brush, scraper etc.

Piston has been dismantled from connecting rod

Related procedure:

Mounting of piston and connecting rod

506-01.05

506-01.20

Manpower:


Data:

1/2 hour 1 man




95 50 - ESOS

AHYUNDAI - (S^ 506-01.10

EdItionOIH Piston Working Card

Page 2 (4) >

L23/30H

Removal of Piston Ring

For removal of piston rings, which are to be used again, and for all mounting of rings, only the special ring opener which prevents local over stressing of the rings should be used.

Straps to expand the ring gap or tools working on the same principle must not be used, as this would result in permanent deformation which might cause blow-by or broken rings.

Inspection of Piston

1) Remove the piston and scraper rings.

2) Clean and examine the piston rings to determine if reuse is acceptable, see page 3.

3) Clean the piston on the outside and on the inside.

4) Inspect the piston ring and scraper ring grooves for wear, see page 3.

ffi I 9

95 50 - ESOS

AHYUNDAI - tk&W

4 Working Card Page 3 (4) Piston 506-01.10

EdItionOIH

L23/30H

The piston has to be scrapped if.

A) The wear limit on the testing mandrel is exceeded, see fig IA

or

B) The clearance between the new piston/scraper nng and nng groove is exceeded, see fig 1B

Notel At each piston overhaul:

- The piston and scraper ring must be exchanged.

- The cyUnder liner must be honed according to the instructions.

Piston nng 1

Piston nng 2

Piston nng 3

Scraper nng

Piston and oil scraper nng Nominals\ze

New 40mm

New 4 0 mm

New 4 0 mm

New 7 0 mm

New ring grooves

Tolerances

40™„«»

«°™«M

^0-12^8

Ring grooves Max wear limit

4 43 mm

4 43 mm

4 43 mm

7 43 mm

Table 1 Nominal size, new nng groove tolerance and wear limit for nng grooves

A) Testing Mandrel for Ring Grooves

If the wear limit (2 mm mark) on the testing mandrel is exceeded, the specified max wear limits are exceeded, and the piston must be scrapped

Wear limit line.

The handle is marked with the nominal size.

B) Clearance Ring/Groove

^ + 0 45 mm

^ ' Maximum vertical clearance between new piston ring/scraper nng and nng groove: 0.45 mm.

I

Fig 1 Wear limits for ring grooves.

95 50 - ESOS

AHYUNDAI - rSSK 506-01.10

EdItionOIH Piston Working Card

Page 4 (4) 4 L23/30H

Position of Piston and Scraper Rings

Piston Ring No 1: marked with ident. No "top 881500-3" or "0946".



Scraper ring: marked with ident. No "top 881503-9" or "0120".

Marking of Piston and Scraper Rings

Marking

Identification marks to face upwards against the piston crown when mounted

Note! The marking may include other figures than mentioned above, for instance trade mark and production codes.

I

9550-ESOS

AHYUNDAI - ' M A M ' BBMf

^

Working Card Page 1 (4) Connecting Rod 506-01.15

Edition 01H

L23/30H

?

s 9

Safety precautions:


Description:

Cleaning, inspection and test measurement of connecting rod.

Starting position:

Connecting rod has been dismantled from piston

Related procedure:

Mounting of piston and connecting rod

506-01.05

Special tools:

Plate no

52006 52006

Item no

273 618

Note

80-360 Nm 225-250 Nm

Hand tools:

Inside micrometer (195 mm). Feeler gauge 0.15-0.20 mm.

506-01.20

Manpower:


Data:

1/2 hour 1 man


(Page 500.35) (Page 500.40) (Page 500.45)


Plate no Item no Qty /

95 50 - ESOS

AHYUNDAI -506-01.15

Edition 01H Connecting Rod Working Card

Page 2 (4) 4 L23/30H

Cleaning of Connecting Rod

1 . Clean all machined surfaces on the connecting rod.

2. Degrease the serrated jointfaces, tapped holes and connecting rod screws with a volatile solvent and blow dry with working air.

Visual Inspection of Serrated Faces

3. Inspect the serrated jointfaces.

Damages, in the form of visible wear marks and pittings or even cracks, may be in the serration due to relative movements between the surfaces.

Wear marks and cracks are visible, but not perceptible with a fingernail. Pittings and impact marks are both visible and perceptible.

Note! [Handle the connecting rod with care. In case of damaged serration caused by improper handling, the bearing cap can no longer be tig htened to the connecting rod without ovalness of the big-end bore.

4. Register observed damages in the scheme "Connecting Rod Inspection" for historic use only. See page 4.

5. Carefully smooth single raised spots in the serration caused by pitting and impact marks with a filesmall.

Inspection ofConnecting Rod Screws

6. Inspectthe connecting rod screws for seizures in the threads and pittings on the contact surfaces of thescrewheads.

7. Turn the connecting rod screws into bottom position in the threaded screw holes by hand.

If screws

have seizures in threads or pittings on contact surface

cannot be turned into bottom position by hand

Then

Renew the screws

Renew the screws

Measurement of Big-end Bore

For check of ovalness the bearing cap has to be mounted onto the big-end bore without bearing shells.

Note If The ident. No on the connecting rod and the bearing cap must always be the same, see fig 3.

8. Mount the bearing cap onto the connecting rod

A

t N

NJ Fig. 1 Point of measurement

by means of the connecting rod screws.

9. Tighten the screws with the prescribed torque, see working card 506-01.25.

10. Measure five different diameters in the middle ofthe boring, see fig 1.

11. Register the measurements in the scheme "Connecting Rod Inspection". Seepage4.

12. Calculate the maximum ovalness as the difference between biggest and smallest diameter measured.

13. Check if maximum ovalness is exceeded, see page 500.35.

X S 9

95 50 - ESOS

AHYUNDAI -

4 Working Card Page 3 (4) Connecting Rod 506-01.15

Edition 01H

L23/30H

If

Maximum ovalness is exceeded

Maximum ovalness is not exceeded

Then

Renew the complete connecting rod, screws and bearing shells.

Reuse the connecting rod

Example of Measurement Results

Connecting Rod Inspection for L23/30H

Conn«l«0 roi, idwrf r

RMwng h n n fa. Konn.ekng rod

O n h o n M r b.twnt, mnJmax.

Condlon c4 •wrMon

NDIa 1 The inml no on tw CDA-nactns roil and on Ihe bMnng (MP mue, Bhkeye be t n ewno

"^^T" -2.0 -1.5 *5.0 •3.0 "To-

DSST

• » « . - .

Ttr -7,0

mi • 5,5 + 3.5

D ~

DSC-

Remeoi*.

to be rejected

F(g 2 "(Annealing Rod Inspection"

The example, see ffg 2, shows measurements and damage observations for two connecting rods on the scheme "Connecting Rod Inspection" (in case the specified maximum ovalness is exceeded, contact MAN B&W Diesel A/S, Holeby for overhaul).

For connecting rod No 1 the maximum ovalness is 0.07 mm and thus reuse is acceptable.

For connecting rod No 2 the maximum ovalness is

0.125mm and therefore the connecting rod is rejected.

Inspection ofConnecting Rod Bush

1. Inspect the surface of the piston pin and the connecting rod bush.

2. Measure the clearance between the piston pin and bush.

3. Check if max clearance is exceeded, see page 500.35.

If the specified clearance is exceeded, contact MAN B&W Diesel A/S, Holeby for replacement.

Inspection of Bearing Shells for Big-end

Criteria for replacement of connecting rod big-end bearing, see working card506-01.16.

Connecting rod Ident No

Fig 3

95.50 - ESOS

I

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X

•D

"O

o

d>

o 0) c c o o

• " o

o I o "

CO

CM

zt 80 W/0SZSH/a0-e2080

Connecting Rod Inspection for L23/30H

Cylinder no

Connecting rod ident no.

Running hours (or connecbng rod

0.01 mm 1/100 mm

Nominal diameter 0195 mm

Ovalness DiH t>etween mm /max

Condition ol serration

Tightening for measurement see instruction.

Serration

Connecting rod Ident No.

Note) The Ident. No. on the connecting rod and on the tjearing cap must always be the same.

Serration OK

Wear Cracks Corrosion/ Pitting Impact mark

Remarks:

Serration OK

Wear Cracks Corrosion/ Pittng Impact mark

Remarks:

Plant/Ship-

Engine No.

Sign.

D

Serration OK

Wear Cracks Corrosion/ Pitting Impact rrurk

D

Remarks:

Serration OK


D

Remarks-

Serration OK


D Reinarks'

Engine Type:

Running Hours

w o w

S i n cn

Insp. Date:

Serration OK


Remarks'

Serration OK


Remarks-

Serration OK


Remarks-

AHYUNDAI - M A N '

Worwng Card Page 1 (8)

Criteria for Replacement of Connecting Rod Big-end and Main Bearing Shells 506-01.16

EdItionOIH

L23/30H

Safety precautions:

n Stopped engine n Shut-off starting air n Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil n Stopped lub. oil circui.

Oescription:

inspection of bearing shells.

Starting position:

Bearing shells removed from engine: Big-end bearing, 506-01.00 and 506-01.30

Main bearing, 510-01.05 Guide bearing, 510-01.10

Related procedure:

Mounting af bearing shells: Big-end bearing, 506-01.20 and 506-01.30 Main bearing, 510-01.05 Guide bearing, 510-01.10

Man power:

Working time 1/4 Hour Capacity 1 man

Data:

Data for pressure .nd tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)

Special tools:

Plate no Item no Note.

Hand tools:

Magnifier (x30).


Plate no Item no Qty./

91 07 - ESOS-G

AHYUNDAI -506-01.16

EdItionOIH

Criteria for Repiacement of Connecting Rod Big-end and Main Bearing Shells


L23/30H

This paper gives information about the evaluation of the connecting rod big-end and main bearing shells when wear appears on the mnmng surface under normal operating conditions

Beanng damages caused by incon-ect mnning conditions, like

- Sconng of the mnning surface due to foreign particles in the lubricating oil

- Cavitation - Corrosion - Overloading, overheating a s o

are not described in this paper

In these cases the beanng shells must be exchanged, of course, and in order to avoid further beanng failures, the cause of the failure must be found and eliminated

Wear of the beanngs mnning surface starts pnmanly in the soft overiay, where the overiay in the slots is reduced approx 0 001mm The difference between the light-alloy metal and the overlay is by further wear almost constant, i e approx 0 005 mm

The gravity of the mnning surface's wear must be determined with a magnifier (x30), hereby the overlay can be seen as the dari< area and the light-alloy metal as the light area

The ratio between the width of the light-alloy metal and the width of the slot as well as the dimension of the wom area are important for determining the wear of the bearmg

The beanng can also operate although part of the overlay is missing in the slots Practice has shown, that beanngs with partly empty slots can mn without any negative influence on the operation of the bearing

Overlay (-75%)

Light metal (-25%)

Nickel strike (max 5%)

Fig I Running surface of the beanng shell

By determining the condition ofthe beanng shell the overiay at a minor stressed area must be used as comparison

The valuation ofthe beanng shell condition is divided into 5 groups

1. Re-use 2. Limiting case - wear 3. Limiting case - local levelling 4. Limiting case - permanent breakage on the

overiay 5. Empty slots

In case of a combination of the above mentioned conditions, the lowest possible limits are valid

A new bearing shell has a mnning surtace with approx 75 % galvanic overlay and approx 25 % light-alloy metal, see fig 1

91 07 ESOS G

AHYUNDAI - 1 ^ \ Working Card

Page 3 (8) Criteria for Repiacement of

Connecting Rod Big-end and Main Bearing Shells 506-01.16

EdItionOIH

L23/30H

1.1. Bearing Shells for Re-use.

Condition: The slot geometry corresponds to a new beanng shell The overiay in the slots is fully preserved, see fig 2

Dari< spots are mainly oil coke remains.

Valuation: The ratio between light-alloy metal and overiay is 75 % to 25 % Re-use!


Condition- The overlay is equally worn, apprcx. 0.005 mm in the sluts. The light-alloy strips show no wear, see fig 3.

Dari< spots are mainly oil coke remains.

Valuation. Due to worn mnning surface the light-alloy stnps are slightly widened. Re-use!

Fig 2 Fig 3

91 07 • ESOS-G

AHYUNDAI - / S ^ 506-01.16

EdibonOIH

Criteria for Replacement of Connecting Rod Big-end and Main Bearing Shells


•

L23/30H


Condition Small particles all ove'-the overlay The light-alloy metal shows no changes of importance, see fig 4.

Valuation: Re-use of the shell, as the particles are wedged in the slots


Condition The overlay has been dragged and smudged over the light-alloy metal These are only partly visible, see fig 5

Valuation Re-use of the shell

Fig 4 Fig 5

91 07-ESOS G

AHYUNDAI - tk^ Working Card

Page 5 (8) Criteria for Replacement of


EdibonOIH

L23/30H

2. Limiting Case - Wear

Fig 6

Condition: The bearing shell is locally so worn, that the ratio between the light-alloy metal and the overlay IS 1:1, see fig 6. The width of the light-alloy metal has increased from 100 % (new bearing shell) up to 175 %. In the slots some overiay is still left, see fig 7

Valuation: The beanng can operate with wear of the below listed size, see fig 8 og 9. If the wear linr.its are exceeded the beanng shells must be exchanged due to safety precausions

• — •

D

'

•

D

i ~

X

X <» CO . _

E o

0 .-•'

•:

0

Fig 8

max. 60%

of width

_ : " u

1

1 1

1

5? o CO

i E

i

r

<D

O

i

'

'—i

'

Fig 7 Fig 9

91 07 ESOS G

AHYUNDAI - 1 ^ \ 506-01.16

Editon 01H



L23/30H

3. Limit Case - Levelling

Condition The slots are locally totally levelled as shown in fig 10

Valuation if the limits shown in fig 11 and 12 are exceeded the beanng shells must be exchanged

Fig 10

max 10% of width or

max 5 mm

r^

43-

Fig 12

max 10% of width

i

•

1

i — D _

Lt rr

rjS in

X ra E

c 0) X 0)

o

Fig ft

91 07 ESOS G


Page 7 (8) Criteria for Replacement of


Edition 01H

L23/30H

4. Limit Case - Permanent Breakage of the Running Surface

Condition: Breakage in the overlay due to local overload, as shown in fig 13 and 14.

Fig 13

Valuation: If the limits as shown below in fig 15 and 16 below are exceeded wrth totally or partially empty slots, the bearing shells must be exchanged.

Fig 15

max. 60%

of width ' 1 u

n —-' _,

1 5? o CO

X CO

E

c 0) X

o

-i

« — • •

• >

I M - J

^

max 10% of width or

max 10 mm

tr

-a Fig 14 Fig 16

91 07 - ESOS G

AHYUNDAI - 1 ^ \ 506-01.16

EdibonOIH



L23/30H

5. Limit Case - Empty Slots

Condition In some areas there is no overiay in the slots, see fig 17

Valuation If the limits shown in the below fig 18 and 19, are exceeded, the beanng shells must be exchanged

Fig 17

max 30% ot width

1 1

_ a _

Q)

o

in

ra E

r — 1

max 10% of widtfi or

max 5 mm

F=CT

Fig 19

Fig 18

91 07 ESOS G

AHYUNDAI -

• Working Card

Page 1 (4) Mounting of Piston and Connecting Rod 506-01.20 EdItionOIH

L23/30H

CM

in X a 9

Safety precautions:

M Stopped engine M Shut-off starting air M Shut-off cooling water m Shut-off fuel oil M Shut-off cooling oil M Stopped lub. oil circui.

Description:

Mounting of piston and connecting rod assembly, after overhaul and/or inspection.

Starting position:

Piston mounted on the connecting rod, crankshaft turned in the right position and the cylinder liner is OK, see working card 506-01.35.

Related procedure:

Tightening of connecting rod screws Mounting of cylinder head

506-01.25 505-01.40

Manpower:


Data:

1 1/2 hours 2 men


(Page 500.35) (Page 500.40) (Page 500.45)

Special tools:

Plate no

52006 52006 52006 52006 52006

Item no

021 033 116 141 224

Note

Hand tools:

Open-end spanner24 mm. Clean lubricating oil.



50601 50601 50601 50601

093 103 115 127

1/cyl 1/cyl 1/cyl 1/cyl

95 50 - ESOS

AHYUNDAI - M A N '


Mounting of Piston and Connecting Rod Working Card Page 2 (4) P

L23/30H

Mounting of Tools

1) Mount the lifting device comprising eye screw, shackle and wire rope on the piston.

2) Lift up the piston and connecting rod and mount the piston and scraper rings, see point 14, and working card 506-01.10.

3) Remove the backstop for cylinder liner and place the piston guide ring on top ofthe cylinder liner, see fig 1.

Note: A crank throw position of approx 50 degrees before TDC will ensure this and also be suitable tor the further mounting procedure.

Mounting of Big-end Bearing

6) Lower the piston further down, lubricate the ends of the bearing shells (as in fig. 2) with copaslip, molycote pasta or similar and mount the upper shell ofthe big-end bearing.

Fig 1

Fig 2

Lowering of Piston and Connecting Rod

4) When the piston approaches the guide ring, stop the lowering, coatguide ring, piston, piston rings and scraper ring, with clean lubricating oil in order to minimize friction during the subsequent lowering of the assembly.

5) Make sure that the crank throw is in a position allowing the connecting rod to go clear of both crank journal and cylinder liner skirtduring further lowering.

7) Coat the crankjournal with clean lubricating oil.

8) Lowerthe piston and connecting rod slowly into correct landing on the journal.

During this the connecting rod must beguided by hand to ensure correct approach and landing on the journal, see fig 3.

s 9 CD

g

95.50 - ESOS

AHYUNDAI - 1 ^ \

4 Working Card Page 3 (4) Mounting of Piston and Connecting Rod 506-01.20

Edition 01H

^

/

\

\ \

)

1 f

^

wm

II 4«\.

--r\ VT"'""

^ ^n ^ v-d t " - - r "t

~ \

n 7\ \ '_

m ' ' ^"

)

\

• /

Fig 3.

Mounting of Bearing Cap

9) Mount the bearing capwith inserted lowershell ofthe big-end bearing, using the guide pin, see fig 4.

X S

Con. Rod - ident No

L23/30H

Note: The ident. No. on the connecting rod and on the bearing cap must always be the same, see fig 4.

10) Lubricate threads and contact face of the connecting rod screws with copaslip, molycote pasta or similar.

11) Mount the screws and tighten them slightly using an open end spanner.

12) Slackenthetackleanddismounttheeyescrew/ shackle from the piston.

Fig 5.

Tightening ofConnecting Rod Screws

13) Tighten the screws according to Tightening Procedure for Connecting Rod Screws", see ivor/c/ng card 506-01.25.

Fitting of Piston and Scraper Rings

14)- Piston rings should only be removed from and fitted to the piston by the use of a special tool, the socailed piston ring opener.

Fig 4

95 50 - ESOS

AHYUNDAI -506-01.20

Edition 01H Mounting of Piston and Connecting Rod Working Card

Page 4 (4) >

L23/30H

•If the rings are opened furtherthan necessary there is a risk of overstressing, which means that rings will become permanently distorted and will not confirm to the inner mnning surface ofthe cylinder.

The piston rings should be installed with the identification mark, which is stamped into the ring close to the ring joints, facing upwords, see working card 506-01.10 "Piston".

Joint pin for coil spring^ Joint coil spring to be

^placed opposite to ring joint

^/^

\ Ring joint

Before fitting the coil spring loaded scraper rirjg, the coil spring is dismantled from the ring by removal of the joint pin. The coil spring is placed and assembled in the ring groove. Then the scraper ring isfitted in the groove in such a way that the ring joint is approximately 180° offset to the spring joint.

Ascertain correct assembling by checking the back clearance.The back clearance is sufficient when the faceofthering is below thegrooveedge when the ring is pressed against the bottom of the groove.

When installed on the piston the rings should be pushed back and forth in the grooves to make sure that they can move freely. It is also advisable to i nsert a feeler gauge of adequate thickness between ring and groove.

Adequate clearance is present so the feeler gauge can be moved all the way round.

To prevent gas leakage through coinciding ring joints the piston rings should be turned into positions offsetting the ring joint 180° to each other.

Fig 6.

95 50 - ESOS

AHYUNDAI -

• [ Woridng Card Page 1 (3) Tightening and Check of Connecting Rod Screws 506-01.25

EdHionOIH

L23/30H

i

Safety precautions:

B Stopped engine B Shut-off starting air n Shut-off cooling water D Shut-off fuel oil D Shut-oft cooling oil B Stopped lub. oil circui.

Description:

Tightening procedure for connecting rod screws. Check of connecting rod screws, tightening condition.

Starting position:

Piston, connecting rod. bearing shells and bearing cap preassembled 506-01.20

Related procedure:

Manpower:

Working time 1/2 hour Capacity 2 men

Data:


Special tools:


52006 273 80 - 360 Nm

Tool combinations for tightening of connecting rod screws, see wori^ing card 520-01.20.

Hand tools:

Open-end spanner. 24 mm.



95.50 - ESOS

AHYUNDAI-506-01.25

Edition 01H Tightening and Check of Connecting Rod Screws Workmg Card

Page 2 (3) >

L23/30H

Tool combinations for tightening of connecting rod screws, see wod<ing card 520-01.20.

Tightening of Connecting Rod Screws

1st Step:

Tightening the screws in tightening order, illustrated in fig 1, using an initial torque of 250 Nm.

Fig1.

2nd Step:

Once nrwre, tightening the screws in prescribed tightening order, still using a torque of 250 Nm.

3rd Step:

Mark the four screws and the bearing cap f elt-tippen, illustrated in fig 2.

Tightening order by tuming through a 60° ± 2° angle, i.e. until the marks on the screw collar and the connecting rod coinckJe radially.

k«

Mart< on beanng cap

Mark on screw collar

Fig 2

4th Step:

Check the screw tightening in prescribed order using a torque of 325 Nm.

Proper tightening condition is present, if the screws are not turned further during this test.

5th Step:

Check that the bearing can easily be moved on the journal.

Check of Connecting Rod Screws, Tightening Condition:

Check of the tightening condition of connecting rod screws has to be executed within a short mnning period after remounting/mounting of the connecting rod.

This check can be fulfilled after only a few mnning hours at max. rpm at full load, but has to be fulfilled not later than 200 mnning hours after starting-up.

The tightening conditton is checked wrth a torque af 325 Nm. executed in prescribed screw tightening order, see fig 1.

Proper tightening condrtion is present, if the screws are not tumed further during the test.

^

95 50 - ESOS

AHYUNDAI -

•[ Working Card Page 3 (3) Tightening and Check of Connecting Rod Screws 506-01.25

Editk>n01H

In orderto ensure observation of any movement, the screws and the connecting rod should be applied wrth coinciding f IR-pen marks priorto the test, see fig 3.

Coinctdng mark on bearing cap

Mark on screw collar

L23/30H

Any tuming of the screws during the 325 Nm test indicates insufficient tightening condrtton. and in this case the big-end assennbly has to be dismantled and investigated for evaluation and correctton of failure.

As part of recommended overhaul and routine work, the tightening condrtion of connecting rod screws should also be checked, at certain running hours intervals, see page 500.24.

Fig 3.

Fig 4.

o

95 50 - ESOS

AHYUNDAI - ts^ Worthing Card

Page 1 (3) In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30 EditionOIH

L23/30H

Safety precautions:

B Stopped engine B Shut-off starting air n Shut-off cooling water B Shut-off fuel oil B Shut-off cooling oil B Stopped lub. oil circui.

Description:

In-situ inspection and/or replacement of connecting rod big-end bearing, dismounting and mounting.

Starting position:

Fuel injection valve dismounted, 514-01.10 Crankcase open Top cover for cylinder head removed.

Related procedure:

Inspection of connecting rod big-en • bearing 506-01.16 Tighte.'ing and check of connecting rodscews 506-01.25

Manpower:

Wori<ingtime : 11/2 hours Capacity 1 man

Data:


Special tools:


52006 070 52006 224 52006 273 80-360 Nm

Tool combination for tightening of connecting rod screw, see wod<ing card 520-01.20.

Hand tools:

Open-end spanner 24 mm.

"



96 30 - ESOS

AHYUNDAI - / ® ^ 506-01.30

EdItionOIH In-situ Inspection of Connecting Rod Big-end Bearing Working Card

Page 2 (3)

L23/30H

Turning the Piston In Correct Position

1) Tum the crankshaft into a position allowing the connecting rod to be losened.

2) Tum the crankshaft in a posrtion allowing the connecting rod beanng cap to be dismounted,see//g 1.

Figl Fig 2

Dismounting of Bearing Cap

3) Remove the fuel injector.

4) Insert the long-eye bort and screw rt into the thread hole in the piston, see fig 2.

5) Tighten rt slightly by means of a tackle, see fig 2.

Removal of Bearing Shells

6) Dismount the beanng cap and bearing shell. For use of guide pin, see working card 506-01.00.

7) Lrtt the piston/connecting rod from the bearing journal

Note: the piston/connecting rod should be lifted further then, just to allow dismounting of the upper bearing shell, see fig 2.

Inspection of Bearing Shells

8) Inspect the bearing shells, see working card 506-01.16.

§

96 30 • ESOS

AHYUNDAI - tk&W

4 Working Card Page 3 (3) In-situ Inspection of Connecting Rod Big-end Bearing 506-01.30

Edit»n01H

Fig 3

Cleaning of Components before Mounting.

9) Clean all components, see working card 506-01.20.

Mounting of Upper Bearing Shells

10) The bearing shell is placed in the bore, the contact surfaces of the shells to be in parallel to the contact surface ofthe connecting rod andthe bearing cap respectively.

L23/30H

11) Ascertain that the crank throw concemed is in a posrtion of approx 50 degrees before TDC.

12) Coat the journal wrth clean lubricating oil and towerthe piston and connecting rod assembly slowly into con-ect landing on the journal.

While towering the connecting rod, rt must be guided by hand to ensure a correct approach and landing on the journal, see fig 4.

13) Lubricate the ends of the bearing shells (as in fig 2) wrth copaslip, molycote or simular.

Mounting of Bearing Cap

14) Mount the bearing cap wrth inserted lower big-end bearing shell, using the guide pin.

15) Lubricate threads and contact face of the connecting rod screws wrth copaslip or similar.

16) Mount the screws and tighten them slightly using an open-end spanner.

17) Slacken the tackle and dismount the eye screw from the piston crown.

Tightening of Connecting Rod Screws

18) Tighten the screws according to "Tightening Procedure for Connecting Rod Screw", see working card 506-01.25

96 30 - ESOS

AHYUNDAI - 1 ^ ^ Working Card

Page 1 (4) Inspection and Honing of Cylinder Liner 506-01.35 EditionOIH

L23/30H

Safety precautions:

B Stopped engine B Shut-off starting air B Shut-off cooling water B Shut-off fuel oil B Shut-off cooling oil B Stopped lub. oil circui.

Description:

Inspection and honing of cylinder liner with honing brush.

Starting position:

Piston and connecting rod is removed 506-01.00

Related procedure:

Mounting of piston and connecting rod Replacement of cylinder liner Grinding of seal face on cylinder head and cylinder liner

Special tools:

Plate no

52006 52006 52006

Item no

488 511 606

Note

275-300 mm

Hand tools:

Drilling machine 60-180 rpm. Honing oil. Gas oil.

506-01.20 506-01.40

506-01.45

Manpower:


Data:

1/2 hour 1 man




96 04 - ESOS

AHYUNDAI- M A N '

506-01.35 Edition 01H

Inspection and Honing of Cylinder Liner Working Card Page 2 (4) p

L23/30H

Measurement of Cylinder Diameter

While the piston is removed from the cylinder, the latter is measured to record the wear. The measurements are taken by means of an inside micrometer, wrth measuring points at TDC-position for uppermost piston ring, halfway down and at the bottom of the cylinder liner, see fig 1 and page 4.

Figl.

The measurements should normally be taken in transverse as well as in longitudinal direction.

When measuring, take care that the measuring tool has the approximately same temperature as the liner. When the wear of a cylinder liner exceeds the value indicated on page500.35, i.e. when rt becomes too troublesome to maintain satisfactory service condrtions, the cylinder liner in question should be exchanged.

Honing the Cylinder Liner

The renovation can be made either with dismantled liner in the workshop or with liner mounted in the engine frame and by the use ofthe belonging funnel.

Prior to honing, deposits of coke and possible wear edges in the top of the liner must be removed by scraping.

If the cylinder is of the flame ring type, the used flame ring has to be cleaned in water. Subsequently, the flame ring is remounted in the cylinder before carrying out the honing process.

Note: After the honing process has taken place the used flame ring is discarded. A new flame ring is always mounted in the cylinder when replacing a piston ring.

80-160 rpm

Fig 2.

The honing is made by means of a flex-honer with fineness grains 80-120. A revolution speed between 80 and 160 rpm is chosen.

5

96.04 - ESOS

AHYUNDAI -1

Working Card page 3 (4) Inspection and Honing of Cylinder Liner 506-01.35

EdittonOIH

L23/30H

In order to achieve the required angle between the honing grooves, see fig 2, the vertical speed is adjusted to about 1 m/sec. which corresponds to about 2 sec. for one double movement (the flex-honer is led from below up and down in 2 sec.)

The procedure is to be continued until the cylinder wall is covered by honing grooves and the surface has a slight matt appearance without any signs of glaze.

During the honing it is important to lubricate freely with honing oil or cutting oil.

After the honing, the liner is carefully cleaned with gas oil. Make sure that all abrasive particles have been removed.

Fig 3.

a o

96.04 - ESOS

31 XO

I

i >

X

C D ' * C <D

T: to

I"

0>

c

0) •o c

• «••

o o O)

c "E o I T3 C (0 -c o •3 O a. (0 c

21 80 t /OSeSH/QO ucoao

IO

r- o

91 gs

o CO CO CM

Measurement OT uyimaer Liner

Plant

Cyl. No.

Cyl.llner ident.No.

Running tiours

1 K CO

ID

1

i

\ a

i

•n S - « 1-^

c '

» •

L e n g t

' w i s e

C r 0 s s w i s e

A

B

C

A

B

C

Liner temp.

"C

1 2

Engine type

Engine No.

Running tiours

Fuel

3 4 5 6

Report No.

End. No.

Insp. date

Sign.

7 8

Remarks...

w o w UJ

(J)

AHYUNDAI -Woridng Card

Page 1 (2) Replacement of Cylinder Liner 506-01.40 EditionOIH

L23/30H

Safety precautions:

• Stopped engine B Shut-off starting air • Shut-off cooling water • Shut-off fuel oil • Shut-off cooling oil B Stopped lub. oil circui.

Description:

Replacement of cylinder liner

Starting position:

Cylinder head and piston/connecting rod dis-mantled,wori<ing card 505-01.00 and 506-01.00.

Related procedure:

Mounting of piston and connecting rod 506-01.20 Grinding of seal face on cylinder head and cylinder liner 506-01.45

Manpower:

Working time 11/2 hours Capacity 2 men

Data:


Special tools:

Plate no Item no

52006 452

Hand tools:

Adjustable spanner.

Note



50610 079 50610 031 50610 043

See also plate 50610.

8/cyl 1/cyl 2/cyl

96 27 -ESOS

AHYUNDAI - is A N

^

506-01.40 EditionOIH

Replacement of Cylinder Liner Wortang Card Page 2 (2)

L23/30H

Dismounting of Cylinder Liner

1) Prior to mounting of the lifting tool and dismounting from the frame, it must be ensured thatthe liner and frame have been mari<ed to match, for the sake of a possible remounting of the liner, see fig 1.

Hole for ciiarging air

OO ZK o o ^ 1

Hole tor roller guide tiouse

Marking scratch frame

Marking scratch liner

••/ffl

2) t ount the lifting tool as shown, see fig 2.

3) Turn the lifting eye nut to pull out the liner until the upper edge of the liner lie aligned against the copper protecting pieces of the cross bar

4) Attach a tackle hook to the eye nut or the wire and the cross bar, and lift the liner out from the engine frame and put it down onto wooden supports.

5) Clean all parts and inspect for damage and wear according to the description. For measurement of cylinder liner, see wortiing card 506-01.35.

Fig 2

Mounting of Cylinder Liner

6) Gheck that the sealing surfaces on engine frame, cylinder liner, and sealing rings are perfectly clean.

7) Mount the lifting tool, attach a tackle hook to the eye nut or to the wire in the cross bar and lift the liner

8) Check that the O-ring grooves are clean. Mount the O-rings and lubricate with a little oil.

9) Lower the cylinder liner carefully into the engine frame.

When fhe first O-ring touches the sealing face, align the liner so that the scratch mark on the liner flange points to the scratch mari< on the frame as illustrated.

10) Mount the piston/connecting rod and cylinder head according to working card 506-01.20 and 505-01.40.

96 27 • ESOS


Page 1 (2)

Grinding of Seal Face on Cylinder Liner and Cylinder Head


L23/30H

Safety precautions:

B Stopped engine H Shut-off starting air • Shut-off cooling water • Shut-off fuel oil B Shut-off cooling oil B Stopped lub. oil circui.

Description:

Grinding ofseal face on cylinderliner and cylinder head by hand with grinding tools and grinding pasta.

Starting position:

Cylinder head has been removed from the engine 505-01.00 Cooling water guide jacket removed.

Related procedure:

Mounting of cylinder head 505-01.40

Man power:


Data:

1 hour 1 man


Special tools:

Plate no. Item no.

52005 205

Note.

Hand tools:

Grinding pasta.



50610 031 1/cyl.

95 50 - ESOS-G

AHYUNDAI -506-01.45

EditionOIH

Grinding of Seal Face on Cylinder Liner and Cylinder Head


L23/30H

Note! The grinding tool is used for both grinding the groove in the liner flange (1) and the sealing surface on the cylinder head (2), see Fig 1.

r 1

Grinding tool

^ ,

Fig 1

Grinding

1) Loosen the sealing ring in liner flange and take it out.

2) Face-grind the sealing grooves in the cylinder liner flange, see Fig 2, and the sealing surface on the cylinderhead, see F/g 3, with the use of grinding pasta and the grinding tool.

Fig 3

3) After grinding, remove all traces of abrasives and grinding compound.

4) When having ground the contact faces, it must be observed that the gap between cylinder head and liner is no less than 0.5 mm, i.e. the difference between measurements y and z must not be less than 0.5 mm, see Fig 4.

Fig 2

To do so, move the tool back and forth and lift it out from time to time to allow the grinding compound to distnbute evenly.

Fig 4

95 50 - ESOS-G


Page 1 (2) Dismantling of Piston and Cylinder Liner

at Low Overhaul Heights 506-01.50

EditionOIH

L23/30H

Safety precautions:


Description:

Dismounting of piston, connecting rod and cylinder liner for inspection and/or overhaul.

Starting position:

Cylinder head has been dismounting from the engine. Crankcase open.

Related procedure:

Separation of piston and connecting rod. Inspection and honing of cylinder liner.

Manpower:


Data:

I'A hours 2 men


(Page 500.35) (Page 500.40) (Page 500.45)

Special tools:

Plate no

52050 52006 52006 52006 52006 52010

Item no

057 094 224 285 011

Note

2 pieces

If necessary

Tool combination for dismounting of connecting rod screw, 520-01.20

Hand tools:

Inside micrometer (195 mm). Feeler gauge 0.15- 0.20 mm.



95.50 - ESOS-G

AHYUNDAI - ^S^ 506-01.50

Edition 01H

Dismantling of Piston and Cylinder Liner at Low Overhaul Heights


L23/30H

Dismantling of Piston at Low Overhaul Heights

1) Lift up the piston and the connecting rod through the cylinder liner until the piston is clear of the liner.

2) Mount the collar on the connecting rod, see plate 52050, item no 045.

3) Place the piston with the collar on the cylinder liner.

4) Mount pull-lifts on the collar.

If

the overhaul height is too low to pull out piston and connecting rod in one piece.

the overhaul height is sufficient to pull out the piston and the connecting rod in one piece.

Then

dismount the piston from the connecting rod, remove the piston and pull out the connecting rod by the pull-lifts.

remove the piston and connecting rod by means of the pull-lifts.

Dismantling of Cylinder Liner at Low Overhaul Heights

1) Mount the normal lifting tool for cylinder liners.

2) Carefully pull the cylinder liner half-way out of the frame.

3) Mount a special lifting tool for cylinder liners at low overhaul heights, see plate 52050, item no 033.

4) Attach pull-lifts on the lifting tool forthe cylinder liner, see plate 52050, item no 033.

5) Take out the liner over the camshaft side.

I S 9

95.50 - ESOS-G

Plate Page 1 (2)

AHYUNDAI -Piston and Connecting Rod 50601-01H

L23/30H 720/750 RPM

i in X CM

97.05-ESOS

AHYUNDAI - / B ^ 50601-01H Piston and Connecting Rod Plate

Page 2 (2)

L23/30H 720/750 RPM

Item 1 No.

019

020*

032

044*

056

068

081

093

103

115

127

139

140*

152

Qty.

1/C

4/C

2yc

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

4/C

Designation

Piston pin incl. item No 020

Socket screw

Retaining ring

Plug screw

Bush for connecting rod

Connecting rod Incl. Item Nos 044,056,152,140

Piston

Piston ring

Piston ring

Piston ring

Oil scraper ring

Connecting rod bearing 2/2

Plug screw

Screw for connecting rod

Bensevnelse

Stempelpindinkl. pos. nr. 020

Kraterskrue

Sikringsring

Propskrue

Plejlstangs-basning

PlejIstanginkI pos. nr, 044,056,152,140

Stempel

Stempelring

Stempelring

Stempelring

Olieskrabering

Plejlstangs-leie2/2

Propskoie

Plejlstangs-skrue

Item No. Qty. Designation Benaevnelse


* = Only available as part of a spare parts kit. Qty./C = Qty./Cyllnder

Ved bestllling af reservedele, se ogsS side 500.50

= Kun tilgaengelig som en del afet reservedelssaet Antal/C = Antal/Cylinder

97.05-ESOS

AHYUNDAI - Btt&MW

Plate Page 1 (2) Piston and Connecting Rod 50601-02H

L23/30H 900 RPM

97.05-ESOS

AHYUNDAI -50601-02H Piston and Connecting Rod Plate

Page 2 (2)

L23/30H 900 RPM

Item No

019

020*

032

044*

056

068

081

093

103

115

127

139

140*

152

Qty.

1/C

4/C

2/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

1/C

4/C

Designation

Piston pin incl. item No 020

Socket screw

Retaining ring

Plug screw

Bush for connecting rod

Connecting rod incl. Item Nos 044,056,152,140

Piston

Piston ring

Piston ring

Piston ring

Oil scraper ring

Connecting rod bearing 2/2

Plug screw

Screw for connecting rod

Bensevnelse

Stempelpindinkl pos nr 020

Kraterskrue

Siknngsnng

Propskaie

Plejlstangs-bosning

PlejIstanginkI pos nr 044,056,152,140

Stempel

Stempelnng

Stempelnng

Stempelring

Olieskrabenng

Plejlstangs-leje2/2

Propskrue

Plejlsfangs-skrue

Item No Qty. Designation Benaevnelse

s 5


= Only available as part of a spare parts kit. Qty./C = Qty./Cylinder



97 05 - ESOS

AHYUNDAI -f^\ Plate

Page 1 (2) CylinderLiner 50610-01H

L23/30H 720/750 RPM

I 3

97.05-ESOS

AHYUNDAI -50610-01H CylinderLiner Plate

Page 2 (2)

L23/30H 720/750 RPM

Item No

018

031

043

Qty.

1/C

1/C

2/C


Cylinderliner

Sealing ring

O-ring

Cylinderfonng

Taetningsnng

O-nng


I S




= Kun tilgaengelig som en del af et reservedelssaet Antal/C = Antal/Cylinder

97 05-ESOS


Page 1 (2) Cylinder Liner 50610-02H

L23/30H 900 RPM

CM xn I

s o

97.05-ESOS

AHYUNDAI - ^S^ 50610-02H CylinderLiner Plate

Page 2 (2)

L23/30H 900 RPM

Item No

018

031

043

092

Qty.

1/C

1/C

2/C

1/C


Cylinderliner

Sealing ring

O-ring

Flame ring

Cylinderfonng

Taetningsnng

O-ring

Flammenng


o 9





97 05 - ESOS

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data


Engine Performance and Condition < < O LU

0. Trouble Tracing o Specification and Treatment Lubricating Oil, Fuel Oil and Cooling Water

Cylinder Head



I ^ Crankshaft and Main Bearings ^ o

Engine Frame and Base Frame LU 2 1 -

Turbocharger System


ii <co

Fuel Oil System co S lU t"

Lubricating Oil System ^ ^ >-o CO (0

Cooling Water System LU

Special Equipment

Driven Machinery


Tools

Final Plan

AHYUNDAI - 1 ^ \

• [ index Page 1 (1) Camshaft and Camshaft Drive 507

L23/30H

Description

Camshaft and Camshaft Drive 507.01 (01H)

Worlting Card

Check of Camshaft and Camshaft Drive 507-01.00 (01H) Inspection and Replacement of Camshaft Bearing 507-01.05 (01H) Adjustment of Camshaft 507-01.20 (01H)

Plates

Intermediate Wheel 50701-01H Camshaft and Camshaft Bearing 50705-07H

96 03 - ESOU

• [ AHYUNDAI - tk&W

Descnption Page 1(1) Camshaft and Camshaft Drive 507.01

EdHionOIH

s i tn

i o

General

The camshaft which controls the actuation of inlet, valves, exhaust valves and fuel injection pumps is driven by a gear wheel on the crankshaft through an intermediate wheel, and rotated by a speed which is half of that of the crankshaft, see fig. 1.

The camshaft is located in a high level housing in the engine frame. The camshaft runs in replaceable, identical, steel-backed bronze bushings fitted into borings of the transverse girders in the housing.

The camshaft is built-up of sections, one for each cylinder unit. Each section is equipped with fixed cams for operation of fuel injection pump, air inlet valve and exhaust valve. The sections are assembled by bolting of the ample dimensioned and precision made fiange connections, which also act as bearing journals.

Except for the foremost and the aftmost ones, the sections are identical and therefore interchangeable. The foremost section is equipped with a clutch for driving the fuel oil feed pump (if mounted). The gear wheel for driving the camshaft as well as a gear wheel connection of governor are screwed on the aftmost section.

L23/30H

The lubricating oil pipes for the gear wheels are equipped with nozzles which are adjusted to apply the oil at the points where the gear wheels are in mesh. The position of the nozzles is determined by direction of rotation of the engine.

Engine seen from aft - (ly wheel ond

Ckx:l(wise rotation direction

Fig. 1. Intermediate wtieel

94.26 - ESOS

AHYUNDAI - ts^ Working Card

Page 1 (2) Check of Camshaft and Camshaft Drive 507-01.00 EditionOIH

L23/30H

X S

Safety precautions:

• Stopped engine • Shut-off starting air n Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil • Stopped lub. oil circui.

Description:

Checking ofgearwheels, bolted connections and lubricating system.

Starting position:

Related procedure:

Man power:

Working time 3 Hours Capacity 1 man

Data:


Special tools:


52006 261 20-120 Nm.

Hand tools:

Allen key, 12 mm. Ring and open end spanner, 19 mm. Socket spanner, 19 mm.


Plate no Item no Qty./

50705 099 10/eng. 50705 146 6/eng. 50705 195 1/eng. 50705 183 2/eng. 50705 205 2/eng. 51106 237 1/cyl. 51106 058 1/cyl. 51106 693

97 06 - ESOU-G

AHYUNDAI - ' M A M ' BSMW


Check of Camshaft and Camshaft Drive WortcingCard Page 2 (2)

L23/30H

1) Dismount the covers which give access to the gear wheels, camshaft and crankcase.

Examine all gear wheels for cracks, wear and deformations. While turning the engine to enable inspection allover the circumference of the gear wheels.

2) Check all screws, nuts and bolted connections, including locking devices everywhere in the gear wheel housing, camshaft housing and crankcase to check that they have not worked loose. Tightening torques, see page 500.40.

3) Examine all lubricating oil spray pipe nozzles.

4) Start the electrical lubricating oil pump and check the oil flow everywhere. Be partlculariy careful to check that the oil jet hits the gear wheels correctly at the points where the wheels mesh.

I s 9

97.06 - ESOU-G

AHYUNDAI - 1 ^ \ Worlong Card

Page 1 (2) Inspection and Replacement of Camshaft Bearing 507-01.05 EditionOIH

L23/30H

X

a o

Safety precautions:

• Stopped engine • Shut-off starting air n Shut-off cooling water • Shut-off fuel oil • Shut-off cooling oil • Stopped lub. oil circui.

Description:

Check of roiier path of cams and check of camshaft bearing. Replacement of camshaft bearing.

Starting position:

Cover for camshaft and gear wheel has been removed.

Related procedure:

Camshaft and camshaft drive. 507-01.00

Man power:


Data:

2 Hours 2 men


Special tools:

Plate no Hem no

52006 261

Note.

20-120Nm

Hand tools:

Ring and open end spanner, 19 mm. Socket spanner, 19 mm. Feeler gauge. Big screw driver.


Plate no Kern no Qty. /

50705 50705

038 051

1/eng. 1/eng.

95 02 - ESOS-G

AHYUNDAI -507-01.05

EditionOIH Inspection and Replacement of Camshaft Bearing Working Card

Page 2 (2)

L23/30H

To Check Roller Path of Cams.

1) While turning the engine, examine the earn discs and in particular, check the roller path of all cams for cracks, crackles and ruffle. Also examine the rollers of the roller guides.

Note: if there are flat spots on the roller and if some of the rollers may be blocked, the roller must be replaced by a new one, see working card508-01.00.

To Check Camshaft Bearings.

2) The wearing surtace ofthe camshaft bearings cannot be checked without dismounting the camshaft. However, ab-normal wear of one or more bearings will become apparent in the form of burrs of white metal at the circumference of the camshaft journal, and in that case the beanng will in no doubt be discoloured, as well.

The bearing clearance is measured with a feeler gauge, see data sheet 500.35.

To Replace Camshaft Bearing.

3) If one or several of the camshaft bearings should be replaced, the camshaft must be wholly or partly dismantled.

Dismount the fuel oil feed pump, if mounted, and check that the camshaft sections are mari<ed in relation to each other. Disassemble the camshaft aft (toward flywheel) of thebearingthat is tobe replaced. Dismount all roller guides that are located fonvard of the disassembling position, see working card 508-01.00 and 508-01.05.

Pull the disconnected sections ofthe camshaft so far a head that the bearing which is to be replaced is free.

Take out the locating screw ofthe camshaft bearing concerned and push the bearing out ofthe bore in the engine frame, see fig 1.

Check the lubricating oil ducts to the bearing for free flow.

Camshatt t>eanng Hole for lubncating oil

Locating screw

Frame

Figl

Mount a new camshaft bearing in the bore and make sure that the hole for insertion of the locating screw in the bearing is in a correct position. Lock the bearing by means of the locating screw, which is to be provided with a new gasket. To facilitate the fitting of the bearing it can be cooled down with COj.

Inspect the camshaft journal for seizures.

If necessary, the camshaft section must be entirely removed from the engine, and the journal concerned must be polished.

Goat all the journals of the camshaft section with clean lubricating oil and push the camshaft into position, making sure that the marks on the flanges coincide.

Assemble the sections and fit the bolts (coated with copaslip or similar).

Tighten the nuts with a torque spanner, see data sheet 500.40.

Mount all roller guides as well as the fuel oil feed pump.

D o CD

95.02 - ESOS-G

AHYUNDAI - 1 ^ \ Wortang Card

Page 1 (2) Adjustment of Camshaft 507-01.20 EditionOIH

L23/30H

Safety precautions:

• Stopped engine • Shut-off starting air n Shut-off cooling water B Shut-off fuel oil D Shut-off cooling oil • Stopped lub. oil circui.

Description:

Nominal adjustment of camshaft. (Adjustment of camshaft in relation to crankshaft).

Starting position:

Camshaft assembled as per timing order, mounted in frame and roller gear house.

Related procedure:

Adjustment of the maximum combustion pressure, 514-05.01

Special tools:

Plate no ttem no Note.

Hand tools:

Depth gauge.

Manpower:


Data:

3 hours 1 man



Plate no Item no Qty. /

96 30 - ESOS-L

AHYUNDAr-507-01.20

EditionOIH Adjustment of Qamshaft Working Card

Page 2 (2)

L23/30H

if the intermediate wheel has been dismantled a nominal adjustment of the camshaft compared to the crankshaft (timing) must be made as follows:

1) The crankshaft is tumed to TDC (top dead centre) for cylinder no 1

Cylinder numbenng, see page 500.11.

2) Roller guide for fuel oil pump cylinder no. 1 is mounted and the camshaft is turned in a position where the roller guide rests on the cicular part af the cam, see fig 1.

Cam for fuel oil pump

Roller guide

Cam for extiaust valve

Seen from front edge

Figl

3) The "nominal size" is measured with a depth gauge, i.e. the distance from the upper edge of the roller guide house to the thmst gauge pressed into the roller guide, see fig 2.

Fig 2

4) The camshaft is turned - in the engines direction of rotation (seepage 500.12) - until the "nominal size" (as described in item 3) is reduced with the lead, mentioned in "Lead of Fuel Pump".

Note: "Lead of fuel pump" is shown in the table "Adjusment after the trail" in the Shop Test Protocol.

5) When items 1 - 4 are completed and con-ect the intermediate wheel can be mounted and tightened up again (torque moment, seepage 500.40).

For adjustment of the single fuel oil pumps (separately and assembled), see working card514-05.01.

96 30 • ESOS-L

AHYUNDAI - M A M

Plate Page 1 (2) Intermediate Wheel 50701-01H

L23/30H

o

94 22 - ESOS

AHYUNDAI -fSSSi 50701-01H Intermediate Wheel Plate

Page 2 (2)

L23/30H

Item No

024

048

0 6 U

073*

119

120

132

144

156

168

181

193

203

215

Qty.

1/E

1/E

3/E

3/E

1/E

1/E

1/E

4/E

4/E

1/E

6/E

2/E

1/E

2/E

Designation

Gearwlieel, complete incl. item 119, 120, 132,144,156

Axle journal

Fitted bolt

Self locking nut

Gear wheel

Gear wheel

Bearing bush

Fitted bolt

Self locking nut

Pipe

Locking plate

Gasket

Connection piece

Securing washer

Bennvnelse

Tandhjui, komplet inkl Item 119,120,132, 144, 156

Lejetap

Pasbolt

SeMisende metnk

Tandhjui

Tandh)ul

Lejetaasning

Pasbolt

SeMdsende motnk

Ror

Sikringsplade

Pakning

Mellemstykke

Sikkerhedsskive

Hem No.

227

239

240

252

264

276

288

1/E

1/E

1/E

1/E

3/E

1/E

6/E

Nipple plug

Pipe

Nipple plug

Connection piece

Gasket

Cover

Screw

Prop

Rer

Prop

Mellemstykke

Pakning

Daaksel

Skrue

• Item No. 061 and 073 + Item nr 061 og 073 require an individual kraever en individuel til-matching, before pasning, fer montenng mounting, contact kontakt Hyundai Heavy Hyundai Heavy Indus- industnes Co ,Ltd tries CcLtd.

Qty. DMignation Bettaavnelse

D


s Only available as part of a spare parts kit. QtyiE = QtyiEngine

Ved bestllling af reservedele, se ogsA side 500.50

Antal/E Kun tilgaangelig som en del af et reservedelssaet. Antai/Motor

94.22 - ESOS

AHYUNDAI - ' M A M '

Plate Page 1 (2) Camshaft and Camshaft Bearing 50705-07H

L23/30H

CM

in I a 9

99 41 - ESO

AHYUNDAI - / f i ^ 50705-07H Camshaft and Camshaft Bearing Plate

Page 2 (2)

L23/30H

Item no

026

038

051

063

075

087

099

109

110

122

134

146

158

171

Qty.

4/E

1/E

1/E

5/E 6/E 7/E 8/E

1/E

10/E

10/E

10/E

50/E 40/E 52/E 66/E

1/E

6/E

6/E

1/E

40/E 30/E 42/E 56/E


183

195

205

217

229

2/E

1/E

2/E

1/E

1/E

Camshaft , aft/intermediate, 5 cyl. engine

Camshaft "fore" 5 cyl. engine

Camshaft bearing

Camshaft bearing 5 cyl. engine 6 cyl. engine 7 cyl. engine

8 cyl. engine

Gear wheel

Screw

Spring washer

Screw

Self locking nut 5 cyl. engine 6 cyl. engine 7 cyl. engine

8 cyl. engine

Hub

Screw

Disc spring

Guide ring

Styreaksel agter/mel-lem, 5 cyl motor

Styreaksel "for 5 cyl motor

Styreakselleje

Styreakselleje 5 cyl motor 6 cyl motor 7 cyl motor

8 cyl motor

Tandhjui

Sknje

Fjederskive

Skrue

Selvldsende metnk 5 cyl motor 6 cyl motor 7 cyl motor

8 cyl motor

Nav

Skrue

Fjederskive

Siknngsnng Screw 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Spring pin

Coupling

Screw

Camshaft, complete for 5 cyl. engine, incl. item 026,038,109,110, 122,134,146,158,171, 183,195,205,374

Camshaft "aft" 6 cyl. engine

Skrue 5 cyl motor 6 cyl motor 7 cyl motor 8 cyl motor

Fjedertap

Kobling

Skme

Styreaksel komplet, 5 cyl motor, inkl item 026,038,109,110,122, 134,146,158,171,183, 195, 205, 374

Styreaksel, agter 6 cyl motor

Item no

230

242

254

266

278

291

301

313

325

337

349

350

362

374

Qty.

1/E

1/E

4/E

5/E

6/E

1/E

1/E

1/E

1/E

1/E

1/E

6/E 7/E 8/E 9/E

6/E 7/E 8/E 9/E

1/E

Designation



Camshaft, Intermediate, 6 cyl. engine

Camshaft, intermediate, 7 cyl. engine

Camshaft, intermediate, 8 cyl. engine




Camshaft complete, 6 cyl. eng. Incl. item 109,110,122,134,146, 158,171,183,195,205, 229,254,291,374

Camshaft complete, 7 cyl. eng. incl. item 109,110,122,134,146, 158,171,183,195,205, 230,266,301,374

Camshaft complete, 8 cyl. eng. Incl. item 109,110,122,134,146, 158,171,183,195,205, 242,278,313,374

Guide screw 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Packing ring 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Shaft

Benaevnelse



Styreaksel mellem 6 cyl motor



Styreaksel "for" 6 cyl motor



Styreaksel komplet, 6 cyl motor inkl item 109,110,122,134,146, 158,171,183,195,205, 229,254,291,374

Styreaksel komplet, 7 cyl motor inkl item 109,110,122,134,146, 158,171,183,195,205, 230.266.301,374

Styreaksel komplet, 8 cyl motor inid item 109,110,122,134,146, 158,171,183,195,205, 242,278,313,374

Styreskrue 5 cyl motor 6 cyl motor 7 cyl motor 8 cyl motor

Pakningsnng 5 cyl motor 6 cyl motor 7 cyl motor 8 cyl motor

Aksel

s?

I a 9


= Only available as part of a spare parts kit. QtyJE = Qty./Engine


= Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor

99 41 - ESOS

( 0 _

b<

oz

81 tf)

o

(OOC >-o coco

Engine Data

Operation of Engine o

< P ^ < Engine Performance and Condition O UJ

o Trouble Tracing


Cylinder Head




LU


lij m Engine Frame and Base Frame



<co (o 5 Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

1 .

. 1

.

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

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RIP

TIO

NS

AN

D M

AIN

TEN

AN

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AHYUNDAI - ' M A M ' I f lkW

•[ Index Page 1 (1)

Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection Pumps 508

L23/30H

Description

Operating gear for Valves and Fuel Injection Pumps 508.01 (01H)

Working Card

Inspection of Valve Roller Guides 508-01.00 (01H) Inspection of Fuel Injector Pump Roller Guide 508-01.05 (01H) Control and Adjustment of Valve Clearance 508-01.10 (01H)

Plates

Roller Guide and Push Rods 50801-01H

i

96 03 - ESOU

<

AHYUNDAI - ts^ Descnption Page 1(1) Operating Gear for Valve and Fuel Injection Pumps 508.01

EditionOIH

L23/30H

g

in I Q o

Roller Guides

The fuel injection pumps and the rocker arms for inlet and exhaust valves are operated by the cams, on the camshaft through roller guides The roller guides for fuel pump, inlet and exhaust valves are located in bores in a common housing for each cylinder, this housing is bolted to the engine frame

The roller runs on a bush fitted on a pin that is pressed into the roller guide and secured by means of a lock screw

Operating Gear for Fuel Injection Pumps

The injection pumps which are mounted directly on the roller guide housing are activated via thrust pieces from the roller guide

The roller is pressed down on tothe cam by a spnng, which IS fixed between the roller guide and the foot plate of the fuel injection pump

Operating Gear for Inlet and Exhaust Valves

The movment from the roller guides for inlet and exhaust is transmitted via the push rods the rocker arms and spnng-loaded valve bridges to each of the two valve seats The bridge is placed between the valve spindles and in the one end it is provided wrth a pressed-on thrust shoe and in the other end it is fitted with a thrust screw for adjustment of the valve clearance

On rts top the bndge is controlled by a spherical thnjst shoe on the rocker arm and at the bottom by a guide which rests in a sphencal socket in the cylinder head

Valve bndge Rocker arm

Valve spnng Valve spmdle

Push rod

Protecting Tube

Roiier guide housing

Camshaft

Fig 1 Valve Operating Gear

96 03 - ESOS

AHYUNDAI - thiO' Working Card

Page 1 (2) Inspection of Valve Roller Guides 508-01.00 EditionOIH

L23/30H

a

Safety precautions:

• Stopped engine • Shut-off starting air n Shut-off cooling water • Shut-off fuel oil D Shut-off cooling oil B Stopped lub. oil circui.

Description:

Dismounting, inspection and/or overhaul, and mounting of valve roller guides. Inspection of roller guide housing.

starting position:

Top cover for cylinder head and cover for fuel injection pump removed.

Special tools:

Plate no Item no

52006 261

Note.

20-120Nm

Hand tools:

Ring and open end spanner, 19 mm. Ring and open end spanner, 24 mm Socket spanner, 19 mm. Socket spanner, 10 mm Allen key, 3 mm. Allen key, 10 mm Ratchet spanner. Hammer. Drift.

Related procedure:

Inspection of fuel injection pump roller guide, 508-01.05 Control and adjusting of valve clearance, 508-01.10

Manpower:

Working time 2 hours Capacrty 1 man

Data:




50801 185 4/cyl 50801 220 2/cyl 50801 232 1/cyl

96.03 - ESOS

AHYUNDAI - ts^ 508-01.00

Editon 01H Inspection of Valve Roller Guides Working Card

Page 2 (2)

L23/30H

Dismounting of Roller Guide.

1) Turn the engine so that the roller, rests on the circular part of the cam

2) Unscrew the nuts which secure the rocket arm brackets, and lift off the rocker arm wrth brackets.

3) Remove the push rods (1), see fig 1.

Figl

4) Loosen the lock screw forthe push rod protecting tube, see plate 50801, item 207, on the roller guide top cover and lift up and remove the protecting tube (2).

5) Dismount the screws (3) which secure the roller guide top cover, take off the cover and lift out the roller guide (5).

Disconnect any pipes that may be in the way (lub. oil and fuel oil pipes).

6) If the roller guide housing is to be dismantled, the fuel injection pump and the fuel injection pump roller guide are to be dismounted, see working card 514-01.05and a number af lubricating oil and fuel oil pipes are also to be disconnected.

The roller guide housing (6) cannot be dismantled wrth the roller guides frtted

7) If the event of any marks or scores from seizures, these must be polished away.

8) Inspect the spherical stud for deformations (replace as necessary).

Examine the surface ofthe roller for marks and other deformations

Make sure that there is free ply between the roller and the bush and the shaft pin, and replace the bush, if necessary

Replacement of Roller, Bush and Shaft Pin.

9) Remove the lock screw which secures the roller guide shaft pin and push out the shaft pin.

The roller, shaft pin, and bush can now be replaced as required

10) Blow through the lubricating ducts in roller guide and roller guide housing, and clean the lubricating grooves.

Mounting of Roller Guide.

11) When assembling the parts, which is carried out in the reverse order to the above care must be exercised not to damage the o-rings when mounting the proctecting tube.

12) Adjusting of valve clearance, see working card 508-01 10

5 c o

96 03 • ESOS

AHYUNDAI -Working Canj

Page 1 (2) Inspection of Fuel Injection Pump Roller Guide 508-01.05 EditkmOIH

L23/30H

a

Safety precautions:

B Stopped engine B Shut-off starting air n Shut-off cooling water B Shut-off fuel oil B Shut-off cooling oil B Stopped lub. oil circui.

Description:

Dismounting, inspection and/or overhaul, and mounting af roller guide for fuel injection pump.

Starting position:

Cover for fuel injection pump removed. Fuel injection pump has been removed, 514-01.05

Related procedure:

Special tools:


Hand tools:

Allen key, 3mm. Hammer. Drift.

Adjustment and/or check of max. combustion pressure. 514-01.20

Manpower:

Working time Capacrty

Data:

1/2 hour 1 man


Plate no ttem no Qty/


96 03 - ESOS

AHYUNDAI - <ffi^ 508-01.05

Edition 01H Inspection of Fuel Injection Pump Roller Guide Working Card

Page 2 (2)

L23/30H

Dismounting of Roller Guide.

1) Remove the support nng (1) and spring (2) and take up the roller guide (3), see fig 1

3) Inspect the sphencal stud for deformations (replace as necessary).

Examine the surface ofthe roller for marks and other deformations.

Fig 1

Inspection of Roller Guide.

2) If the event of any marks or scores from seizures, these must be polished away

Make sure that there is free ply between the roller and the bush and the shaft pin, and replace the bush if necessary.

Replacement of Roller, Bush and Shaft Pin.

4) Remove the lock screw which secures the roller guide shaft pin and push out the shaft pin.

The roller, shaft pin, and bush can now be replaced as required.

5) Blow through the lubricating ducts in roller guide and roller guide housing, and clean the lubricating grooves.

Mounting of Roiier Guide.

6) When assembling the parts which is earned out in the reverse order.

7) For adaption of the thmst piece of the roller guide, see working card 514-01.20.

X

96 03 - ESOS

AHYUNDAI - ' M A M '

4 Working Card Pago 1 (3) Control and Adjusting of Valve Clearance 508-01.10

EdHionOIH

L23/30H

Safety precautions:

B Stopped engine B Shut-off starting air D Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil B Stopped lub. oil circui.

Description:

Control and/or adjusting of valve clearance.

Starting position:

Cover for rocker arm are removed. All indicator valves open.

Related procedure:

Manpower:


Data:


Special tools:

Plate no Item no. Note

52008 022 Exhaust 52008 010 Inlet 52010 011

-

Hand tols:

Ring and open end spanner, 24 mm. Big screw driver.



See also plate 50502.

96 38 - ESOS

AHYUNDAI-508-01.10

EditionOIH Control.and Adjusting of Valve Clearance Worthing Card

Page 2 (3)

L23/30H

Adjusting of Inlet Valve Clearance.

1) Turn the engine so that the roller, rests on the circular part of the cam, i.e. the inlet valves and the exhaust valves are closed.

2) Loosen the adjustment screws on valve bridge and rocker arm, see fig 1.

Fig 1.

3) Clearance between valve bridge and valve spindle, seepage500.40.

4) Place the feeler gauge marked wrth "correct" 0,50 m m above the valve spindle nearest to the rocker arm bracket, see fig 1.

5) Adjust the clearance between valve bridge and valve spindle by means of the adjustment screw on the rocker arm (above the push rod) and tighten the lock nut.

Fig 2

The feeler gauge is to remain in this posrtion when adjusting the clearance of the other valve.

6) Place another feeler gauge, at the same size 0,50 mm at>ove the other valve spmdle, see fig 2.

7) Adjust the clearance between valve bridge and valve spindle by means of the adjusment screw on the valve bridge, and tighten the lock nut, see fig 2.

8) Check that the clearance is correct simultaneously at both valve spindles.

Adjusting af Exhaust Valve Clearance.

CVJ

ffl X

a S

96 38 - ESOS

AHYUNDAI - (^\

•[ Working Card Page 3 (3) Control and Adjusting of Valve Clearance 508-01.10

EditkinOIH

L23/30H

9) Carry out adjustment in the same way as described for the inlet valves, but using the feeler gauge for exhaust valve clearance 0,90 mm.

10) The feeler gauges for checking the clearance have two gauges which are marked "incon-ect" and "correct", the latter to be used when adjusting the valve clearance, see fig 3.

After tightening up the counter nuts on rocker arms and valves bridge, be sure that the feeler gauges marked "correct" can be inserted into the two clearances simultaneously as where it must not be possible to insert the gauges marked "incorrect".

Fig 3

I

a o

96 38 - ESOS

AHYUNDAI -Plate

I Page 1 (2) Roller Guide and Push Rods 50801-01H

L23/30H

3 S

a o

- 303

94 32 - ESOS

AHYUNDAI - < ^ ^ 50801-01H Roller Guide and Push Rods Plate

Page 2 (2)

L23/30H Kern 1 No

0164-

028

041

053

065

077

089

090

100

112

124

136

148

161

173

185

197

207

219

220

232

244

256

268

281

293

303

Qty.

1/C

1/C

3/C

3/C

3/C

3/C

1/C

1/C

1/C

1/C

1/C

2/C

2/C

8/C

2/C

4/C

2/C

2/C

4/C

2/C

1/C

2/C

8/C

4/C

2/C

2/C

2/C

tesignation

Housing for roller guides

Roller guide tor pump

Pin

Bush

Roller

Spring pin

Thrust pin

Washer for spring

Spring

Thrust pin

Washer

Screw

Ball pin

Washer

Protecting tube

O-nng

Cover

Spring pin

Screw

Gasket

Gasket

Guide pin

Screw

Thrust pin

Roiier guide for valve

Push rod

Push rod complete incl. item 268 and 293

Kam 1 Benaevnelse No

Hus for 315 rullestyr

Rullestyr for pumpe

Foring

Tap

Rulle

Fjederstift

Tryktap

Skive for fjeder

Fjeder

Tryktap

Skive

Skrue

Kugletap

Skive

Skaermrar

O-nng

Daaksel

Fjederstift

Skrue

Pakning

Pakning

Styrestift

Skrue

Tryktap

Rullestyr for ventil

Stadstang

Stadstang komplet, inkl Item 268 og 293

Qty.

1/C

Designation Banaavnelse

Valve gear complete, VentiibevsBgeise as shown on plate komplet, som vtst pi 50801 except Item 303 plate 50801 undtagen

Item 303

•fltemNo.OISrequire + Item nr 016 kraaver an Individual match- en indivtduel tilpasning ing before mounting, fer montenng, kontakt con-tact Hyundai He- Hyundai Heavy Industries avy Industries Co.,Ltd Co Ltd


= Only available as part ot a spare parts kit. QtyJC = Qty./Cylinder

Ved bestllling af reservedele, se ogsA side 500 50

o Kun tilgeengelig som en dei af et reservedelssaat Antal/C > Antal/Cylinder

94 32 - ESOS

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data


Engine Performance and Condition < < O UJ

CL


Cylinder Head



I ^ Crankshaft and Main Bearings ^ o

Engine Frame and Base Frame UJ UJ

Turbocharger System 5 < QQ

Compressed Air System ^ z z ^ <(0

Fuel Oil System co UJ t"

Lubricating Oil System ^ Cooling Water System uj

Special Equipment

Driven Machinery


Tools

Final Plan


• [ Index Page 1 (1)

Control and Safety Systems Automatics and Instruments 509

Plates

*) Depending on Project Specification

L23/30H

Description

Control and Safety Systems Instruments and Automatics Lambda Controller

*) Starting Box *) Starting Box *) Converter for Engine- and Turbocharger RPM signal *) Converter for Engine- and Turbocharger RPM signal

Working Card

Functional Test and Adjustment of Safety, Alarm, and Monitonng Equipment Functional Test and Adjustment of Overspeed Turp Adjustment and Test of ON/OFF Pressostate Adjustment and Test of ON/OFF Thermostate Functional and Test of Level Switch (LAL 25) Adjustment and Test of Analogous Pressure Transmitter Adjustment and Test of Analogous Temperature Transmitter Adjustment of Lambda Controller

509.01 (01H) 509.05 (OIE) 509.10 (02H) 509.35 (01H) 509.35 (OIE) 509.40 (01H) 509 40 (01E)

509-01 509-01 509-05 509-05 509-05 509-05 509-05 509-10

.OO(OIH)

.05(01H)

.OO(OIH)

.01 (01H)

.02(01H)

.03(01H) 04(01H) ,00 (08H)

Governor and Governor Dnve Regulation Device Overspeed Device Pressure Gauge panel

*) Pressostate, Thermostate, Difference Pressostate and Pressure Transmitter *) Pressostate, Thermostate, Difference Pressostate and Pressure Transmitter *) Thermometer *) Thermometer *) Level Switch

Pick-up Lambda Controller

*) Starting Box *) Starting Box

- Manual for Woodward (UG 8D) - Manual for Shutdown Solenoid - Manual for Speed Adjusting (Synchronizing) Motor - Manual for Pressure/Temperature Sensors

50901-01H 50902-06H 50903-02H 50905-04E 50907-01E

50907-01 El 50907-02H 50907-02E 50907-03E 50908-01H 50910-02H 50935-01H 50935-01E

03040 D 03013 P 03026 K

96 03 - ESOU

AHYUNDAI - ts^

• ^

Descnption Pago 1 (2) Control and Safety Systems 509.01

EdibonOIH

L23/30H

OJ

in X Q

9 CO

Governor

The engine speed is controlled by a hydraulic governor. The purpose of the govemor is to regulate the rate of delivery from the fuel pumps, so that the engine speed is kept within certain limits, indepen-ding on the load.

Information about the design, function and operation of the governor is found in the special govemor instnjction book.

The govemor is mounted on the flywheel end of the engine and is driven from the camshaft via a cylindrical gear wheel and a set of bevel gears.

Pick-up for Engine RPM

The pick-up for transfer of signal to the tachometer instrument for engine RPM is nrwunted on the flywheel end cover of the engine.

A signal varying proportionally to engine RPM is created in the pick-up by the rotating toothed impulse wheel mounted on the camshaft end.

Pick-up for Turbocharger RPM

See turbocharger instruction book, section 512.

Regulating Shaft

The govemor movements are transmitted through a spring-loaded pull rod to the fuel pump regulating shaft which is fitted along the engine.

The spring-loaded pull rod permits the governor to give full deflection even if the stop cylinder of the manoeuvring system keeps the fuel pump regulating shaft at "no fuel" position.

Each fuel pump is connected to the common, longitudinal regulating shaft by means of a two-piece, spring-loaded arm.

Should a fuel pump plunger seize in its barrel, thus blocking the regulating gukle, goveming of the remaining fuel pumps may continue unimpede owing to the spring-loaded linkage between the blocked pump and the regulating shaft.

stop Screw for Max. Delivery Rate

The bracket for stop cylinder/limiting cylinder is fitted with a stop screw which prevents the fuel pumps from being set to a higher delivery rate than what corresponds to the permissible overload rating.

This is effected by the arm on the regulating shaft being stopped by the stop screw, see fig. 1.

Mechanical Overspeed (SSH 81)

The engine is protected against overspeeding in the event of, for instance, govemor failure by means of an overspeed trip.

The engine is equipped with a stopping device which starts to operate if the maximum permissible revolution number is exceeded.

The overspeed tripping device is fitted to the end coverof the lubricating oil pump and is driven through this pump.

If the pre-set tripping speed is exceeded, the spring-toaded flyweight (1), see fig. 1. will move outwards and press down the arm (2).

The arm is locked in its bottom position by the lock pin (3) which is pressed in by the spring (4).

At the same time the ami (2) presses down the spindle (5). and the pneumatic valve (6) opens, whereby compressed air will be led to the Lambda cylinder, see description 509.10, in which the piston is pressed forward and, through the arm, tums the fuel pump regulating rod to STOP position, thereby the engine stops, the spring-loaded pull rod connection to the governor tjeing compressed.

96 38 • ESOS-G

AHYUNDAI -509.01

1 EditionOIH Control and Safety Systems Oescnp&on

Page 2 (2)

L23/30H

The engine can be stopped manually by pressing down the button (7), see fig. 1, which will activate the spring-loaded fly weight (1) through the lever (8).

If the overspeed has been activated the overspeed must be reset before the engine can be started. Reset is done by means of the button (10).

The overspeed alarm (SAH 81) is activated by means of the micro switch (9).

1. Flyweight

2. Ann

3. Lock pin

4. Spnng

5. Spmdle

6. Pneumabc valve

7. Button

8. Lever

9. micro switcti

10. Button

_

Figl Mechanical overspeed (SSH 81)

in

I 9 8

96 38 • ESOS-G

AHYUNDAI -Descnption Page 1 (3) Instruments and Automatics 509.05

Edition DIE

L23/30H

Main Instrument Panel

As standard the engine is equipped with an instmment panel, comprising instmments for visual indication of the most essential pressures. Illustrated on fig. 1.

The instmment panel is mounted flexibly on mbber elements and all manometer connections are connected to the panel by means of flexible hoses, as shown on fig. 2.

Q O

CD CNJ o 00 o

W W ~ ^ k 4

© © © © o © ©

On ttie engine is as standard mounted an instrument panel

Ttie following incorporating pressure gauges for ttie most essential pressures

Pressure gauge tor

PIOI PI 10 PI 21/22 PI 23 PI 31 PUO

LT fresti water, inlet to air cooler HT fresti water, inlet engine Lubricating oil, inlet/outlet to filter Lub oil, inlet to turboctiarger Ctiarge air. outlet from cooler Fuel oil. inlet to engine

Fig 2 Cross secVon of instrument panel

The connecting pipes to the manometers are equipped with valves which make it possible to replace the manometers during operation.

Fig 1 Layout of instalment panel

96 03 • ESOS

AHYUNDAI -509.05 Edition OIE

Instruments and Automatics 1

Descnption Page 2 (3)

L23/30H

Instrumentation

As standard the engine is supplied with the following instmmentation mounted local on the engine

LT water inlet air cooler

LT water outlet from air cooler

LT water outlet from lub oil cooler

HT fresti water inlet to engine

HT fresh water outlet each cylinder

Lubricating oil inlet to cooler

Lubricating oil outlet from filter

Charge air inlet to cooler Charge air outlet from cooler

Fuel oil inlet to engine

Exhaust gas outlet each cylinder

Exhaust gas outlet turbocharger

Thermometer

Thermometer

Thermometer

Thermometer

Thermometer

Themiometer

Thermometer

Thermometer

Thermometer

Themiometer

Thermometer

Themiometer

TI01

TI02 TI03

Tl 10

Tl 11

TI20

TI22

TI30

TI31

TI40

TI60

TI61

- too high press drop across lub oil filter - too high HT FW temperature - outlet engine - too low starting air pressure - inlet engine - too high engine speed (overspeed)

The actual number and type of the alarm- and shutdown switches for the plant can be seen in the list "Engine Automatic part list" in this section

Leakage Alarni (LAH 42)

Waste and leak oil from the comparement, for the injection equipment, fuel valves, high-pressure pipes and engine feed pump (if mounted) is led to a fuel leakage alarm unit

The actual number of the instrumentation for the plant can be seen on the diagrams for the specific plant in the sections 512-513-514-515-516 For code identification see 500 20

Pressostates and Thermostates

The engine is supplied with a number of alarm- and shut-down functions The alarms shall via the alarm panel worn against an abnormal working condition, which can lead to break down and the shut-down functions shall stop the engine before a break down I e a shut down is "worse" than an alarm because a shut-down is given if the engine could be severe damage by mnning on these conditions

As standard the engine is equipped with

Shut-down Switches for

- too low lubncating oil pressure - inlet engine - too high HT FW temperature - outlet engine

- too high engine speed (over speed)

Alarm Switches for

- leaking fuel oil - too low lubncating oil pressure - inlet engine - too low prelubncating oil pressure (level alarm)

Normal iealcage

C r ^

Leak alarm— Normal level-

High level

Alarm Normal

7777: ////71J. •ZZZZ

\

iXy ^

VZZZZZ zzzzzzzzzzzn

^hTri/n/jjjjJijhj-

Leakoil

r Waste oil outlet

00

o

i CM in X Q o CD CVJ o 00 o

Fig 4 Fuel oil leakage alarm

96 03 - ESOS

AHYUNDAI - ts^ Descnption Page 3 (3) Instruments and Automatics 509.05

Edition DIE

L23/30H

CD O

CVJ in X O o

s

The alarm unit consists of a box with a float switch for level monitoring, see fig. 4.

The supply fuel oil to the engine is led through the unit in orderto keep heated up, thereby ensuring free drainage passage even for high-viscous waste/leak oil.

Under normal conditions there will always be a smaller amount of waste/leak oil from the comparement, this will be led out through the bore "A" in the pipe "B" as illustrated.

In case of a larger than normal leakage, the level in the box will rise and the level swrtch "C" will be activated. The larger amount of leak oil will be lead out through the top of the pipe "B".

Alarm for Prelubricating (LAL 25)

Alarm for missing prelubricating, when the engine is stopped is given by means of a level switch (LAL 25) mounted in the main lubricating oil pipe.

Alarm and Shtjt-down for Overspeed

When the mechanical overspeed is activated, see 509.01 fig. 2, a micro-switch will release the alarm for overspeed (SAH 81) and activate the shut-down solenoid in the govemor.

The latter function is a back-up for the mechanical overspeed.

96 03 - ESOS

AHYUNDAI -Description Pagel (1)

Lambda Controller 509.10 Edition 02H

L23/30H

s X

s a CO CN

Purpose

The purpose with the lambda controller is to prevent injection of more fuel in the combustion chamberthan can be burned during a momentary load in-crease. This is carried out by controlling the relation between the fuel index and the charge air pressure.

The Lambda controller is also used as stop cylinder.

Advantages

The lambda controller has the following advantages:

Reduction of visible smoke in case of sudden momentary load increases.

Improved load ability.

Less fouling ofthe engine's exhaust gas ways.

Limitation of fuel oil index during starting procedure.

Principles forfunctioning

Figure 1 illustrates the controller's operation mode. In case of a momentary load increase, the regulating device will increase the index on the injection pumps and hereby the regulator arm (1) is turned, the switch (2) will touch the piston ami (3) and be pushed downwards, whereby the electrical circuit will be closed.

Thus the solenoid valve (4) opens. The jet system is activated, the turtDocharger acceleratesand increases the charge air pressure, thereby pressing the piston (3) backwards in the lambda cylinder (5). When the lambda ratio is satisfactory, the jet system will be deactivated.

At a 50% load change the system will be activated for about 3-8 seconds.

If the system is activated more than 10 seconds, the solenoid valve will be shut off and there will be a remote signal for "system failure".

Fuel oil limiting during start procedure

During the start procedure the lambda controller is used as an index limiter.

Hereby heavy smoke formation is prevented during start procedure and further the regulating device cannot over-react.

The jet system is blocked during the starting procedure until the engine has reached 710 RPM.

1 Regulating arm 2 Switch (pick-up) 3 Piston 4 Jet system

solenoid valve 5 Lambda cylinder 6 Shutdown

solenoid valve

BM Engine's compressed air system

Fig 1 Principle drawing of lambda controller

00 11 - ESO-G

AHYUNDAI - M A N '

•Descnpton Page 1(1) Starting Box

(Please see "Electrical drawing on final plan")

509.35 Edition 01H

L23/30H

g

i CM in

o ob

s

Description

The starting box is mounted on the engine's control side. On front of the box there are the following indications/pushbuttons:

- Indication of engine or turbocharger RPM - Indication of electronic overspeed - Pushbutton for "Manual Start" - Pushbutton for "Manual Stop" - Pushbutton for "Remote" * - Pushbutton for "Local" * - Pushbutton for "Blocking" * - Pushbutton for change-over between engine

and turbocharger RPM

* The function chosen is indicated in the pushbutton. See fig 1.

Manual Start

The engine can be started by means of the start button, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumatic start, i.e. when activating the start button a solenoid valve opens for air to the air starter, thereby engaging the starter and starting the diesel engine. Throughout the starting cycle the start button must be activated.

The air starter is automatically disengaged when the diesel engine exceeds 110 RPM. If the start button is disengaged before the diesel engine has exceeded 110 RPM, further starting cycles are blocked, until 5 sec. after the engine is at standstill.

Remote Start

Remote start can only take place if the pushbutton for "Remote" is activated.

Manual Stop

The "Manual Stop" button is connected to the stop coil on the governor.

Blocking

If "Blocking" is activated, it is not possible to start the diesel engine.

Engine / Turbocharger RPM

By activating the "Engine RPM/TC RPM" button, the indication is changed.

Engine RPM indication is green light-emitting diodes and turbocharger RPM indication is red light-emitting diodes.

Extemal Indications

There are output signals for engine RPM and turbocharger RPM. Engine: 0 - 1200 RPM ~ 4-20 mA TC: 0 - 60000 RPM - 4-20 mA

The pushbuttons for "Remote", "Locar and "Blocking" have potential free switches for external indication.

All components in the starting box are wired to the built-on terminal box.

— ..f^!^ '^ . / ^ ^ .

S- -i

:S' -I ""

LiMjrJb^ [ REMOTEgJ LOC*L g j BLOOONOp]

Fig 1. Starting tx)x

94.26 - ES2S-G

AHYUNDAI - ' M A N ' iskvr

Description Page 1 (1) Starting Box 509.35

Edition OIE

(Please see "Electrical drawing on final plan") L23/30H

Description

The starting box is mounted on the engine's control side. On front of the box there are the following indications/pushbuttons:

- Indication of engine and turbocharger RPM - Pushbutton for "Manual Start" - Pushbutton for "Manual Stop" - Pushbutton for "Blocking" *

* The function chosen is indicated in the pushbutton. See fig 1.

Manual Start

The engine can be started by means of the start button, but only if the button "Local" is activated.

The manual, local start is an electrical, pneumatic start, i.e. when activating the start button a solenoid valve opens for air to the air starter, thereby engaging the starter and starting the diesel engine. Throughout the starting cycle the start button must be activated.

The air starter is automaticallv disengaged when the diesel engine exceeds 110 RPM. If the start button is disengaged before the diesel engine has exceeded 110 RPM, further starting cycles are blocked, until 5 sec. after the engine is at standstill.

Remote Start

Remote start can only take place if the pushbutton for "Remote" is activated.

o •INSTRUMENT BOX.

mpapH IdDODl-rM

1 i ...l Iwrr @l

o o B 0

r i.

r' D

Fig 1. Starting box

Manual Stop

The "Manual Stop" button is connected to the stop coil on the governor.

Blocking

If "Blocking" is activated, it is not possible to start the diesel engine.

AHYUNDAI -

•[ Descnption Page 1(1) Converter for Engine- and Turbocharger RPM Signal 509.40

EditwnOIH


Engine RPM signal

For measuring the engine's RPM, a pick-up mounted on the engine is used giving a frequency depending on the RPM. To be able to show the engine's RPM on an analogue tachometer, the frequency signal is sent through an f/l converter (frequency/current converter), where the signal is transformed into a proportional 4-20 mA ~ 0-1200 RPM signal.

Further, the converter has following signals:

- overspeed - engine njn - safe start - tacho fail

The "engine oin" signals will be given through a relay. One tor synchronizing and one for start/stop of pre. lub. oil pump oralarm blocking at start/stop.

Safe start

When the safe start signal is activated the engine can start. When the engine reach 110 RPM the air starter will be shut-off.

Further, the safe start signal is a blocking function for the air starter during rotation.

Tacho fall

I o o

Fig 1. Converter for engine RPfiA

Overspeed

When the engine speed reach the setpoint for electronic overspeedtheconvertergives a shutdown signal and a alarm signal through a relay.

Engine run

Whenthe engine speed reach 710 RPM or200 RPM + 10 seconds the converter gives a "engine run" signal.

' The engine run signal will be deactivated when the speed is 640 RPM. If the engine speed haveni been over 710 RPM the signal will be deactivated at 200 RPM.

The tacho fail signal will be on when everything is normal. If the pick-up or the converter fails the signal will be deactivated. E.g. if there is power supply failure.

The converter for engine RPM signal is mounted in the terminal box on the engine.

Turbocharger RPM signal

For measuring the turtjocharger RPM, a pick-up mounted on the engine is used giving a frequency depending on the RPM. To be able to show the turtjochargers RPM on an analogue tachometer, the frequency signal is sent through a f/l converter (frequency/current converter), where the signal is transferred into a proportional 4-20 mA ~ 0-60000 RPM.

r

1

1 .

A K, TUl- t *

J V I I 4 >L

F \ .

1 + 24VC

/Ov^-Min*

-~(i) --

C

- -24VDC

Fig 2 Converter for TC RPhA

The converter is mounted in the terminal box on engine.

96 30 • ES2S-G

AHYUNDAI - ' M A N ^

Description Page 1 (1) Converter for Engine - and Turbocharger RPM Signal 509.40

Edition OIE

(Please see "Electrical drawing on final plan, if applied") L23/30H

Engine RPM signal

For measuring the engine's RPM, a pick-up mounted on the engine is used giving a frequency depending on the RPM. To be able to show the engine's RPM on a digital tachometer, where the signal is transformed into a proportional 0 - 6 V ~ 0-1000 RPM signaL

Further, the converter has following signals:

- overspeed - engine run - safe start - tacho fail

The "engine run" signals will be given through a relay. One for synchronizing and one for start/stop of pre. lub. oil pump or alarm blocking at start/stop.

Safe start

When fhe safe start signal is activated the engine can start. When the engine reach 110 RPM the air starter will be shut-off.

Further, the safe start signal is a blocking function for the air starter during rotation.

Tacfio fail

I— — l - l

1—'

' • " ' J

C;OC;T dpdp (ju^ (ju^ r -

t-i-i—t tsex

T r T n>i M I I n tl

-4 -1- T T T T

\nm-J

Fig 1. Converter for engine and turbocharger RPhA.

The tacho fail signal will be on when everything is normal. If the pick-up or fhe converter failes the signal will be deactivated. E.g. If there is power supply failure.

Turbocharger RPM signal

For measuring the turbocharger RPM, a pick-up mounted on the engine is used giving a frequency depending on the RPM. To be able to show the turbocharger's RPM on a digital tachometer, where the signal is transformed into a proportional 0 - 6 V ~ 0 - 60000 RPM.

Overspeed

When the engine speed reach the setpoint for electronicoverspeed the converlerglves a shutdown signal and a alarm signal through a relay.

Engine run

When the engine speed reach 710 RPM or 200 RPM + 10 seconds, the converter gives a "engine run" signal.

The engine run signal will be deactivated when the speed is 640 RPM. If the engine speed haven't been over 710 RPM the signal will be deactivated at 200 RPM.


Page 1 (2) Functional Test and Adjustment of Safety,

Alarm and Monitoring Equipment 509-01.00

EditionOIH

L23/30H

Safety precautions:


Description:

Function test and adjustment of safety, alarm and monitoring equipment.

Starting position:

Related procedure:

Overspeed trip Pressostate Thermostate Level swrtch (LAL 25) Analog pressure transmrtter Analog temperature transmrtter

509-01.05 509-05.00 509-05.01 509-05.02 509-05.03 509-05.04

Special tools:


See Related Procedure

Hand tools:

See Related Procedure

Man power:

Working time Capacrty

Data:

hours man



Plate no Item no Qty. /

96 03- ESOU-G

AHYUNDAI - ' ^^MAN'


Functional Test and Adjustment of Safety, Alarm and Monitoring Equipment


L23/30H

Maintenance of monitoring and safety systems.

One of the most important parameters in the preventive wori< is that the alarm system as well as the shutdown and overspeed devices are functioning 100%.

If some of these functions are out of operation, they have to be repaired immediately. If this is not possible because of the present worthing srtuation, the engine has to be under constant observation until rt can be stopped.

rt is recommended that all functions are tested every three months according to the mentioned worthing cards.

The extent of the alarm and safety functions is variable from plant to plant.

For check of these functions use the worthing cards mentioned under related procedure on page 1.

96.03 • ESOU-G

AHYUNDAI - / f f i ^ Working Card

Page 1 (2) Functional Test and Adjustment of Overspeed Trip 509-01.05 EditionOIH

L23/30H

OJ

m I Q

Safety precautions:

n Stopped engine D Shut-off starting air D Shut-off cooling water n Shut-off fuel oil D Shut-off cooling oil D Stopped lub. oil circui.

Description:

Functional test and adjustment of overspeed trip.

Starting position:

Functional test and adjustment of safety alarm and monrtonng equipment, 509-01.00

Related procedure:

Manpower:

Working time 1 hour Capacrty 1 man

Data:


Special tools:


52009 016

Hand tools:

Allen key, 4 mm. . Allen key, 2 mm.



96 03 - ESOS-G

AHYUNDAI -509-01.05

EdibonOIH Functional Test and Adjustment of Overspeed Trip

1 Working Card

Page 2 (2) i

L23/30H

1) The engine is am up manually, (on govemor "synchronizer") and at no load, while watching the tachometer.

On reaching the revolution number indicated on page 500.30 or in "Test Report", the overspeed tripping device must fu notion, thusactuatingthestop cylinders. The fuel injection pump control rods are now moved to zero index, and the engine stops.

2) If the overspeed device trip at a revolution number different from that stated on page 500.30or in the "Test Report" the overspeed device must be adjusted.

Figl

Adjustment of Overspeed Trip.

3) Remove both covers on the housing of the overspeed tripping device, see fig 1.

Tum the engine until the adjusting screw is opposrte the opening on the side of the housing. Now loosen the lock screw and tum the adjusting screw, using the tubular pin spanner supplied, see fig 2.

Fig 2

Tum the adjusting screw outwards (slacken flyweight spring) to reduce the revolution number. Be careful not to screw the adjusting screw so far out that rt may touch the release arm. Tighten the lock screw and test the overspeed device again.

4) Refrt the covers when the overspeed device functions at correct revolution number.

5) The overspeed device can be tested manually by depressing the button on top af the housing, see fig 1. This will activate the flyweight and the arm for release of the air valve for the stop cylinders and the engine should thus stop. (This test must also be carried out wrthout load).

6) It is recommended now and then, while the engine is at a standstill, to move the flyweight by meansof the push buttonto ensurethat the flyweight can always move wrth sufficient ease.

96 03 - ESOS-G


Pago 1 (2) Adjustment and Test of On/Off Pressostate 509-05.00 EditionOIH

(Please see "Instruction manual of pressostate") L23/30H

Si Q o

Safety precautions:

• Stopped engine • Shut-off starting air • Shut-off cooling water • Shut-off fuel oil • Shut-off cooling oil • Stopped lub. oil circui.

Description:

Adjustment and test of on/off pressostate. (lub. oil.fuel oil, water etc.).

Starting position:

Functional test and adjustment of safety alarm and monitoring equipment, 509-01.00

Related procedure:

Special tools:


Hand tools:

Screw driver. Testing pump. Ring and open end spanner, 10 mm.

Manpower:


Data:

1/2 hour 1 man




91.45-ESOS-G

AHYUNDAI - / S ^ 509-05.00

EditionOIH

L23/30H

Adjustment and Test of On/Off Pressostate Working Card Page 2 (2)

(Please see "Instruction manual of pressostate")

Adjustment:

1) When the pressostate cover is removed and locking screw pos. 5, fig 1 is loosened, the range can be set with the spindle pos. 1 while at the same time the scale pos. 2 is read.

® —

0 ^ ^

< ^ —

1 r

I

1

. ^ bv (%i

^ F ^ 1 S •<©

W^J, m

^ ^

>;i^W^ w ^KJi^-

Range spmdle ! Range scale J Differential spmdle I Differential scale 5 Lockmg screw

Fig 1

2) In pressostates having an adjustable differential, the spindle pos. 3 must be used to make the adjusment. The differential obtained can be read directly on the scale pos 4

Set points, see page 500.30

Test:

e

1 Tnal flange 2 Dram screw 3 Valve

Fig 2

4) Remove the screw pos. 2.

5) Mount the testing pump on the tnal flange pos. 1.

Alarm for Falling Pressure:

6) Pump up the pressure until the switch has changed. The pressure will slowly be relieved and it must be checked that the switch change back to the pressure stated as the alarm point.

It IS possible to make a functional test of the pressure switch. This is to be carried out according to the following procedure.

3) Shut off system pressure with the valve pos 3, fig 2.

Alarm for Rising Pressure:

7) Pump up the pressure until the switch changes, and check that it happens at the stated alarm point.

8) After the final check and adjustment, remove the testing pump, mount the screw pos 2 and open the valve pos 3.

? c

91.45-ESOS-G

AHYUNDAI - M A N '

Wori<ing Card Page 1 (2) Adjustment and Test of On/Off Thermostate 509-05.01

E(fition01H

(Please see "Instruction manual of thermostate") L23/30H

Safety precautions:

B Stopped engine B Shut-off starting air B Shut-off cooling water H Shut-off fuel oil B Shut-off cooling oil B Stopped lub. oil circui.

Description:

Adjustment and test of on/off thermostate. (lub. oil, fuel oil, water etc.).

Starting position:

Functional test and adjustment of safety alami and monrtoring equipment, 509-01.00

Related procedure:

Special tools:


Manpower:


Data:

1/2 hour 1 man


Hand tools:

Screw driver. Special testing devices.



96 26-ESOSG

AHYUNDAI - ts&a^ 509-05.01

EditionOIH Adjustment and Test of On/Off Thermostate Working Card

Pago 2 (2)

L23/30H (Please see "Instruction manual of thermostate")

Adjustment:

1) When the thermostate cover is removed and locking screw pos. 5,fig1 is loosened, the range can be set wrth the spindle pos. 1 while at the same time the scale pos. 2 is read.

(5)

(Sy^

Ch— ti)-^

1 e.

z. 4 C

.y^\ fi^^^^^^ ^ < ^ ^ C ^ ^ 5>/®

^ \V S^^^\ fr K V

\T^*^^^ ?V>».\\ ^ j * * ' ^ " ^ ^ ^

^ ^ ^ < ^

Range spmdle Range scale Ditferenual spmdle Differential scale Lockmg screw

Figl

Test:

3) The tuncional test of the thermostate is to be earned out according to the following procedure.

4) Take out the sensor of the pocket.

5) Test the sensor in a water bath, where the temperature can be controlled.

Alarm for Falling Temperature:

6) Raise the temperature until the swrtch has changed

Then the temperature must slowly be reduced, and check that the switch changes back at the temperature stated in the list page 500.30.

Alarm for Rising Temperature:

7) Raise the temperature until the swrtch changes and check that is happens at the stated alarm points

8) Adjust rf necessary

9) The sensor is mounted again.

2) Thermostates having an adjustable differential, the spmdle pos. 3 can be used while the scale pos 4 is read.

Set points, see page 500.30.

96 26 • ESOS-G

AHYUNDAI - tks^

• [ Working Card Page 1 (2) Function and Test of Level Switch (LAL 25) 509-05.02

EctitionOIH

L23/30H

o o

Safety precautions:

B Stopped engine B Shut-off starting air D Shut-off cooling water n Shut-off fuel oil D Shut-off cooling oil D Stopped lub. oil circui.

Description:

Function and test of level switch, LAL 25, in lubricating oil system.

starting position:


Related procedure:

Special tools:

Plate no. Item no. Note

Hand tools:

Manpower:


Data:

1/2 hour 1 man




91.03-ESOS-G



Function and Test of Level Switch (LAL 25) Woftung Card Page 2 (2)

L23/30H

The level switch LAL 25, which is mounted on the main lubricating oil pipe of the engine, gives alarm for missi.ig prelubricating oil.

Function.

1) By starting the prelubricating oil pump the main lubricating oil pipe will be filled with lubricating oil, which means that the level switch is lifted and the alarm is disconnected.

2) When the prelubricating is interrupted, the lub. oil will run out of the system through the bearings, which means that level switch is lowered and the alarm starts.

Test:

The test is carried out when the engine is stopped.

3) Start the lubricating oil pump, and let the pump run about 5 min.

4) Stop the prelubricating oil pump. The alarm must be released after 0 - 5 min., depending of the oil viscosity.

' Vent pipe

Level switch

Mam lubncating oil pipe

Fig 1.

91.03-ESOS-G

AHYUNDAI - < ® i • [ Working Card

Page 1 (2) Adjustment and Test of Analogous Pressure Transmitter 509-05.03 EditionOIH

(Please see "Instruction manual of pressure transmitter") L23/30H

CM

OD O

I OJ

m

Safety precautions:


Description:

Adjustment and test of analogous pressure transmitter.

Starting position:


Special tools:


Hand tools:

Ring and open end spanner, 10 mm. Testing pump.

Related procedure:

Manpower:


Data:

1/2 hour 1 man




91.45-ESOS-G

AHYUNDAI - / S ^ 509-05.03

EditionOIH Adjustment and Test of Analogous Pressure Transmitter Wortang Card

Page 2 (2) W L23/30H

(Please see "Instruction manual of pressure transmitter")

The pressure transmitter registers the actual pressure and marks the change to an electrical signal, which adjusts the pressure.

1 Tnal flange 2 Dram screw 3 Valve

Fig 1

Adjustment:

1) The pressure transmitter shall not be adjusted, but the alarm limrt must be set on the alarm plant. Kindly see the instruction book for the alarm plant.

Set points, ses page 500.30.

Test:

2) It is possible to make a functional test of the pressure transmitter. This is canied out according to the following procedure:

3) Shut off system pressure with the valve pos. 3.

4) Remove the screw pos. 2.

5) Mount the testing apparatus on the tnal flange pos. 1. and pump on a pressure within the working area of the transmitter.

If the alarm plant has an instrument unit, the pressure can be read on this. Other wise the test can be carried out by watching if the alarm plant gives any alarm, when the alarm limit which is stated on page 500.30 is exceeded (if the alarm plant is adjusted).

6) The screw pos. 2 is mounted, and the valve pos. 3. is opened after the test is finished.

I 6

91 45 - ESOS-G

AHYUNDAI - tS

n. Working Card Page 1 (2)

Adjustment and Test of Analogous Temperature Transmitter


(Please see "Instruction manual of temperature transmitter") L23/30H

Safety precautions:

D Stopped engine n Shut-off starting air n Shut-off cooling water n Shut-Off fuel oil n Shut-off cooling oil D Stopped lub. oil circui.

Description:

Adjustment and test of analogous temperature transmitter, (PT 100 sensor).

Starting position:

Functional test and adjustment of safety alarm and monrtoring equipment, 509-01.00

Related procedure:

Special tools:


Hand tools:

Special testing devices.

Mampower:


Data:

1/2 hour 1 man




96 26 - ESOS-G

AHYUNDAI - 1 ^ \ 509-05.04

EditionOIH

Adjustment and Test of Analogous Temperature Transmitter

Working Card Page 2 (2) p

L23/30H (Please see "Instruction manual of temperature transmitter")

The PT 100 sensor consists of a resistance wire which changes resistance depending on the temperature.

Look and design verify depending on the place of measurement and manufacture.

Adjustment:

1) The PT 100 sensorcannot be adjusted, but the alarm limrt must be set on the alarm plant.

Set point, see page 500.30.

Test:

2) The functional trial of the PT 100 sensor can be earned out according to the following procedure.

3) Take out the sensor of the pocket.

4) Test the sensor by diving the sensor in the water. Compare the signal from the sensor with the water temperature.

If the alarm plant has an instrument unrt, the temperature can be read on this.

Othenvise the test can be earned out by watching if the alarm plant gives any ajarpi, when the alarm limrt which is stated on page 500.30 is exceeded (rt the alann plant is adjusted).

5) The sensor is mounted again.

Figl

I a o

96 26 • ESOS-G

AHYUNDAI - f S \ 1 Working Card

Page 1 (2) Lambda Controller 509-10.00 Edition 08H

L23/30H

X 3

Safety precautions

H Stopped engine D Shut off starting air n Shut off cooling water D Shut off fuel oil D Shut off cooling oil n Stopped lub. oil circui.

Description

Adjustment of lambda controller.

Starting position

Related procedure

Manpower

Wort<.ingtime 1 hour Capacity 1 man

Data


Special tools


Hand tools

Allen key.

Replacement and wearing parts


99 28 - ESO

AHYUNDAI - M A N '

509-10.00 Edition OBH

Lambda Controller Working Card Page 2 (2)

L23/30H

Lambda Controller

Normally the lambda controller does not need adjustment. The only time adjustment is needed, is when the controller or the governor has been dismantled. The adjustment is to be carried out in standstill position.

1. Check that the free space between the pick-up and the band steel on the regulating arm is min 1 mm, see fig 1.

1 Band steel 2 Pick-up 3 Regulating arm

c i 5

li

Fig1

A—"

r

-i

tv ' 1 stop screw ^ s ^ ^ Spring ^ P ^ ^ 3 Piston rod ^ • * Adiustment screw

kM

1 Compressed air trom overspeed device

2 Lambda cylinder 3 Charge air pressure 4 Piston ofthe

lamtKla cylinder 5 Regulating arm

Fig 3

2. Set the index of the fuel pumps at 17 by means ofthe govemor arm, see plate 50902, item 039.

Note: Setthe "load limit" control knob at max in order to protect the governor.

3. Frt the adjustment screw (4), fig 2, until the piston has contact with the spring without compressing the spring.

4. Fasten the adjustment screw.

5. Adjustment finished.

Adjustment of the stop screw

6. Remove pipe for charge air pressure, see fig 3.

7. Supply airpressure until the piston rod reaches its upper position.

8. Adjust the stop screw, see fig 2, to 110% load according to the test bed, plus 1.5 index. Use the index arm on the fuel pump nearest to the lambda controller as control for the index.

9. Adjustment finished.

I

Fig 2

99 28 - ESO

AHYUNDAI - 1 ^ ^

• [ Plata

Page 1 (2) Governor and Governor Drive 50901-01H

L23/30H 104

For Govemor, see special Instruction book

Q O

212-I-

91 43-ESOS-L

AHYUNDAI - 1 ^ \ 50901-01H Governor and Governor Drive Plate

Pago 2 (2)

L23/30H Item No

021

033

045

057

069

070

082

094

104

116

128

141

Qty.

1/E

1/E

1/E

4/E

2/E

1/E

1/E

1/E

1/E

1/E

4/E

1/E

Designation BencBvnelse

153

165

177

189

190

200

2124^

224

236

248

261

273

285

297

307

319

1/E

1/E

1/E

1/E

1/E

1/E

1/E

2/E

2/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

Synchronnizing motor

Plug screw

Gasket

Nut

Stud

o-ring

Castle nut

Split pin

Shut down solenoid

Governor

Screw

Shim (set 0,1 -0 , 3 - 0 , 5 - 1 , 0 mm)

Synch ronisenngs-motor

Propskrue

Pakning

Me ink

Tap

O-nng

Kronematnk

Split

Shut-down spole

Regulator

Sknje

Mellemlaeg (saat 0,1 0,3-0,5- 1,0 mm)

Disc

Ballbearing

Bevel gear wheel

Key

Castle nut

Split pin

Housing

Stud

Pin

Plug

Plug

Axiejournal

Bush

Bevel gear wheel

Gearwheel

Pointed screw

Skive "

Kugleleje

Konisk tandhjui

Feder

Kronematnk

Split

Hus

Tap •

Stitt

Prop

Prop

Aksel tap

Besning

Konisk tandhjui

Tandhjui

Pinolskrue

Item No

320

332

Qty.

1/E

1/E

Designation Beneevnelse

Wear disc

Key

'f Item No. 212 require an indhridual matching (by shims) before mounting, contact, Hyundai Heavy Industries Co.,Ltd.

Slidskn«

Feder

+lt8mnr.212kr8Bveren individual tilpasning (mod shims) far montering, kontakt Hyundai Heavy Industries Co ,Ltd


* = Only available aa part of • spare parts ML QtfJE s QtyTEngina

Ved besolling af reservedele, se ogsi side 500 50.

* = Kuntiigsngeligsomendeiafetroservodelssat Antal/E = Antal/Ktotor

91 43 - ESOS-L

AHYUNDAI - ts^ Plate

Page 1 (2) Regulating Device 50902-06H

L23/30H

Governor Plate 50901

064

I Q

578

00 10-ESO

AHYUNDAI - f BSK ^ ~

50902-06H

L23/30H

Item 1 No 1

015

027

039

040

052

064

076

088

111

123

135

147

159

160

172

184

196

206

218

231

243

255

267

279

280

292

302

314

326

Qty.

1/R

2/R

1/R

2/R

2/R

2/R

1/R

2/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/R

1/E

1/E

Designation

Screw

Locking plate

Govemor arm

Split pin

Self locking nut

Screw for ball head

Spring loaded pull rod, complete

Pull rod head

Split pin

Pull rod end

Cylindrical pin

Spring housing

Pointed screw

Spring

Cylindrical pin

Guide ring

Guide ring

Pull rod

Nut

Locking plate

Arm

Spring pin

Screw

Guide pin

Screw

Bearing

Bushing

1 Regulating shaft

Washer

-

Regulating

Benaevnelse

Skrue

Ldsebhk

Regulatorarm

Split

Selvlasende metnk

Skrue for kugletioved

Fjederbelastet traek-stang, komplet

Traekstangshoved

Split

Traekstangsende

Cylindrisk stift

Fjedertius

Pinolskrue

Fjeder

Cylindnsk stift

Styrering

Styrenng

Traekstang

Matnk

Lasebhk

Arm

Fjederstift

Skrue

Styrestift

Skrue

Leje

Bosning

Regulenngsaksel

Skive

Device

Item No

338

351

363

375

387

399

409

410

422

434

446

458

471

483

495

530

542

554

566

578

Qty.

1/E

1/E

1/C

1/C

1/C

1/C

1/C

1/C

3/C

1/C

1/C

1/C

1/C

2/C

2/C

2/E

2/E

2/E

2/E

1/E

Designation

Stop ring

Screw

Linkage

Split pin

Pin

Pin

Spring arm

Spring

Spring pin

Armholder

Screw

Bushing

Bearing bracket

Spring pin

Screw

Screw

Screw

Washer

Nut

Bracket

Plate Page 2 (2)

Benaevnelse

Stopnng

Skrue

Lasnkeled

Split

Stift

Stift

Fjederarm

Fjeder

Fjederstift

Armholder

Skrue

Besning

Lejeblik

Fjederstift

Skrue

Skrue

Skrue

Skive

Matnk

Konsol

I Q


* = Only available as part of a spare part kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder Qty./R = Qty./Regulating device


= Kun tilgaengelig som en del af et reservedelssaet Antal/E = /\ntal/Motor Antal/C = Antal/Cylinder Antal/R = Antal/Regulenngsmekanisme

00 10-ESO

AHYUNDAI - / f f i \ Plate

Page 1 (2) Overspeed Device 50903-02H

L23/30H

s 512- 489

490

98 14 - ESOS-V

AHYUNDAI - f S \ 50903-02H Overspeed Device Plate

Page 2 (2)

L23/30H

Item No

010

022

034

046

058

071

083

095

105

117

129

130

142

154

166

178

191

201

213

225

237

249

250

262

274

286

298

333

345

Qty.

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

4/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

Designation

Socket

Button

Spring pin

Spring

Screw

Screw

Cover

Spindle

Spring pin

Cylindrical pin

Lever

Screw

Flyweight housing

Adjusting screw

Spring

Circlip

Flyweight

Key

Ball bearing

Housing

Cover

Washer

Screw

Pin

Lever

Nut

Gasket

Spindle

Spring

Benaevnelse

Muffe

Knap

Fjederstift

Fjeder

Skrue

Skrue >

Daeksel

Spindel

Fjederstift

Cylindnsk stift

Arm

Skrue

Hus for svingvaegt

Justenngsskrue

Fjeder

Siknngsnng

Svingvaegt

Not

Kugleleje

Hus

Daeksel

Skive

Skrue

Stift

Arm

Motnk

Pakning

Spindel

Fjeder

Item No

357

369

370

382

394

404

416

428

441

453

465

477

489

490

500

512

Qty.

1/E

1/E

1/E

1/E

1/E

2/E

2/E

1/E

1/E

1/E

1/E

4/E

1/E

1/E

1/E

1/E


Button

Nipple

Spindle

Spring (left)

Spindle

Washer

Screw

Ball bearing

Elastic coupling

Spring (right)

Valve attachment

Screw

Pneumatic valve

Silencer

Overspeed device, complete

Spare parts kit for item 489

Knap

Nippel

Spindel

Fjeder (venstre)

Spindel

Skive

Skrue

Kugleleje

Elastisk kobling

Fjeder (hojre)

Ventilholder

Skrue

Pneumatisk ventil

Lyddaemper

Overspeed anordning, komplet

Reservedelskit for Item 489

in X S


' = Only available as part of a spare parts kit Qty./E = Qty./Engine

Ved bestllling af reservedele. se ogsS side 500 50

= Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor

98 14 - ESOS-V


Page 1 (2) Pressure Gauge Panel 50905-04E'

General

II II II II II II II

PIOI

PUO

PI 21/22

PI 23

PI 31

PUO

PI 501*)

11 cooling water, inlet lo air cooler |

HI cooling water, inlet engine

lubricating o i l . inlet/ouUel to t i l l e r

lub. o i l . inlet lo turbocharger

Charge air. outlet from cooler

fuel o i l . inlel lo engine j

No;r cool. o i l . inlet tn fuel valves

( * ) If nozzle cooling oil applied only

AHYUNDAI - ' M A N BSkVr

50905-04E Pressure Gauge Panel Plate Page 2 (2)

General

Item No.

01

02

03

04

05

06

07

08

09

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24

25

26

27

28

Qty.

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

3/E

3/E

1/E

3/E

3/E

4/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E


Housing for panel

Bracket for panel

Pressure gauge (PI 01)


Pressure gauge (PI 21~22)




Stop valve

Stop valve

3-Way valve

Flexible hose

Flexible hose

Rubber damper

Name plate

Name plate(Fresh water)

Name plate

Name plate

Name plate

Name plate

Name plate

Name plate

Name plate

Name plate

Name plate

Name plate

Name plate

Name plate

Item No.

35

36

37

3B

39

40

41

42

43

44

45

Qty.

2/E

1/E

1/E

e/E

B/E

40/E

1/E

3/E

3/E

4/E

4/E


Connector

Connector

Pipe 08X1.5X300

Nut MB

Spring washer MB

Machine screw M3XB

Head cap bolt MBX30

Stud bolt MBX30

Nut MB

Spring washer MB

Name plate(Sea washer)

AHYUNDAI -Plate

Page 1 (2) Pressostate, Thermostate

Difference Pressostate and Pressure Transmitter 50907-01E


General

Fig. and Description

c

c

Pressostate

-1 .A

Thermostal

0

o

Difference

- K . r

1 1

a

*

~r-

- > L 1

T "

1 1

e

-J Y&

o o

0 1 ~ 1 I

Presso

u tx—li ; \

state

"il

1 T

o

o

Range

- 1 - 1 0 bar

5-20 bar

70-120 °C

0.2-2.5 bar

Code

PSL 22 PAL 10 PAL 22 PAL 40

PAL 70

TAH 12 TSH 12 TAH 20 TSH 22

PDAH 21-22 PDAH 43-40

L Item No.

01

02

10 11 12

13

Maker: DANFOSS

AHYUNDAI - /^^^ 50907-01E Pressostate, Thermostate

Difference Pressostate and Pressure Transmitter Plate

P-jge 2 (?)

General

Fig. and Description Range Code Item No.

fr ffii

Pressure Transmitter

0 - 4 bar

0 - 6 bar

0 -10 bar

0-16 bar

0 -25 bar

PT 31

PT 10

PT 22

PT 40

PT 70

14

15

16

17

18

Maker DANFOSS

A H Y U N D a i - / s ^ Plate

Page 1 (2) Pressostate, Thermostate

Difference Pressostate and Pressure Transmitter 50907-01 El


General


^ • J ^

"TL

a

Pressostate

1-10 bar

1-16 bar

PSL 22 PAL 10 PAL 22 PAL 40

PAL 70

01

02

MJ Thermostate

20~150°C TAH 12 TSH 12 TAH 20 TSH 22

10 11 12

Difference Pressostate

-0.6-3.4 bar PDAH 21-22 PDAH 43-40

13

*) Maimer: TRAFAG

A H Y U N D y C k l - / ^ ^

50907-01 Ei Pressostate, Thermostate Difference Pressostate and Pressure Transmitter

Plate Pago 2 (2)

General


fcM S

Pressure Transmitter

0 - 4 bar

0 - 6 bar

0 -10 bar

0-16 bar

0-25 bar

PT 31

PT 10

PT 22

PT 40

PT 70

14

15

16

17

18

*) Maker:TRAFAG


Page 1 (2) Thermometer 50907-02H

L23/30H

Rg. Scale LeriQth

L1 Code Item No.

40-240 0-120 110 100

V

0; L1

•"'c^

TI01

TI02

TI31

252

40-240 0-120 110 63 TI22

TI20

264

40-600 0-300 150 100 Ti30 276

40-400 0-200 110 40 TI40

TI51

288

&I 5

40-220 0-120 110 100 TI03

TMO

Tin

311

91.44-ESOS-L

AHYUNDAI-50907-02H Thermometer Plate

Page 2 (2)

L23/30H

Pig-Scale Length

Ll Code

Item No.

l t ~

L

M L1

100-1300 50-650 100 115 TI60 323

Pocket 115 335

"M

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100-1300 50-650 65 215

Pocket 215

T161 347

359

91 44 - ESOS-L

AHYUNDAI - / f f i ^ Plate

Page 1 (2) Thermometer 50907-02E

(Please see "Piping diagram on final plan") L23/30H

Fig Scale

40240

40-240

-JM i - ^ S

0 120

Lefiqth *

65

0-120

40 600

40-400

40220

0-300

0200

65

100

Code

63

65

65

0-120 65

100

40

100

TI01

TI02

Tl 10

TI31

TI22

TI20

TI30

TUO

TI51

Item No.

01

02

03

04

TI03

T i l l

OS

AHYUNDAI - f^i^ti 50907-02E Thermometer

Plate Pou)e i! (2)

L23/30H

r.g Scale

^7^

^ C F

' a Ll

.]

Ll

100 1300

Lertqih Lt

Code ttem No

0-6^0 ino 115 TIGO 06

07 Pockel 115 07

zzr [f

100-1300 0-650 65 215 TI61 08

Pocket 215 09

AHYUNDAI - (Si:^ Plate

Page 1 (1) Level Switch 50907-03E


General


r i,n I 11,1 m

111

LAL 25 01

U\H 42 10

LAL 28 LAU'H 28

20

AHYUNDAI - fs^ Plate

Page 1 (1) Pick-up 50908-01H

L23/30H

Fig. and Description Range Item No.

. M8x1

D

s Cabel length: 3 M.

Working temp. -25°C - 70°C

018

Q o

95.28 - ESOS


Page 1 (2) Lambda Controller 50910-02H

L23/30H

in I

s o

^

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<|:

97 14-ESOS

AHYUNDAI - / ® ^ h 50910-02H Lambda Controller Plate

Page 2 (2)

L23/30H

Item No

019

020

032

Qty.

1/E

1/E

1/E


Regulating arm, complete

Pick-up, incl. sleeve

Lambda cylinder, complete

Regulenngsarm, komplet

Pick-up, incl afstandsnng

Lambdacylinder, komplet


I Q 9


* = Only available as part of a spare parts kit. Qty./E = Qty./Engine


= Kun tilgaengelig som en del af et reservedelssast Antal/E = Antal/Motor

9714-ESOS


Page 1 (2) Starting Box 50935-01H


( n m Y n n Y ENGINE RPM

f REMOTE Q Y LOCAL Q Y BLOCKING J

017

029

030

94.36 - ESOS-G

AHYUNDAI -50935-01H Starting Box Plate

Pago 2 (2)

L23/30H Hem No.

017

029

030

Qty.

1/E

1/E

1/E

Designation BentBvnelae Item No.

Starting box Startboks

Terminal box Terminaltxjks

Starting box, complete Startboks, komplet

Qty. Designation Benavnelse


= Only available as part of a spare parts kit. QtyTE = QtyJEnlgne.

Ved bestllling at reservedele, se ogsA side 500.50.

- Kun tilgasngelig som en del afet reservedelssaat. QtyyE » QtyTMotor

94.36 - ESOS-G

Plate Page 1 (2)

AHYUNDAI - f^t^ starting Box


50935-01E

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L . . J

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AHYUNDAI- M A N '

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Qty.

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l/E

1/E

t/E

1/E

4/E

1/E

1/E

1/E

Designation Benaevnelse Item No.

Cover

Body

Digital tachometer

Receptacle

Name plate

Damping rubber

Push button with cover




s Only available as part of a spare parts kit. QtyJE = QtyJEnigne.

. Kun tilgaangelig som en del af et reservedelssaat Qty/E - OtyTMotor

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, ®

UG DIAL

WOODWARD 0©¥EK[N1©^ COMPAiMY

S\/iAISgUAL 03040D

READ THIS ENTIRE MANUAL AND ALL OTHER PUBLICATIONS PERTAINING TO THE WORK TO BE PERFORMED BEFORE INSTALLING, OPERATING OR SERVICING THIS EQUIPMENT. PRACTICE ALL PLANT AND SAFETY INSTRUCTIONS AND PRECAUTIONS. FAILURE TO FOLLOW INSTRUCTIONS CAN CAUSE PERSONAL INJURY AND/OR PROPERTY DAMAGE.

Woodward Governor Company reserves the right to update any portion of this publication at any time Information provided by Woodward Governor Company is believed to be correct and reliable However no responsibility is assumed by Woodward Governor Company for its use unless otherwise expressly undertaken

Woodward Governor Company, 1982-All Rights Reserved

• W o O D W A P n

TABLE OF CONTENTS

SECTION 1 GENERAL INFORMATION 1 Introduct ion 1 Descript ion 1 References 2

SECTION 2 INSTALLATION PROCEDURES 4 Introduct ion 4 Receiving 4 Storage 4 Mount ing Requirements 4 Linkage Attachments 5 Oil Supply 6

SECTION 3 PRINCIPLES OF OPERATION 9 Introduct ion 9 Component Description 9

Oil Pump 9 Accumulator 9 Power Piston 9 Pilot Valve System 9 Ballhead System 11 Compensat ion System 11 Load Limit Control 12 Synchronizer 12 Speed Droop 12

Operation of the UG Dial Governor 13 General Information 13 Decrease m Load 13 Increase in Load 14

SECTION 4 GOVERNOR OPERATION AND ADJUSTMENTS 15 Introduct ion 15 Initial Operation for a New Governor 15

Adjustments 15 Compensation Adjustments 15

Initial Operation for a Repaired or Reassembled Governor 16 Test Procedures 18 Test Completion 20

SECTIONS TROUBLESHOOTING 21 Introduction 21 Troubleshooting 21

Oil 21 Compensating Adjustment and Needle Valve 21 Definitions 21 Preliminary Inspection 22

Troubleshooting Chart 23-27 Addit ional Information for Steam Turbines, Gas and Gasoline Engmes 28 Governor Field Repairs 28

Removal of Governor from Engine 28

SECTION 6 REPLACEMENT PARTS 31 Replacement Parts Information 31 Illustrated Parts Breakdown 32-41

SECTION 7 AUXILIARY EQUIPMENT 42 Introduction 42 Synchronizer Motor and Solenoid Shutdown 42

Bodine Synchronizer Motor 42 PM Synchronizer Motor with Housing 43

Low Lube Oil Pressure Shutdown 44 Magnetic Speed Pickup 44 Micro Switches and Wiring Harness 44

LIST OF ILLUSTRATIONS

UG8 Dial Governor ii 1-1 Recommended Output Shaft Travel

Adjustment 1 1-2 Outl ine Drawing of UG Dial Governor 3 2-1 Linkage Arrangement (For Non-Lmear

Fuel System) 5 3-1 Schematic Diagram of the UG Dial

Governor 10 4-1 Maximum and/or Minimum Speed Stop

Adjustment on the UG Dial Governor 19 5-1 Common Bench Tools 29 5-2 Normal Field Repair Tools 30 6-1 Parts Il lustrations for the UG Dial

Governor 33-41

7-1 UG Cover with Bodine Motor and Shutdown Solenoid 42

7-2 Installing Cover with Bodine Synchronizer Motor 42

7-3 UG8 Dial Governor Equipped with Bodine Synchronizer Motor 43

7-4 Top View of Weatherproof Housing with PM Synchronizer Motor and Shutdown Solenoid 43

7-5 UG8 Governor with PM Motor, Weatherproof Housing 43

7-6 Low Lube Oil Pressure Shutdown 44 7-7 Magnetic Speed Pickup 44 7-8 Micro Switches and Wiring 45 7-9 Wiring Harness on Cover 45

W O O D W A R H

COVER

DIAL PANEL

CASE

COMPENSATION NEEDLE VALVE PLUG

OIL DRAIN PLUG

OIL FILLER CAP

OIL SIGHT GLASS

OUTPUT SHAFT (TERMINAL SHAFT)

COMPENSATION POINTER

03000 A 150

UG8 Dial Governor

Wo6bwARP

SECTION 1 GENERAL INFORI\/IATION

INTRODUCTION

This manual covers the UG Dial Governor It is arranged into seven sections, General Information, Installation Procedures, Principles of Operation, Governor Operat ion and Adjustment, Troubleshoot ing, Replacement Parts and Auxil iary Equipment

The UG Dial Governor is available in three different work outputs, the UG5 7, UG8 and UG12 8 The UG5 7 and the UG8 both use 120 PSI oil pressure and the UG12 8 uses 150 PSI

Basic UG Operat ion, Adjustment, Troubleshoot ing and Replacement of Parts is similar for the UG5 7, U G 8 a n d U G l 2 8

FULL ,GOVERNOR TRAVEL,

The engine, turbine, or other type of prime mover should be equipped with an overspeed (overtemperature, or overpressure, where applicable) shutdown device(s), that operates totally independent of the pnme mover control device(s) to protect agamst runaway or damage to the engine, turbine, or other type of prime mover with possible personal injury or loss of life should the mechanical-hydraulic governor(s) or electr ic cont ro l (s) , the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail

DESCRIPTION

The UG IS a mechanical-hydraul ic governor for contro l l ing diesel, gas or dual fuel engines, or Steam turbines The UG is mechanically linked to the fuel racks or to the fuel valves, dependmg on the system

The maximum travel of the output (termmal) shaft IS 42° The recommended travel of the output shaft IS 28° from no load to full load which allows sufficient overtravel at each end so that the governor can shut down the prime mover and also give maximum fuel when required See Figure 1-2 for recommended output shaft travel adjustment

100%

PRIME MOVER

STOP

PRIME MOVER STOP

A - OVERTRAVEL TO INSURE PRIME MOVER STOPS ARE REACHED

NO LOAD TO FULL LOAD TRAVEL - NORMALLY 2/3 OF FULL GOVERNOR TRAVEL IS RECOMMENDED

0 TRAVEL REQUIRED TO ACCELERATE THE PRIME MOVER

D - TRAVEL REQUIRED TO DECELERATE OR SHUT DOWN PRIME MOVER

MAXIMUM WORK CAPACITY OVER FULL GOVERNOR TRAVEL OF 42° IS • FT-LBS SEE ABOVE FOR RECOMMENDED GOVERNOR OUTPUT TRAVEL IN SPECIAL APPLICATIONS MIN AND MAX PRIME MOVER STOPS MAY BE OUTSIDE THE GOVERNOR STOPS

MISC A 1S3

* 5 2 FT-LBS for the UG5 7 9 7 FT-LBS for the UG8

11 7 FT-LBS for the UG12 8

Figure 1-1 Recommended Output Shaft Travel Adjustment

Normally, the UG operates isochronously (constant speed) regardless of load on the engine, except d u r i n g ope ra t i on as desc r i bed in Sec t ion 3, Principles of Operation

Speed droop is incorporated in the UG Dial Governor to divide and balance load between units driving the same shaft or paralleled in an electrical system

A load limit control is also a standard feature on the UG Dial Governor It limits the amount of fuel supplied by restricting the travel of the governor output shaft An indicator dial shows the governor output shaft limit position

The load limit control may also be used for shutting down the engine, turbine or other type of prime mover by turning it to zero

woboWApn

REFERENCES

Sales, Service and Product Information are available through the offices listed on the back cover of this manual Some of the manuals listed below are briefly covered in the Auxiliary Equipment Section of the manual

ITEM

Manual

Manual

Product Spec

Manual

NUMBER

03013

03016

03029

03035

TITLE

Shutdown Solenoid for UG Governors

Low Lube Oil Pressure Shutdown for UG Governors '

UG Governor

PM Speed Adjusting Motor

ITEM

Manual

Manual

Spec Procedure

NUMBER

03505

25071

25075

TITLE

Speed Adjusting (Synchronizing) Motor Parts Catalog and Lubrication Guide

Oils for Hydraulic Controls

Commercial Preservation Packaging for Storage of Mechanical-Hydraulic Controls

ITEM

Manual

Manual

Application Note

Manual

NUMBER

36052

36684

50516

56103

TITLE

Magnetic Speed Pickup for PG, UG and UG40 Governors

Booster Servomotor

Governor Linkage for Butterfly Throttle Valve

UG Dial Repair

OUTPUT SHAFT MAY BE EXTENDED ON EITHER OR BOTH SIDES

METRIC CONVERSION CHART

MM 24 48 S4

11 1 13 5

159 167 19a 214 22 2

23 0 27 7 317 38 1 38 8

516 73 0 74 6 82 5 95 3

9S4 1127 122 J 123 8 1254

1334 146 1 238 1 2S8 1 318 3 374 7

INCH 009 0 19 025 044 053

0 62 066 078 084 088

0 91 109 125 150 153

2 03 288 294 325 3 75

388 444 4 81 468 494

525 5 75 938

11 34 12 50 14 75

120 PSI PRESSURE

TEST POINT

.OIL SIGHT GLASS

COMPENSATION ADJUSTMENT

COMPENSATING NEEDLE VALVE DRAIN PLUG OR CONNECT TO BOOSTER INLET

1,1 i l l ^ a 2 s n i A fijj_||j in,- ^ „ ^ S AE. 0 62506

V B r " ^ SERRATIONS

^ ^ _ S P A C E R SLEEVE •' ' ' '^0 18 I 0 093 KEYWAY

0.625-18 CASTLE NUT

VIEW WITH SYNCHRONIZER (SPEED SETTING MOTOR)

DRIVE SHAFT TO CARRY GEAR (OPTIONAL) o

o

CO Figure 1-2 Outline Drawing of UG Dial Governor.

>

woobWApn

SECTION 2 INSTALLATION PROCEDURES

INTRODUCTION

This section provides information necessary for receivmg, storage, mounting and start-up adjustments

WARNING i The engine, turbine, or other type of prime mover should be equipped with an overspeed (overtemperature, or overpressure, where applicable) shutdown device(s), that operates totally independent of the prime mover control device(s) to protect against runaway or damage to the engine, turbine, or other type of prime mover with possible personal Injury or loss of life should the mechanical-hydraulic governor(s), or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail.

RECEIVING

When you receive your UG governor it wil l be bolted to a wooden platform in a vertical position After testmg the governor at the factory, it is drained of oil This leaves a light f i lm of oil covering the internal parts, preventing rust No internal cleaning is required before installation

Some drive shafts are sprayed with a l ight f i lm of oil while others (depending on customer requirements) are covered with soft seal Before installat ion, remove the soft seal with a rag saturated with mineral spirits

STORAGE

If a governor is being stored for any period of time please refer to Woodward's specification procedure 25075 "Commercia l Preservation Packaging for Storage of Mechanical-Hydraulic Controls"

MOUNTING REQUIREMENTS

1 Make sure the drive shaft rotates freely

2 Select the correct length of coupl ing between the governor and the prime mover drive

Mount the governor squarely on its mounting pad

Make sure there is no force pushing the drive shaft mto the governor

See Figure 1-2 (Outline Drawing), for mounting hole sizes and governor dimensions

Make sure the coupl ing rotates freely but without backlash Incorrect alignment of the governor shaft to the coupl ing, or not enough clearance between any of the parts, can result in excessive wear and/or seizure of parts It can also cause an undersirable high frequency vibration or " j iggle" in the governor output shaft (See Definit ions in Section 5 for more information )

The standard UG Governor drive gives few installation problems if the alignment of the governor shaft to the drive coupl ing is kept

In the event of a misaligned or broken drive shaft, an overspeed condition or runaway engine can develop. An over-speeding or runaway engine can result in extensive damage to tlie equipment, personal injury and/or loss of life.

If an optional keyed drive is used when installing the governor, care must be taken to avoid the fol lowing undesirable condit ions

a Rough gear teeth

Rough gear teeth or shaft out of round, can cause vibrations which can be transmitted to the governor and cause a Jiggle in the governor output shaft The Jiggle can be transmitted to the fuel c o n t r o l r esu l t i ng in an undes i rab le condit ion Replace gears if necessary

b Incorrect shimming

Check backlash and re-adjust if necessary to ob ta in proper mesh w i thou t binding or excessive backlash Refer to

•VISSSMMD

the prime mover manufacturer's specifications for the correct amount of backlash

7 Mount the governor flush with the engine drive pad If the engine drive pad is at an angle (from 0° to 45° maximum), the UG must be installed with the front panel in the upper position Use a gasket between governor and engine drive pad

Be sure there is adequate space available around the governor to provide easy access for installing the control linkage, filling the governor with oil, and adjusting the speed and compensation system See Outlme Drawing, Figure 1-2, for mounting hole sizes and governor dimensions

The recommended rated speed range for the governor drive is 1000 to 1500 RPM The drive power requirement is 1/3 HP at normal speed and operating temperature The UG governor may be driven either cw or ccw

Operating temperature range for the UG governor IS-20° to 210° F

LINKAGE ATTACHMENTS

Adjustment of the fuel linkage must provide for control of fuel from "OFF" to "FULL FUEL" within the limits of the 42° of governor output shaft travel It must also provide for approximately 30° output shaft travel between "NO LOAD" and "FULL LOAD"

Attach the fuel rack linkage to the governor output shaft There must be no lost motion or binding in this linkage Adequate locking methods must be employed on the linkage connections

WARNING I Be sure to allow sufficient overtravel at each end of the terminal shaft. Failure to provide sufficient overtravel at maximum fuel position can prevent the prime mover from giving maximum fuel when required. Failure to provide sufficient overtravel at minimum fuel position can prevent the governor from shutting down the prime mover and result in possible damage to equipment and personal injury.

A linear linkage arrangement is used in applications where the governor output shaft positioning is directly proportional to the torque output of the prime mover Thus, the governor output shaft travel will be directly proportional to the amount of fuel delivered to the prime mover

A linear linkage is a linkage arrangement which provides as much movement of the governor output shaft per increment of valve movement at light loads as it does at heavy loads

In applications where a governor is controlling a butterfly valve, such as on a gas engine, a linear linkage should not be used

This IS due to the inherent design of the butterfly valve which requires only a small amount of valve travel (for example, 10°) to bring an engine from no load to half load By contrast, this design requires a much greater movement of valve travel (for example, 30°) to bring the engine from half load to full load

In order to improve governing control at light loads, a compensating linkage is devised ("non-

ADJUST TO ENGINE MANUFACTURER'S SPECIFICATIONS

BUTTERFLY VALVE LINKAGE

BUTTERFLY VALVE OUTPUT SHAFT

f®

OUTPUT SHAFT MINIMUM POSITION

' y GOVERNOR OUTPUT SHAFT

Figure 2-1 Linkage Arrangement (For Non-Linear Fuel Systems)

W00t)WAR|)

linear" linkage) This linkage provides greater movement of the governor per increment of valve movement at light loads than it does at heavy loads Figure 2-1 illustrates the relationship between governor output shaft and butterfly positions obtained with simple linkage of maximum non-Imearity When installing this linkage, make sure that the two followmg conditions are obtained when the linkage is in the no-load position

1 The lever which is attached to the governor and the connecting link is in line with the governor output shaft and the point of attachment of the connecting link to the butterfly lever

2 The butterfly lever must be at 90° with the connecting link

See also Table 5-2 for a satisfactory relationship between governor output shaft travel and butterfly valve travel in a non-linear system

For more information on non-linear linkage, please refer to Woodward Appl icat ion Note 50516, "Governor Linkage for Butterfly Throttle Valves "

OIL SUPPLY

Use an oil dependmg on operatmg temperature for the governor (see Table 2-1)

NOTE

Primary concern is for ttie oil properties in tfie governor

Fill the governor with approximately 1 1/2 quarts of oil to the mark on the oil sight glass After the engine is started and the governor is at operating temperature, add oil if necessary Oil must be visible in the glass under all operating conditions

Use the information given in Tables 2-1 and 2-2 as a guide in the selection of a suitable lubricating/ hydraulic oil Oil grade selection is based on the operating temperature range of the governor Also, use this information to aid in recognizing and correcting common problems associated with oil used in products manufactured by the Engine and Turbine Controls of Woodward Governor Company

For applications where the governor shares the oil supply with the engine, use the oil recommended by the engine manufacturer

Governor oil is both a lubncating oil and a hydraulic oil It must have a viscosity index that allows It to perform over the operating temperature range and it must have the proper blending of additives that cause it to remain stable and predictable over this range

Governor oil must be compatible with seal materials, I e , nitrile, polyacrylic, and fluorocarbon Many automotive and gas engine oils, industrial lubricating oils, and other oils of mineral or synthetic origin meet these requirements Woodward governors are designed to give stable operation with most oils with the viscosity, at the operating temperature, between 50 and 3000 SUS (Saybolt Universal Seconds) At the normal operating temperature, the viscosity should be between 100 to 300 SUS Poor actuator response or instability may be an indication that the oil viscosity is outside this range

Excessive component wear or seizure in a governor indicates the possibility of

1 Insufficient lubrication caused by

a An oil that flows slowly when it is cold, especially during start-up

b No oil in the governor

2 Contaminated oil caused by

a Dirty oil containers

b A governor exposed to heating up and cooling down cycles, which creates condensation of water in the oil

3 Oil not suitable for the operating conditions caused by

a Changes in ambient temperature

An improper oil foamy, aerated oil

level which creates

Operating a governor continuously beyond the high limit temperature of the oil will result in oil oxidation This is identified by varnish or sludge deposits on the governor parts To reduce oil oxidation, lower the actuator operating temperature with a heat exchanger or other means, or change to an oil more oxidation resistant at the operating temperature

- W O O D W A R D

ANY OIL USTED IS ONLY A SUGGESTION USE IHE OIL OF YOUR CHOICE WTH THE CORRECT VISCOSITY AS INDICATED IN THE CHART

RECOMMENDED RECOMMENDED UPPER UMIT UPPER UMIT

OF PETHOLEUM Of SYNTHETIC OIL IS 200T OIL IS 250T

UMITED OPERATION AT IDEAL OPERATING UMITED OPERATIOM POUR POINT LOW TEMPERATURE RANGE AT HIGH TgiPERATURE

50 SUS (7 5 CST)

7 JOO SUS (65 CST)

^ 100 SUS (20 CST)

-ACCEPTABLE OPERATING RANGE-

RECOMMENDED UPPER TEMPERATURE UMITS

Table 2-1. Oil Chart

VISCOSITY COMPARISONS

CENTISTOKES (CST, CS. OR CTS)

15

22

32

46

68

100

150

220

320

460

SAYBOLT UNIVERSAL SECONDS (SUS) NOMINAL

AT 100"F

80

106

151

214

310

463

696

1020

1483

2133

SAE MOTOR (APPROXIMATE)

SW

5W

low

10

20

30

40

50

60

70

SAE GEAR (APPROXIMATE)

75

75

80

80

85

90

115

140

ISO

15

22

32

46

68

100

150

220

320

460

Table 2-2. Viscosity Comparisons

V^MSWASD

material Use clean containers to store and transfer oil

A loss of stable governor control and possible prime mover overspeed may result if the viscosity exceeds the 50 to 3000 SUS range. An overspeeding and/or runaway prime mover can result in extensive damage to the equipment, personal injury and/or loss of life.

Specific oil viscosity recommendations are given on the Oil Chart (Table 2-1) Select a rxeadily available good brand of oil, either mineral or synthetic, and continue using that same brand Do NOT mix the different classes of oils Oil that meets the API (American Petroleum Institute) engine service classification in either the "S" group or the "C" group, starting with "SA" or "CA" through "SF" and "CD" is suitable for governor service Oils meetmg performance requirements of the following specifications are also suitable MIL-L-2104A, MIL-L-2104B, MIL-L-2104C, MIL-L-46152, MIL-L-46152A, MIL-L-46152B, MIL-L-45199B

Replace the governor oil if it is contaminated, also change it if it is suspected of contributing to the governor instability Dram the oil while it is still hot and agitated, flush the governor with a clean solvent having some lubricating quality (such as fuel oil or kerosene) before refilling with new oil If drain time is insufficient for the solvent to completely drain or evaporate, flush the governor with the same oil it is being refilled with to avoid dilution and possible contamination of the new oil To avoid recontamination, the replacement oil should be free of dirt, water, and other foreign

WARNING i Observe manufacturer's instructions or restrictions regarding the use of solvents. If no instructions are available, handle with care. Use the cleaning solvent in a well ventilated area away from fires or sparks.

Failure to follow above safety instructions can result in dangerous fires, extensive damage to equipment, personal injury and/or loss of life.

Oil that has been carefully selected to match the operating conditions and is compatible with governor components should give long service between oil changes For governors operating under ideal conditions, i e , minimum exposure to dust and water and within the temperature limits of the oil, oil changes can be extended If available, a regularly scheduled oil analysis is helpful in determining the frequency of oil changes

Any persistent or recurring oil problems should be referred to a qualified oil specialist for solution

The recommended continuous operating temperature of the oil IS 140°F (60°C) to 200°F (93°C) The ambient temperature limits are -20°F (-30°C) to 200°F (93°C) Measure the temperature of the governor on the outside lower part of the case The actual oil temperature will be slightly warmer, approximately 10°F (6°C)

W O O D W A R D

SECTION 3 PRINCIPLES OF OPERATION

INTRODUCTION

Basic UG operation is similar for all types The only difference is in the method of setting the speed Auxiliary devices provide different functions but do not alter the basic operation of the governor

Along with the text, a schematic diagram, figure 3-1, IS provided for visual means of understanding the operation of the UG Dial Governor This schematic shows a basic design and does not include any auxiliary equipment

COMPONENT DESCRIPTION

Before getting into the operation of the UG, a brief descript ion of the components will facil itate understanding the operation

OIL PUMP

The purpose of the oil pump (14) is to provide oil pressure for the governor

The pump gets its oil from the self-contained sump (15) The oil pump is a positive displacement gear pump with four check valves (13) for either direction of rotation One pump gear is part of the rotating bushing and the other is part of the laminated drive The rotatmg bushing is driven by the governor drive shaft which is driven by the prime mover As the bushing rotates, it rotates the laminated drive The oil pump gears can be driven either cw or ccw

Oil flow IS directed through the check valve system into the accumulator system (11)

ACCUMULATOR

The purpose of the accumulator (11) is to store oil under pressure for the operation of the UG governor The accumulator (two cylinders) also acts as a pressure relief valve if oil pressure increases above 120 psi (UG5 7 and UG8) or 150 psi (UG12 8)

The accumulator (11) consists of two spring loaded pistons Oil is pumped into the cylinders

and pressure is increased as the accumulator springs are compressed When the oil pressure exceeds 120 psi (UG5 7 and UG8), or 150 psi (UG12 8), oil IS released back to sump through a relief port (12) in each cylinder

Oil flows from the accumulator through passages to the top of the power piston and to the pilot valve system

POWER PISTON

The purpose of the power piston (9) is to rotate the governor output shaft to the increase or decrease fuel position

The power piston is a differential type with oil pressure on both sides of the piston The top end of the power piston is connected to the governor output shaft (6) through a power lever and link assembly

The bottom of the power piston has a larger area than the top of the piston Therefore, less oil pressure is needed on the bottom than on the top to maintain the piston stationary If the oil pressure IS the same on both the top and bottom of the piston, the piston moves up to rotate the governor output shaft in the increase fuel direction The piston moves down only when oil under the piston IS released to sump

Oil to and from the bottom of the power piston is regulated by the pilot valve system

PILOT VALVE SYSTEM

The purpose of the pilot valve plunger and bushing IS to control the flow of oil to or from the bottom of the power piston

The pilot valve system includes the rotating bushing (38) and the pilot valve plunger (39) The bushing (38) IS rotated by the driveshaft (36) while the pilot valve plunger is held stationary Through this rotation, friction between the pilot valve and bushing IS reduced The pilot valve plunger has a control land that regulates oil flow through ports in the bushing

SYNCHRONIZER (SPEED SETTING) MOTOR

„ . . TRAPPED

HIGH PRESS OIL

COMPENSATION OIL

© NEEDLE VALVE

® LA,1GE DASHPOT COMPENSAT' COMPENSAT'ON PISTON

1 t ^ , ^ V A I v> —

(V) (OPEN) y-—V 0

o o o -i. >

Figure 3-1. Schematic Diagram of the UG Dial Governor

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When the pilot valve plunger (39) is lowered, high pressure oil flows under the power piston (9), raising it When the pilot valve plunger is raised, oil IS released to sump from under the power piston (9), lowering it The higher pressure on top of the power piston(9), forces the piston down When the pilot valve plunger (39) is in its centered position, the control lana covers the control port as shown in the schematic, figure 3-1, and there is no movement of the power piston

The movement of the pilot valve plunger (39) is controlled by the ballhead system (23) and the dashpot compensation pistons (34) and (35)

Speeder spring force or speed setting (25) is controlled manually through the synchronizer (speed setting) adjusting knob (5) It can also be controlled from a remote area if the governor is equipped with a speed setting motor (1)

COMPENSATION SYSTEM

The purpose of the compensation system is to give stability to the governor and obtain steady state speed control Also, when correctly adjusted, the compensation system effectively regulates the amount of fuel necessary to bring the engine to the required output to adjust to a decrease or an increase in load

BALLHEAD SYSTEM

The purpose of the ballhead system (23) is to sense speed changes of the prime mover as compared to the speed setting reference given by the speeder spring (25) and to position the pilot valve plunger (39)

The ballhead system includes a ballhead (23), flyweights (24), a speeder spring (25), a thrust bearing (30), a speeder plug (29) and a speed setting rod (21)

As the governor drive shaft (36) rotates, the gear on the laminated drive (32) turns and rotates the ballhead gears (23) The flyweights (24) are attached to the ballhead with pivot pins, and a thrust bearing (30) rides on the toes of the flyweights (24) The speeder spring (25) is held in position against the thrust bearing (30) by the speeder plug (29) The speeder plug (29) is used to set a pressure on the speeder spring (25)

As the ballhead (23) rotates, the flyweights (24) pivot outward due to the centrifugal force At the same time the speeder spring (25) is forcing thrust bearing (30) downward on the flyweight toes This downward force is opposing the centrifugal force of the flyweights Increasing the drive speed increases the centrifugal force Compressing the speeder spring (25) with the speeder plug (29) increases the downward force applied to the flyweight toes, and in turn, increases the governor speed setting The prime mover must run faster to generate a centrifugal force greater than the speeder spring force to balance the system again

The compensation system creates a small temporary change of speed setting with governor output shaft movement to produce a stabilizing speed droop characteristic in the governor The change of speed setting is followed by a slow return of speed setting to its original value Compensation is simply another word for temporary speed droop characteristic

The compensation system includes a large dashpot compensation piston (34), a small dashpot compensation piston (35), a floating lever (31), a compensation adjusting lever (22) with a pivotable fulcrum (18) and a needle valve (33) See figure 3-1

The large dashpot compensation piston (34) is connected to the governor output shaft (6) by a compensation adjusting lever (22) A pivotable fulcrum (18) rides on the compensation adjusting lever (22) Changing the fulcrum's (18) position allows the compensation lever (22) to control the amount of stroke available for the large dashpot compensation piston (34)

The small dashpot compensation piston (35) is connected through a floating lever (31) to the pilot valve plunger (39) and the speeder rod (21)

Moving the large dashpot compensation piston (34) down forces oil under the small dashpot compensation piston (35) As the small dashpot compensation piston (35) is forced upward, it lifts the pilot valve plunger (39) to close off the control port which stops the flow of oil to the bottom of the power piston (9)

The needle valve (33) is a variable orifice which controls the flow of oil between both the large (34)

11

WOODWARI I

and the small dashpot compensation (35) pistons, and the oil sump

NOTE

Compensation must be properly adiusted to tiie particular engine and load to provide stable operation (see Section 4, Compensation Adjustments)

SYNCHRONIZER

The synchronizer is the speed adjusting control, and IS used to change engine speed for a single unit On engines paralleled with other units, it is used to change engine load

The upper knob called "SYNCHRONIZER" on most models, and "SPEED SETTING KNOB" on late models, is the control knob

LOAD LIMIT CONTROL

The purpose of the load limit control is to hydraulically and mechanically limit the load that can be placed on the engine by restricting the travel of the governor output shaft in the increase fuel direction, and consequently the amount of fuel supplied to the engine

The load limit control may also be used for shutting down the engine by turning it to zero

A/WVWNAAAAAA < CAUTION I SAAAAAAAAAAAA^

Do not manually force prime mover linliage to increase fuel without first turning the load limit control l(nob to maximum position (10). Failure to do so may cause damage and/or failure of governor internal parts.

The load limit control consists of an indicator disc (7) geared to a load limit rack (8) The control knob IS also attached to the load limit cam (16)

Load IS limited mechanically by positioning the load limit knob (cam 16) When the load indicator reaches the preset point, the pilot valve plunger (39) IS lifted, stopping any further increase in fuel

Turning the load limit control to zero to shut down the engine turns the cam (16) forcing the load limit (shutdown) lever (20) and shutdown strap (17) down As the right end of the load limit (shutdown) lever (20) is forced downward, it pivots about its fulcrum and lifts the pilot valve plunger (39), releasing oil from under the power piston (9) Pressure oil acting on top of the power piston (9) forces it downward, rotating the governor output shaft (6) to minimum fuel and causing the prime mover to shutdown

The lower knob, "SYN INDICATOR" has no function of its own but has an indicator disc which shows the number of revolutions of the synchronizer (speed setting) control knob

SPEED DROOP

Speed droop or simply droop is one method of creating stability m a governor Droop is also used to divide and balance load between units driving the same shaft or paralleled in the electrical system

Droop IS the decrease in speed taking place when the governor output shaft moves from the minimum to the maximum fuel position in response to a load increase, expressed as a percentage of rated speed

If instead of a decrease in speed, an increase takes place, the governor is showing a negative droop Negative droop will cause instability in a governor

Not enough droop can cause instability in the form of hunting, surging or difficulty in response to a load change Too much droop can result in slow governor response in picking up or dropping off a load

Using an example where the governor speed is 1500 rpm at no load and 1450 rpm at full load, droop can be calculated with the formula

% Droop =

%Droop =

No load speed - Full load speed Full load speed

XlOO

1500 rpm-1450 rpm ^^^^ ^ 3 ^^ 1450 rpm

12

• \A fOODWARU

If the decrease in speed is greater than 50 rpm when the governor output shaft moves from the min imum to the maximum fuel posit ion, droop greater that 3 5% is shown by the governor If the decrease in speed is less than 50 rpm, droop less than 3 5% is shown by the governor

NOTE

If tfie governor output stiaft does not use tfie full 30° of available travel from ''NO LOAD" to •'FULL LOAD," droop will also be reduced proportionately

Marks on the droop adjustment scale on the dial panel are reference numbers only, and do not represent droop percentages Thus the 100 mark does not represent 100% droop It represents the maximum droop percentage available on that part icular UG governor model

Speed droop consists of a control knob, cam, and l i n k a g e , w h i c h w h e n p r e s e t , v a r i e s t h e compression of the speeder spring as the output shaft rotates Increasing the fuel reduces speeder spring compression and in turn the governor speed setting The unit gradually reduces its speed as load is applied This relationship between load and speed acts as a resistance to load changes when the unit is interconnected with other units either mechanical ly or electrically

Reducing droop to zero allows the unit to change load wi thout changing speed Normally, set zero droop on units running alone On interconnected units, set the least amount of droop possible to provide satisfactory load division

For ac generatmg units tied in with other units, set droop suff iciently high (reference numbers 30 to 50 on the dial) to prevent interchange of load between units If one unit in the system has enough capacity, set its governor on zero droop and it wil l regulate the frequency of the prime mover system If its capacity is not exceeded this unit will handle all load changes

Operate the SYNCHRONIZER, of the governor with zero droop, to adjust the system's frequency Operate the SYNCHRONIZERS, of the governors that have speed droop, to distr ibute load between units

OPERATION OF THE UG DIAL GOVERNOR

GENERAL INFORMATION

Refer to f i gu re 3-1 w i th the tex t to bet ter understand the operation of the UG Dial Governor This schematic diagram is of a basic design and does not include any auxiliary equipment

Changes in governor speed setting produce the same governor movements as do changes in load on the engine The description that fol lows is based upon speed changes caused by load changes

DECREASE IN LOAD

When the prime mover is running on speed, the f lyweights (24) are in a vertical posit ion for normal steady state operation The pilot valve plunger (39) IS centered over the control port of the rotating bushing, and the control land stops the f low of pressure oil through the bushing (38) control port There is no movement of the power piston (9), and no movement of the governor output shaft (6)

When a decrease in load occurs and the same fuel setting is maintained, a decrease in load creates an increase in speed This generates the fol lowing sequence of governor movements

1 As speed increases, the centnfugal force of the f lyweights (24) increases and becomes stronger than the force of the speeder spring (25)

2 The f lyweights (24) tip outward and raise the speeder rod (21) and the right end of the floating lever (31)

3 Th is raises the p i lo t valve p l unge r (39) opening the control port in the rotatmg bushing (38) Oil is released from the bottom of the power piston (9) to sump

4 Pressure oil on the top side of the power piston (9) moves it downward rotating the governor output shaft in the decrease fuel direction

5 Linkage from the governor output shaft (6) lowers the compensation adjusting lever (22), which rotates at the fu lcrum (18), raising the large dashpot compensation piston (34)

13

WobDWARH

6 Suction IS thus applied to the chamber of the small dashpot compensation piston (35), lowering the left end of the floating lever (31)

7 This lowers the pilot valve plunger (39) closing the control port (37)

8 As sump oil flows through the needle valve (33) from the sump into the dashpot compensation piston assembly (34 and 35) the small dashpot compensation piston (35) IS returned to its normal centered position by the compensation sprmg, at the same rate as the speeder rod (21) This keeps the pilot valve plunger (39) in its centered position

9 The control port in the rotating bushing (38) IS kept closed by the land on the pilot valve plunger (39)

10 This Stops the governor output shaft and power piston movement in the new decreased fuel position This is the position needed to run the prime mover at the selected speed setting with the new load

INCREASE IN LOAD

When the prime mover is running on speed, the flyweights (24) are in a vertical position and the pilot valve plunger (39) is m its centered position There is no movement of the power piston, and no movement of the governor output shaft

When an increase in load occurs and the same fuel setting is maintained, an increase in load creates a decrease in speed This generates the followmg sequence of governor movements

1 As speed decreases, the centrifugal force of the f lyweights (24) decreases and the opposing speeder spring (25) force is now greater than the centrifugal force of the flyweights (24)

2 The flyweights (24) tip inward and lower the speeder rod (21) and the right end of the floating lever (31)

3 This lowers the pilot valve plunger (39) opening the control port in the rotatmg bushing (38) Pressure oil is released through the control port mto the lower cylinder of the power piston (9)

4 The power piston is forced upward by the pressure oil acting on the larger lower surface area of the power piston, and the governor output shaft is rotated in the increase fuel direction

5 Linkage from the governor output shaft (6) lifts the compensating adjusting lever (22), which rotates at the fulcrum (18), lowering the large dashpot compensation piston (34)

6 Pressure oil is applied to the bottom side of the small dashpot compensation piston (35), raising the left end of the floating lever (31)

7 This raises the pilot valve plunger (39) closmg the control port (37)

8 As pressure oil flows through the needle valve (33) from the dashpot compensation piston assembly (34 and 35), the small dashpot compensation piston (35) is returned to Its normal centered posit ion by the compensation spring, at the same rate as the speeder rod (21) This keeps the pilot valve plunger (39) in its centered position

9 The control port in the rotating bushing (38) IS kept closed by the land on the pilot valve plunger (39)

10 This stops the governor output shaft and power piston movement in the new increased fuel position This is the position needed to run the prime mover at the selected speed setting with the new load

In both cases, a decrease or an mcrease in load, the compensation system operates in opposite directions

The compensation or amount of movement of the large dashpot compensation piston (34) is controlled by the compensation adjustment, that IS, the position of the fulcrum (18)

The rate at which the small dashpot compensation piston (35) is returned to normal is controlled by the needle valve adjustment, that is, the rate of flow of oil through the needle valve (33)

14

SECTION 4

GOVERNOR OPERATION AND ADJUSTMENTS

-WoofrWARf)

INTRODUCTION

This section describes initial operation and basic adjustments of the UG Dial for putting a new or repaired governor into service.

INITIAL OPERATION FOR A NEW GOVERNOR

Before initial operation of the UG Dial Governor, check that all previous installation steps have been correctly accomplished and all linkages are secure and properly attached. See Section 2, Installation Procedures. Also, read all of Section 4.

Fill the governor with oil to the top mark on the oil sight glass. Close the needle valve carefully (cw) using a Phillips screwdriver and open it (ccw) 1/2 to 3/4 turn. Loosen the nut holding the compensation adjusting pointer enough to move the pointer and set the pointer in the center of the scale. Tighten the nut.

If replacing a governor, the initial compensation setting can be that of the governor just removed.

TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE AND/OR PROPERTY DAMAGE WHEN STARTING the engine, turbine or other type of prime mover BE PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect against runaway or over-speeding should. the mechanical-hydraulic governor(s) or electric controi(s), the actuator(s), fuel control(s), the driving mechanism(s), the linl(age(s), or the controlled device(s) fail.

Use the prime mover manufacturer's instructions to start the engine.

ADJUSTMENTS

Normally, the only adjustments for putting a new governor into service are bleeding entrapped air and

adjusting compensation to obtain satisfactory stability and response. All other operating adjustments were made during factory calibration in accordance with the manufacturer's specifications and should not require further adjustments.

NOTE

Do not attempt internal adjustment of the governor unless you are thoroughly familiar with the proper procedures.

COMPENSATION ADJUSTMENTS

The compensation needle valve and pointer are adjustable parts of the compensation system. Their settings directly affect governor stability.

Compensation must be properly adjusted to the particular engine and load to provide stable operation.

When the engine, turbine or other type of prime mover is started for the first time after the governor has been filled with oil, the governor may be stable at constant speed, yet the governor may need adjustment. High overspeeds and underspeeds after load changes and slow return to normal speed indicate the need for compensation adjustment.

NOTE

Maximum compensation settings generally provide stable steady state operation, but result in greater offspeeds on load changes.

After the oil in the governor has reached its normal opera t ing tempera tu re , make the f o l l ow ing compensation adjustments without load on the prime mover to be certain that the governor gives optimum control. See figure 1-1 for location of the adjustment parts.

1. To bleed trapped air from the governor oil passages, first loosen the nut holding the

15

WoobwARH

compensation adjusting pointer and set the pointer at its extreme upward position for maximum compensation. Tighten nut.

Next, remove the needle valve access plug and open the needle valve two turns ccw. Use a Phillips screwdriver to avoid damage to the threads inside the bore and to the needle valve.

Damage to the threads or to the needle valve will cause the governor to change fuel rhythmically. This is called governor hunt. See Section 5 for more information on hunting.

There are two screwdriver slots in the needle valve, a shallow and a deep slot, located at right angles to each other. The deeper slot is used to expand the head of the needle valve and increase friction to prevent vibrations from changing the needle valve setting. If a plain screwdriver must be used, be sure to use the shallow slot of the needle valve.

Allow the prime mover to hunt for approximately one-half minute to bleed trapped air from the governor oil passages.

2. Loosen nut holding the compensation pointer and set the pointer as far as it will go towards minimum compensation. Tighten nut.

3. Gradually close the needle valve until hunting just stops. If hunting does not stop, open the needle valve one turn and move the compensation pointer up by one mark on the front panel indicator scale. Again gradually close the needle valve until hunting stops.

If hunting does not stop, set needle valve 1/4 turn open and repeat setting the compensation pointer up by one mark. Retest governor until hunting stops.

NOTE

The objective of the compensation adjustment procedure is to find the particular settings for the compensation needle valve and compensation adjustment pointer at which the engine, turbine or other type of prime mover, will return quickly to speed (needle valve adjustment) after a speed disturbance with only a slight over or undershoot (compensation pointer adjustment).

4. From this setting, open the needle valve one turn and momentarily disturb governor stability

by turning the load limit knob to increase the load slightly and bringing it back quickly to its original position. Gradually close the needle valve until governor returns to speed with only a small overshoot or undershoot and:

a. The needle valve is between 1/8 to 1/4 turn open on a governor with an oil sight glass located in the center of the dial panel.

b. The needle valve is between 3/8 and 3/4 turn open on a governor with an oil sight glass located on the side of the governor.

Compensation adjustment determines offspeed and needle valve adjustment determines recovery time.

NOTE

For most responsive governor control, use as little compensation as possible. Too much compensation causes excessive speed overshoots and undershoots upon load changes.

NOTE

Closing the needle valve more than indicated in a. and b. above makes the governor slow to return to normal speed after a load change.

Opening the needle valve more than indicated above decreases governor stability and can cause hunting.

Once the needle valve adjustment is correct, it is not necessary to change the setting except for large, permanent changes in temperature which affect governor oil viscosity.

When the compensation adjustment is correct, tighten the compensation pointer nut and install the needle valve access plug with a copper washer. The plug and the washer will seal oil seepage around the needle valve.

INITIAL OPERATION FOR A REPAIRED OR REASSEMBLED GOVERNOR

After disassembly or repair, it is very important to test the governor on a test stand. If a test stand is not available, testing of the governor can be done on the engine.

16

•WOOPWARI)

If testing of the governor is done on the engine, the operator must be careful to manualiy control the engine speed until he has proven that the governor wiil control engine speed.

Attach a serration wrench to the output shaft in addition to the normal linlcage to manually control engine speed with the serration wrench.

When satisfied that the governing system is fully operative, remove serration wrench.

If accurate tests and adjustments are to be made, it IS best to use a test stand since it is difficult to make them when the governor is mounted on an engine Write or phone the Woodward Governor Company for a test specification for the governor part number shown on the nameplate fastened to the governor

Table 4-1 is a list of tools that are necessary only if a large number of governors is being tested For a small number of governors, only the pressure gauge is needed to check oil pressure during testing

Table 4-1 Test Stand Tools

Tool Woodward Applicat ion Description Number

Woodward Test Stand

Electronic Counter and Frequency Pickup

Pressure Gauge (0 to 200 psi)

Dial Indicator

8995-037

Engine Simulator Drives G o v e r n o r S u p p l i e s pressure o i l Inc ludes gauges for testing

Indicates governor drive speed Must have an ou tpu t of at least 60 cycles per revolution, on a one second time base Must indicate speed to within + 1 rpm Readouts of display time must not exceed 5 seconds

To check governor oil pressure

To check and ad jus t droop setting

Before installation be sure speed droop is not negative To check droop, first set the speed droop control knob to zero

1 Put a dial indicator (tool 8995-037) on the governor with the indicator rod touching the top of the speed setting gear

2 Place the serration wrench on the governor output shaft

3 Rotate the governor output shaft from minimum to maximum fuel position, and check the dial indicator

4 No movement of the indicator IS zero droop If movement is greater that 002 in, adjustment is needed (Cw movement of the indicator is positive droop Ccw movement ofthe indicator IS negative droop)

Loosen the locknut (190) on speed droop screw (189) and turn the screw ccw to reduce droop Turn the screw cw to increase droop

When zero droop is obtained ( 002 in or less ccw movement), tighten the locknut again (190)

Check again the adjustment by moving the governor output shaft from minimum to maximum fuel position Droop can be zero or positive, it must not be negative Check the final droop setting with the governor operating on the prime mover as shown in "Test Procedures" in this Section

Before operating a repaired governor for the first time, check that all installation steps have been correctly completed See Section 2, Installation Procedures Also, read all of Section 4

TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE AND/OR PROPERTY DAMAGE WHEN STARTING the engine, turbine or other type of prime mover BE PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect against runaway or overspeeding should the mechanical-hydraulic governor(s) or electric control(s) , the actuator(s), fuel control(s), the driving mechanism(s), the l inkage(s) , or the controlled device(s) fail.

17

W66C)WAftn

TEST PROCEDURES

1 Remove pipe plug (33) in the base of the governor on the side to the left of the needle valve plug (30), and attach a 0-200 psi pressure gauge (See Figure 1-2for Pressure Test Point)

2 Install governor on a test stand or on the engine pad See Section 2, Installation Procedures

3 Fill the governor with oil See Section 2, Oil Supply The oil level must be to the mark on the oil sight glass

4 If the governor is tested on the engine, start the prime mover according to the instructions from the manufacturer

Run the governor until it is at operating temperature

5 Check that the governor has a 110-120 psi oil pressure at normal operating speed

6 Close the needle valve (32) and open it just enough to cause a small hunt, using a Phillips screwdriver If a plain screwdriver must be used, make sure to use only the shallow slot of the needle valve to avoid damage to the threads inside the bore and to the needle valve

Let the prime mover hunt for approximately one half minute to remove trapped air from the governor oil passages

7 Close needle valve and open it again one half turn If governorcontmuesto hunt, repeatstep 6

8 Adjust the compensation system See Compensation Adjustments in this Section

NOTE

Maximum speed for constant operation for the UG Dial Governor is 1500 rpm

While the engine is running, re-check the governor for zero droop Turn speed droop knob to zero and run the governor at normal operating speed nearO% load Then load engine near 100% load Speed must be within 0 to 3 rpm lower

If the engine cannot be run at full load and must be run at partial load only, the rpm decrease must be proportional to the partial load

10 If adjustment is needed to obtain zero droop, follow this procedure

Loosen the locknut (190) on speed droop screw (189) and turn the screw (189) ccw to reduce droop Turn the screw cw to increase droop Tighten the locknut

Repeat the above procedure until speed is within 0 to 3 rpm lower when running the engine from no load to full load positions

11 To prevent speed setting changes because of engine vibrations, a friction drive (255) is installed in the speed setting mechanical drive of the UG Governor

The friction drive (255) must be tight enough to avoid a speed setting change due to vibrations, and also tight enough to permit the speed setting motor, if used, to turn the speed setting gear

If the friction drive IS too tight, the synchronizer (speed setting) knob can no longer be turned manually

To adjust the friction on the friction drive, first remove the governor cover (214), then the retaining ring (250) on the friction drive using a No 1 Truarcpliers Donotletthecover (214) or the spring (252) fall into the governor as the friction dnve cover is under spnng compression

Check the torque of the friction drive and set it a t l 1/2 to 21/2 Ib in with manual speed setting or 4 to 5 1/2 Ib in with speed setting motor To increase friction, turn the nut on the shaft cw while holding the speed setting knob To decrease friction, turn the nut ccw

12 Reassemble the friction drive

13 Set the maximum and/or minimum speed limit on the governor This adjustment can also be made with the prime mover running To make the adjustment, first remove the governor dial plate (see figure 4-1)

18

• W O O > W A R | )

Turn the synchronizer (speed setting) knob cw to increase the speed setting of the governor from its specified maximum plus 10 rpm.

If the friction drive slips before reaching the required high speed setting, mark the intermediate (278) and the synchronizer (269) (speed setting) indicatorgears,disengagesynchronizer (speed setting) gear (269), index it one tooth ccw to allow a higher speed setting and engage gear again.

INTERMEDIATE ,

SYNCHRONIZER (SPEED SETTING)

KNOB

STOP PIN (MAX SPEED)

SYNCHRONIZER (SPEED SETTING) (269) INDICATOR GEAR

Figure 4-1 Maximum and/or Minimum Speed Stop Adjustment On The UG Dial Governor

governor up to its maximum-speed stop and down to its minimum speed. Reset torque on the friction drive, if necessary as in 11 above.

On governors equipped with a two-position highspeed stop (overspeed test device), set the overspeed-test speed as described above, then the lever catch will provide the normal highspeed stop for the governor. If necessary set the high-speed stop to the lever engaged position and then disengage the lever and advance to the normal high-speed stop position to achieve the overspeed-test speed.

14 To set the minimum speed limit, turn the synchronizer (speed setting knob) ccw to decrease the speed setting of the governor to Its minimum speed position

15 Set the synchronizer knob at zero on the dial

16 Set the synchronizer indicator dial panel pointer at zero

17 Position the synchronizer indicator knob about 1/16" from the surface of the dial This prevents the knob from binding the synchronizer system gear train

18 On governors equipped with micro switches, operate the governor at the required high and low speeds to verify correct positioning of the cams that operate the micro/switches

Adjust the cams by loosening the screws and turning the cams on the shaft Tighten screws again

19 On governors equipped with solenoid shutdown, please refer to Woodward Governor Company manual 03013 for set-up procedures

The amount of rpm change is not the same if the speeder screw (177) has a coarse thread (18 threads/inch) or a fine thread (32 threads/inch).

Engage again the synchronizer indicator gear (269) with the high-speed stop pin, engaging the intermediate gear (278) to prevent further increase in speed. The high-speed stop pin is the pin closest to the gear center.

On governors equipped with an electric speed-adjusting motor, be sure the motor can run the

20 Turn the load limit knob to zero The load limit indicator must move to zero The governor output shaft will move to its minimum fuel position Reset the load limit knob to maximum load

21 Shut down the engine Remove the pressure gauge and mstall a 1/8" socket pipe plug Apply a pipe sealer to the threads, and torque pipe plug down to 90 Ib-in

22. Install the governor cover and dial plate

19

W O O D W A R H

TEST COMPLETION

For operation of units running alone, set droop at zero. Reducing droop to zero allows the unit to change load without changing speed (zero droop operation is also called isochronous operation).

On units connected in parallel or to a single shaft, set the least amount of droop possible to provide satisfactory load division. Droop allows load division between two or more prime movers that drive the same shaft or are paralleled in an electrical system.

For ac generating units tied in with other units, set droop sufficiently high (reference number 30 to 50 or more on the dial) to prevent interchange of load between units.

If one unit in the system has enough generating capacity, set its governor on zero droop, and it will regulate the frequency of the prime mover system. If its capacity is not exceeded, this unit will handle all load changes.

Operate the SYNCHRONIZER of the governor with zero droop to adjust the system's frequency. Operate the SYNCHRONIZERS of the governors that have speed droop to distribute load between units.

When two units are set up for optimum single unit performance, paralleling problems can be encountered. For example, governor response can be too fast on one governor, requiring too high a speed droop setting to prevent a constant load interchange between the two governors. When this occurs, the compensation setting should be moved towards maximum, reducing the single unit transient performance capability but allowing stable parallel operation within the allowable speed droop range. Also, check amount of output shaft travel on each governor (see NOTE, p. 12). Too little output shaft travel on a governor can require too high a droop setting on that governor to obtain steady state control.

When UG governors are used on generator sets operating in parallel and the lead unit is shifted to slave and vice versa, zero droop must be set on the lead unit to maintain the frequency for which it is set, and droop must be set on the slave unit for load distribution between the two units.

For more information on load sharing, please refer to manual 25031, the Control of Prime Mover Speed, Part III, Parallel Operation of Alternators.

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• W O O D W A R D

SECTION 5

TROUBLESHOOTING

INTRODUCTION

This s e c t i o n p rov ides i n s t r u c t i o n s fo r troubleshooting.

It is impossible to anticipate every kind of trouble that is encountered in the field.This manual covers the most common troubles experienced. Poor governing may be due to faulty governor performance, or it may be due to the governor attempting to correct for faulty operation of the prime mover or the equipment driven. The effect of any auxiliary equipment on the overall control required of the governor must also be considered.

TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE AND/OR PROPERTY DAMAGE WHEN STARTING the engine, turbine or other type of prime mover BE PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect against runaway or over-speeding should the mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled devlce(s) fail.

TROUBLESHOOTING

OIL

Keep the governor oil level to the mark on the oil sight glass with the unit operating. The correct oil level is 3/4 to 1 1/4 inch below the top of the governor case.

Dirty oil causes most of all governor troubles. Use clean new or filtered oil. Oil containers used must be perfectly clean. Oil contaminated with water breaks down rapidly, causing foaming and corrodes internal governor parts.

COMPENSATING ADJUSTMENT AND NEEDLE VALVE

The compensating adjustment and needle valve must be correctly adjusted with the governor controlling the engine or turbine, even though the compensation may have been previously adjusted at the factory or on governor test equipment.

Although the governor may appear to be operating satisfactorily because the unit runs at constant speed without load, the governor still may not be correctly adjusted to the load and to the engine it is to control.

High overspeeds and low underspeeds, or slow return to speed, after a load change or speed setting change, are some of the results of an incorrect setting of the compensating adjustment and needle valve.

DEFINITIONS

Use the troubleshooting chart (Table 5-1) on the following pages to determine the probable causes of faulty operation and to correct these troubles.

Terms used in the chart are defined as follows:

HUNT A rhythmic variation of speed which can originate in the governor or in the prime mover. (See T a b l e 5 - 1 , P a r . l A , fo r T r o u b l e s h o o t i n g Information.) A hunt usually has a frequency of less than 50 cycles per minute.

SURGE A sudden variation of speed occurring at periodic intervals which can also originate in the governor or in the prime mover. (See Table 5-1, Par. 1 A, for Troubleshooting Information.)

JIGGLE A high frequency vibration of the governor output shaft and fuel linkage. Do not confuse this with normal controlling action of the governor. A jiggle has a frequency of more than 50 cycles per minute.

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PRELIMINARY INSPECTION

Governor troubles are usually revealed in speed variations of the prime mover, but it does not necessarily follow that such variations are caused by the governor When improper speed variations appear, the fol lowing procedure should be performed

1 Check the load to be sure the speed changes are not the result of load changes beyond the capacity of the prime mover

2 Check engine operation to be sure all cylinders are firing properly and that the fuel injectors are in good operating condition and properly calibrated

3 Check the linkage between the governor and fuel racks or valve There must be no binding or lost motion

4 Check the settmg of the needle valve and compensation adjustment (See Section 4, Compensation Adjustments )

5 Check that the oil is clean and oil level is correct at operating temperature

The source of most troubles in any hydraulic governor stems from dirty oil Grit and other impurit ies can be introduced into the governor with the oil, or form when the oil begins to breakdown (oxidize) or becomes sludgy

The internal moving parts are continually lubncated by the oil within the unit Valves, pistons and plungers will stick and even "freeze" in their bores, due to grit and impurities in the oil

If this IS the case, erratic operation and poor response can be corrected (if wear is not excessive) by flushing the unit with fuel oil or Kerosene

The use of commercial solvents is not recommended as they may damage seals or gaskets

Change the oil and flush the governor twice a year if possible

To change oil, remove the dram plug and drain out the old oil Flush the governor by filling it with fuel oil, and with the prime mover running at low speed, cycle the governor by opening the needle valve two or three turns

Let the governor hunt for a minute or two, then stop the engine and dram the governor Flush the governor once again Refill the governor with oil (see Section 2, Oil Supply)

Res ta r t the e n g i n e and rese t the compensation adjustment and needle valve

Check that the drive to the governor is correctly aligned and free of roughness, side loadmg, and excessive backlash

WARNING I TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE AND/OR PROPERTY DAMAGE WHEN STARTING the engine, turbine or other type of prime mover BE PREPARED TO MAKE AN EMERGENCY SHUTDOWN to protect against runaway or over-speeding should the mechanical-hydraulic governor(s) or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail.

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Table 5-1 Troubleshooting Chart

TROUBLE

1 The engine, turbine or other type of pnme mover hunts or surges

CAUSE

A The trouble may be onginating in the governor or the prime mover

B Compensation adjustments incorrect

C Dirty oil in governor - sludge

D Low oil level which permits air to enter and cause foaming This IS evident m the governor as spongy operation

E Oil varnish which causes sticking of parts

F Lost motion in engine linkage or fuel pumps

CORRECTION

Block the throttle, fuel racks or steam valve in the direction of increase fue) (Never block the governor output shaft in the direction that would prevent a complete shutdown ) The same blocking action can be performed by using the load limit knob on the governor panel

If hunting and/or surging continues while the governor output shaft IS blocked, the problem is in the prime mover

If, after removing the block, hunting and/or surging starts again, the problem can be in the governor or in the prime mover Go through the compensation adjustment procedure for the governor (see Section 4, Compensation Adjustments) If the problem is still there, replace the governor with a replacement governor Go through the compensation adjustment procedure for the replacement governor If the hunting and/or surging continues, the problem is in the prime mover

Adjust needle valve and compensation adjustmg pointer

Drain oil, clean governor and refill

Add oil to the mark on oil sight glass. If oil level decreases and no external oil leaks can be seen on the governor, check the drive shaft for oil leak

If foaming continues, dram oil and refill using a different type oil

Repair governor

Repair linkage and/or pumps

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TROUBLE CAUSE

G Binding in engine-to-governor linkage or fuel pumps

H Governor output shaft travel too short to provide full fuel

1 Spring on yield linkage to fuel racks too weak

J Low oil pressure Normal operating pressure 110 to 120psi fortheUG5 7andUG8, 140 to 150 psi forthe UG12 8 (See Outlme Drawmg.Figure 1-2 for pressure test point location )

Pump check valves are not seating oraccumulatorsprmgs weak

K Power piston is sticking

L Voltage regulator not operating properly

M Fuel linkage incorrectly set This might occur if the governor has been changed or removed and replaced Relationship of governor travel to power output of engine should be linear

N Faulty linkage

0 Incorrect non-linear relationship between governor travel and horsepower output of the prime mover Engine may hunt with light loads and be stable with a heavy load

CORRECTION

Repair and realign linkage and/or pumps

Adjust travel until proper travel is obtained

Install heavier spring

Return governor to factory for repair

Check for sideplay or binding of output shaft

Check voltage regulator Operate in voltage droop or manual Don't disconnect voltage regulator Adjust, repair or replace voltage regulator

Rework or reset the linkage from governor to unit to obtain the linear relationship

It should be free of binding and lost motion throughout service life of

'^unit Check yield links, shutdown arrangements, etc , to be sure that prime mover torque changes for very small increments of governor output shaft travel Stability and good steady-state performance will suffer unless this condition is met

Adjust linkage from governor to gas valve to obtain linear relationship between governor travel and engine output See figure 1-3 Also, Application Note 50516

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TROUBLE

2. Fuel racks do not open quickly when cranking engine, turbine or other type of pr ime mover.

3. Jiggle at governor output shaft

CAUSE

P. Gas or s team p ressu re too high.

Q. Engine misfiring (Bad fuel injector. Low pilot fuel on dual fuel engine.)

R. Load limit indicator binding on nameplate or load limit shaft bent.

S. Negative droop when speed droop knob at zero.

T. Governor worn.

A. Low oil pressure in governor.

B. Cranking speed too low.

C. Booster servomotor (if used) not functioning properly.

A. Rough engine drive or governor drive.

CORRECTION

Adjust gas or steam pressure.

Check pyrometer readings of each cy l inder and make necessary repairs or adjustments.

Damaged i n d i c a t o r d isc or nameplate must be corrected or replaced. Load limit shaft must be replaced if bent.

Droop calibration out of adjustment. Reset (see Sect ion 4, Governor Operation and Adjustments).

Return governor to factory for repairs.

See item 1.J. above.

May be necessary to use a booster servomotor. See booster servomotor manuals 01004 and 36684.

Check action of automatic air starting valve. See Booster Servomotor Manuals 01004 and 36684.

Inspect drive mechanism.

a. Check alignment of gears.

b. Inspect for rough gear teeth, eccentric gears, or excessive backlash in gear train.

c. Check gear keys and nuts or set screws holding drive gears to shafts.

d. Check for bent drive shaft.

e. Check serrated or spl ine c o u p l i n g f o r wear and alignment.

f. T i g h t e n c h a i n b e t w e e n crankshaft and camshaft (if used).

g. Check e n g i n e v i b r a t i o n damper (if used).

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TROUBLE

4 Load does not divide properly on interconnected engines, turbines or other types of prime mover

5 The engine, turbine or other type of prime mover is slow to respond to a speed change or a load change

CAUSE

If

CORRECTION

NOTE

3 keyed drive is used, backlash must be checked and the gear shimmed so that there is no binding and the backlash is not too great. This should be done each time a new or replacement governor is installed

If a serrated drive is used, concentricity of shaft to coupling should be maintained. Coupling should be as flexibility

B

C

D

E

A

B

A

Governor is not a l igned properly

Failure of flexible drive m flyweight head

Other possible causes are - dir ty or worn ballhead

beanng - rough or worn gear teeth - bent speeder sprmg - damaged drive shaft seal

retainer

Air in governor system can cause a jiggle during start ups or transients

Speed droop ad jus tment incorrect

Speed settings of the governors are not the same

Needle valve ad jus tment incorrect

long as possible to permit greater

Loosen governor mounting screws and move the governor slightly on Its mounting pad to align the drive shaft with Its coupling

Return governor to factory for repairs

Return governor to factory for repairs

Replace seal retainer

Bleed air (see Section 4, Test P r o c e d u r e s , P a r a g r a p h 6 )

Readjust droop to divide load properly

Increase droop to resist picking up (or dropping off) load

Decrease droop to increase picking up (or dropping off) load

Adjust speed settmg so both prime movers run at the same speed

Readjust compensating needle valve Open further if possible to do so without causing instability when runn ing w i thou t load Compensation pointer may be too far toward maximum

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TROUBLE

6 The engine, turbine or other type of prime mover will not pick up rated full load

7 Governor does not respond to synchronizer motor switch

8 The speed of the prime mover increases with an increase in load

CAUSE

B

C

D

E

F

A

B

C

D

E

F

Governor is not sensitive in m e a s u r i n g speed c h a n g e (deadband)

Low oil pressure in governor

Engine may be overloaded

Restricted fuel supply

Load limit knob set to restrict fuel

Fuel racks will not open far enough, or governor at end of I ts s t r o k e a n d t h e l o a d indicator is set at 10

Restricted fuel supply

Voltage regulator (if used) not funct ioning

Engine misfiring

S l i p p i n g c l u t c h or b e l t s between engine and dr iven load

Load limit knob set to restrict fuel

S l ipp ing c lu tch Binding or worn bevel gears

Droop IS negative when adjustment is zero on the panel Droop calibration out of adjustment.

CORRECTION

Fr ic t ion or wear on f l ywe igh t toes—sludge in governor, return to factory

Return gove rno r to f ac to ry to inspect pump and check valves if oil pressure is low

Reduce load

Clean fuel supply filters

Increase load limit setting

Adjust engine to governor fuel linkage Adjust load limiting device or fuel pump stops

Check compression of load limit fr ict ion spring Low compression may permi t load l imi t cam to gradual ly work toward reduced load position

Clean fue l supp ly f i l te rs Gas pressure low Gas with different calorific value

Readjust or repair

Check pyrometer readings of each c y l i n d e r and make n e c e s s a r y repairs or adjustments

Make adjustments

Increase load limit setting

Increase compress ion on c lutch spring Repair or return governor to factory

Reset d r o o p See S e c t i o n 4, Governor Operation and Adjustments

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ADDITIONAL INFORMATION FOR STEAM TURBINES, GAS AND

GASOLINE ENGINES

The engine torque versus throttle position for a steam turbine gives a wide variety of non linear relations Each type must be compensated for with the correct compensating linkage to bring the governor output shaft movement back into a near linear relation with the pnme mover torque output Please refer to the prime mover manufacturer's handbook for the correct linkage selection and installation

The torque vs throttle position curve for a gas and gasoline engine which is controlled through a butterfly valve is always very non-linear When adapting a governor to this type of engine, if the linkage is made linear, operation at idle and light loads IS never very stable

The proper procedure for adapting a governor to this engine with the butterfly valve is to make the linkage so that it requires greater movement of the governor per increment of butterfly movement at light loads than it does at high loads

This linkage tends to linearize the relation between engine developed torque and governor output shaft position (see figure 1-3)

The chart below shows a satisfactory angular position of the governor output shaft for different openings of the butterfly valve in order to have a more stable operation at idle and at light loads

GOVERNOR OUTPUT SHAFT TRAVEL

0° 6°

12° 15° 18° 24°

BUTTERFLY VALVE SHAFT TRAVEL

0° 3° 9°

20° 30° 82°

Table 5-2 Governor Output Shaft Travel vs Butterfly Valve Travel

GOVERNOR FIELD REPAIRS

Seals and bearings of the governor output shaft and drive shaft can be replaced in the field

Seals and bearing replacement require only a partial disassembly of the governor See figures 5-1, 5-2, and tables 5-3 and 5-4 for a list of common bench tools and normal field repair tools

Seals and bearings can be replaced without these tools, however replacement of parts is made easier if these tools are available

Order tools from the Woodward Governor Company, Fort Collins, Colorado (see address on the back cover of this manual) Include in order

1 The tool description 2 The tool number or part number of the tool

required 3 The manual number (this manual 03040)

REMOVAL OF GOVERNOR FROM ENGINE

To replace a governor on the engine, or to replace seals or beanngs on the governor, remove the governor from the engine as follows

TVNAAAAAAAAAAA^ I CAUTION I VNAAAAAAAAAA/S^

Use care in handling and resting of the governor on work area. Do not strike or rest governor on end of drive shaft as damage may result to drive shaft, oil seal, bearing, or other internal parts or surfaces. Set governor on wooden block(s) to protect drive shaft when performing maintenance operations.

1 Dram oil from governor and install drain plug again Some governors are equipped with a dram cock for draining

2 Clean exterior surfaces using a cloth moistened with cleaning solvent

3 Disconnect auxiliary device wiring, and pneumatic or hydraulic tubing connections if applicable

4 Before detaching output shaft and speed setting linkages, mark both shaft and lever so they may be easily reinstalled at their original positions

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• W O O 5 W A 1 D

5. Remove the four stud nuts holding the governor to the mounting pad and lift the governor off. Remove the gasket between governor and governor mounting pad.

6. Set governor on wooden blocks to protect drive shaft. Be very careful to avoid striking the end of the drive shaft. Damage to internal parts of the governor may result.

Table 5-3. List of Common Bench Tools

TOOL DESCRIPTION

T-Handle Hex Wrench 7/16" "T" Handle Allen Wrench 3/16" Standard Allen Wrench 5/64" Bench Block

No. 2 Phillips Head Screwdriver Hooked Scribe

REFERENCE NUMBER

1 2 3 4

5 6

TOOL NUMBER

189440 8995-047 8995-048 011971

8995-049 189792

APPLICATION

Various bolts on UG To install 1/8 in. pipe plugs For No. 8:32 headless set screw To press out small bearings and bushings Various screws on UG Removing and ins ta l l i ng cotter pins

/

Figure 5-1. Common Bench Tools

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Table 5-4. List of Normal Field Repair Tools

TOOL DESCRIPTION

William Pliers

Bearing Seater Seal Protector (used with 030952) Dial Indicator W/Base Seal Installing Tool (Micarta Type) Bushing Driver

Serration Wrench

Torque Wrench with 7/16" Socket

REFERENCE NUMBER

7

8 9

10 11

12

13

14

TOOL NUMBER

8995-023

8995-024 030951

8995-017 030952

8995-028

030943

8995-038

APPLICATION

Replace retaining ring on drive shaft Replace drive shaft bearing Fit on output shaft to protect seal To check droop adjustment Install output shaft seals (for extra long shafts only) To adjust output shaft bushings Turning output shaft or drive shaft 25 Ib.-in. torque on drive shaft bearing retainer plate screws

03000-A-193

Figure 5-2. Normal Field Repair Tools

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SECTION 6 REPLACEMENT PARTS

REPLACEMENT PARTS INFORMATION

When ordering replacement parts, include the following information:

1. Governorserial numberand part numbershown on nameplate.

2. Manual number (this is manual 03040).

3. Parts reference number in parts list and description of part or part name.

See the back cover for Woodward Governor Company locations.

WARNING I Refer to Repair Manual 56103 for correct and safe procedures when disassembly and assembly are required. Personal injury may result if accumulator springs are released suddenly. Use an arbor press to release or to install the compressed accumulator spring.

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PARTS LIST FOR FIGURE 6-1 (Sheet 1 of 5)

REF NO. PART NAME QUANTITY

03040- 1 Retainer r ing, 1.283" OD 03040- 2 Washer, 1.185" OD 03040- 3 Accumulator spring 03040- 3A Accumulator spring

(Used in UG 12.8 only) 03040- 4 Accumulator piston 03040- 5 Soc hd pipe plug, 1/8" 03040- 6 Soc hd pipe plug, 1/8" 03040- 7 Cotter pin, .060 x 1/2" 03040- 8 Laminated drive shaft assembly 03040- 9 Sleeve retainer 03040- 10 Spirol pin 03040- 11 Retainer ring .671 ID 03040- 12 Washer 03040-13 Driver assembly 03040- 14 Laminated drive spring 03040-15 Pump gear assembly 03040- 16 Straight pin 03040- 17 Large dashpot compensation

piston 03040- 18 Large dashpot compensation

spring 03040- 19 Large dashpot compensation

link 03040- 20 Oilite bushing 03040- 21 Retainer r ing, 1.283" OD 03040- 22 Pilot valve bushing 03040- 23 Check valve 03040- 24 Dowel pin 03040- 25 Dowel pin 03040- 26 Base 03040- 27 Washer 03040- 28 Cap screw, 1/4-28 x 1.000" 03040- 29 Pipe plug, 1/8" soc hd 03040- 30 Needle valve plug 03040- 31 Washer 03040- 32 Needle Valve 03040- 33 Pipe plug, 1/8" soc hd 03040- 34 Power piston 03040- 35 Controlet 03040- 36 Soc hd pipe plug, 1/8" 03040- 37 Soc hd pipe plug, 1/8" 03040- 38 Ballhead drive gear 03040- 39 Connect ing lever 03040- 40 Straight pin 03040- 41 Cotter pin, .030 x 3/8" 03040

2 2 2

2 2 1 1 1 1 1 1 1 1 1 12 1 1

1 2 2 1 4 2 2 1 5 5

- 42 through 49 Not 2

Used

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REFERENCE NUMBERS 1 THROUGH 41 ARE ON THIS PAGE

ACCUMULATOR PISTON

REFERENCE NUMBERS 42 THROUGH 49 ARE NOT USED

ACCUMULATOR SPRING

ACCUMULATOR SPRING (USED ONLY ON THE UG 12.8 GOVERNOR)

WARNING

Injury may result If accumulator springs (3) and (3A) are released suddenly. Use an arbor press to release the compressed accumulator springs.

CONTROLET LAMINATED DRIVE SHAFT ASSEMBLY

POWER PISTON

I 28(5) 0M0O-A.155

Figure 6 -1 . Parts Illustration For The UG Dial Governor (Sheet 1 of 5)

33

VISSBSSBD


REF NO.

03040-03040-03040-03040-03040-

50 51 52 53 54

03040-54A

03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-03040-

03040-

03040-

55 56 57 58 59 60 61 62 63 64 65 66 67 68 69 70 71 72 73 74 75

76

77

PART NAME QUANTITY

Plug Output shaft (optional) Set screw, 1/4-28 x 5/16" Output shaft bushing Oil seal, 1.128 OD Compensation adjustment lever pin stop Washer, 7/16 x 5/8 x 1/32" Compensation adj. pointer Washer, .328 x .562 x .064 thick Elastic stop nut 5/16-24 Keyed driveshaft Key .188 x .190 x 1.062" Spacer Nut, 5/8-18 castle Cotter pin, 1/8 x 1 1/2" Pilot valve plunger Spring seat Pilot valve spring Driveshaft Ball bearing Snap ring Bearing retainer plate Dr hd cap screw, 1/4-28 x 5/8" Oil seal, 1.379" OD Oil seal retainer Seal retainer gasket Small dashpot compensation piston assembly Small dashpot compensation spring Small dashpot spring seat (Not shown)

1 1 2 2 2

2

1

2

1

REF NO.

03040- 78

03040- 79 03040- 80 03040- 81 03040- 82 03040- 83 03040- 84 03040- 85 03040- 86 03040- 87 03040- 88 03040- 89 03040- 90 03040- 91 03040- 92 03040- 93 03040- 94 03040- 95 03040- 96 03040- 97 03040- 98 03040- 99 03040-100 03040-101 03040-102 03040-103 03040-104 03040-105

03040-106 03040-107 03040-108

PART NAME QUANTITY

Small dashpot compensation piston guide 1 Hex lock nut, 1/4-28 1 Dashpot nut 1 Shutdown lever bracket 1 Spring 1 Washer, .178 1 D 1 Cotter pin 1 Headed pin 1 Shutdown lever 1 Washer 2 Screw 2 Cotter pin 1 Washer 1 Power piston link 1 Cotter pin 1 Power lever 1 Taper pin, No.3 x 1 1/4" 2 Pin 1 Cotter pin, .060 x 3/4" 1 Compensation lever 1 Straight pin 1 Drilled straight pin 1 Cotter pin, .060 x 3/4" 1 Straight pin 1 Compensation link 1 Compensation lever fulcrum 1 Compensation lever assembly 1 Preformed Packing Ring, .301 1 D X .070" 1 Case 1 Output shaft 1

through 149 Not Used

34

-WOOPWARJ)

r,."'"^(^r'° REFERENCE NUMBERS 50 THROUGH 107 ARE ON THIS PAGE


POWER 94 LEVER

POWER PISTON

LINK 88(2)

OPTIONAL KEYED DRIVESHAFT

DRIVE SHAFT

ROTATED 90

OlOOO-A 158

Figure 6-1 Parts Illustration for the UG Dial Governor (Sheet 2 of 5)

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03040-150 Friction spring pm 03040-151 Load limit speed droop spring 03040-152 Load limit cam 03040-153 Speed droop cam assembly 03040-153A Washer, 265 ID x 438 OD x

207-197 thick 03040-154 Rack pm 03040-155 Load indicator gear

(includes items 285 and 286) 03040-156 Load limit lever 03040-157 Load limit strap 03040-158 Load limit rack 03040-159 Dial Panel 03040-160 Ballhead cover 03040-161 Flyweight 03040-162 Flyweight bearing 03040-163 Flyweight pm 03040-164 Torsion spring 03040-165 Torsion spring (early model) 03040-166 Ball bearing 03040-167 Ballhead gear assembly 03040-168 Spirol pm 03040-169 Spring damped ballhead 03040-170 Speeder rod 03040-171 Ballhead assembly 03040-172 Speeder rod spring 03040-173 Thrust bearing 03040-174 Flexloc stop nut 03040-175 Speeder spring assembly 03040-176 Speeder gear 03040-177 Speeder screw 03040-178 Shakeproof washer. No 8 03040-179 Phil hd screw, 8-32 x 375 03040-180 Speed setting screw pin 03040-181 Cotter pin, 030 x 375 03040-182 Washer, 375 OD 03040-183 Speed droop link 03040-184 Cotter pm, 030 x 375 03040-185 Dnlled straight pm 03040-186 Speed droop lever 03040-187 Speed droop fulcrum 03040-188 Speed setting screw guide 03040-189 Speed droop screw 03040-190 Nut, 8-32 03040-191 Extension spring 03040-192 Speed droop lever screw 03040-193 Washer, 500 OD 03040-194 Cotter pm, 060 x 500 03040-195 Speed droop lever 03040 1-196 through 199 Not Used

36

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SPEED DROOP ASSEMBLY

\ | 188 r'' 180

/ 1 8 3

182

LOAD LIMIT ASSEMBLY

179(2)

CONNECTS TO ,. PIN 95 IN ^ POWER LEVER 178(2)

DETAIL B

BALLHEAD ASSEMBLY

161(2)

(^^.^^162(4)

163

^ - ^ » r ^ ^ "

03000-A-157


37

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03040-200 03040-201 03040-202 03040-203 03040-204 03040-205 03040-206 03040-207 03040-208 03040-209 03040-210 03040-211 03040-212 03040-213 03040-214 03040-215 03040-216 03040-217 03040-218 03040-219

115 V ac/dc Bodine motor Motor seal spring Phi l f l hd screw, 10-32 x 375 Oil Cup Phillips hd screw, 10-32 x 1/2" Lockwasher, No 10 Cover gasket Soc hd pipe plug, 1/8" Base gasket Washer Cap screw, 1/4-28 x 1 000" Front panel gasket Elbow, 1/8" Oil sight glass Cover Motor bracket Shakeproof washer, No 8 Phil rd hd screw, 8-32 x 312 Oil fil ler cap (optional) Cover (optional)

1 1 4 1 8 8 1 1 1 4 4 1 1 1 1 1 4 4 1 1

03040-220 through 249 Not Used

38

•WOODWARU



204(8)

205(8)

218 219

220

OPTIONAL COVER

(T (SEE FIGURE 6-1)

SHEET 5 OF 5

DASHPOT LINK

t 209(4)

210(4)


39

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03040-250 Retainer 03040-251 Friction drive cover 03040-252 Friction drive spring 03040-253 Elastic stop nut, .250-28 03040-254 Friction drive spring 03040-255 Friction drive case 03040-256 Drive plate 03040-257 Roll pin, .094 dia. x .500 03040-258 Needle bearing 03040-259 Needle bearing 03040-260 Needle bearing 03040-261 Horiz. synch, adj. gear 03040-262 Taper pin, 6/0 03040-263 Needle bearing 03040-264 Synch, adj. shaft 03040-265 Lockwasher, No.10 03040-266 Socket hd screw 10-32 x 5/8" 03040-267 Synchronizer indicator shaft 03040-268 Spring clip 03040-269 Synchronizer indicator gear 03040-270 Indicator pointer 03040-271 Set screw 03040-272 Knob 03040-273 Stop Pin 03040-274 Dial plate 03040-275 Knob 03040-276 Taper pin, 6/0 x .750 03040-277 Shaft 03040-278 Idler shaft gear assembly 03040-279 Straight pin 03040-280 Oil seal 03040-281 Knob 03040-282 Load limit comp. spring 03040-283 Washer, .365 OD 03040-284 Preformed Packing Ring,

.239 ID X.070 03040-285 Bushing included in item 209 03040-286 Bushing included in item 209 03040-287 Oil seal 03040-288 Knob 03040-289 Roll pin, .094 dia. x .500 03040-290 Speed droop collar 03040-291 Load limit speed droop spring 03040-292 Oil seal 03040-293 Phillips hd screw, 8-32 x 3/8"

40

• W O O D W A R D


SYNCHRONIZER ADJUSTMENT

^GEARS

J® (SEE FIGURE 6-1)

SHEET 4 OF 5

280 1

279

.^277 2 6 8 ^ J / 2/5 276(3) r ^ S ^ ^ ^

267 266(8)

59 SEE DETAIL B SHEET 3 OF 5

SYNCHRONIZER INDICATOR ASSEMBLY

Figure 6-1. Parts Illustration for the UG Dial Governor (Sheet 5 of 5)

41

WOODWARIJ

SECTION 7 AUXILIARY EQUIPMENT

INTRODUCTION

A number of optional auxil iary features and devices are available for use with the UG Dial Governor. These devices permit the governor to perform other secondary functions such as fuel limiting, low lube oil pressure shutdown, or effect a shutdown through an electrical solenoid. Auxi l iary equipment should be supplied as original equipment on the governor. It is recommended that the cus tomer contac t Woodward Governor Company if field installations are desired.

The f o l l o w i n g paragraphs prov ide a br ief description of the auxiliary equipment available and list the manuals where detailed information may be obtained.

SYNCHRONIZER MOTOR AND SOLENOID SHUTDOWN

Early models of the synchronizer (speed setting) motor use an AC-DC Bodine motor, externally mounted, and available in any of the following voltages: 12, 24, 32, 48, 64, 115, 125, 230 and 250. Late models use a PM (permanent magnet) motor using a 115 Vac, or 24 and 32 Vdc, internally mounted.

Figure 7-1 shows a UG cover equipped with solenoid shutdown. It also shows the synchronizer (speed setting) motor as used on the UG Dial Governor.

Two models of the shutdown solenoid are available. One provides shutdown when energized and the other when de-energized. Each can be equipped with or without latch. See Manual 03013 for set-up procedures and parts breakdown.

TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE, and/or PROPERTY DAMAGE, DO NOT use the shutdown solenoid for overspeed protection. Any failure that would cause the governor to be inoperative would also cause the shutdown solenoid to be inoperative. Overspeed protection must come from a unit completely separate from the UG Governor.

BODINE SYNCHRONIZER MOTOR (EXTERNALLY MOUNTED)

COVER (267)

Figure 7-1. UG Cover with Bodine Motor and Shutdown Solenoid

CLUTCH

MOTOR (274)

SYNCHRONIZER KNOB (247)

Figure 7-2. Installing Cover with Bodine Synchronizer Motor

42

• W o o b W A R l ^

The synchronizer (speed setting) motor is ava i lab le separa te ly or w i th the so leno id shutdown. It provides the ability to remotely control the governor's speed sett ing. Thus, alternator frequencies can be matched or, when operating in droop mode, load distribution may be changed as required, remotely. Refer to manual 03505 for the parts reference and lubrication guide.

Figure 7-2 shows the method for installing the cover (267) when equipped with a motor. Turn the synchronizer knob to align the clutch with the motor's shaft as the cover is lowered into position.

Figure 7-3 shows the completed UG8 Dial Governor equipped with a Bodine Synchronizer Motor.

Figure 7-3. UG8 Dial Governor Equipped with Bodine Synchronizer Motor

PM SYNCHRONIZER MOTOR WITH HOUSING

Figure 7-4 shows a UG8 Dial Governor with a permanent magnet synchronizer motor (speed setting motor) and a shutdown solenoid, enclosed in a weatherproof housing.

At rest, the permanent magnet motor acts as a brake to resist speed changes due to vibrations.

The w e a t h e r p r o o f h o u s i n g f o r the PM synchronizer motor can also be equipped with a shutdown

solenoid. There are several supply voltages available for the solenoid. Call or write the Woodward Governor Company, addresses listed on the back cover of this manual, for additional information. A conduit connection and a pin-type connector are also available.

PM MOTOR SHUTDOWN SOLENOID

LEADS

Figure 7-4. Top View of Weatherproof Housing with PM Synchronizer Motor and Shutdown Solenoid

Figure 7-5 shows the UG8 governor with PM motor, weatherproof housing.

Figure 7-5. UG8 Governor with PM Motor, Weatherproof Housing

43

WoobwARD

An explosion-proof housing (UL listed) is also available for use in hazardous areas. The housing is equipped with a 24 Vdc permanent magnet motor and, as an option, a 24 Vdc shutdown solenoid (energize to shutdown type only).

LOW LUBE OIL PRESSURE SHUTDOWN

Figure 7-6 shows a low lube oil pressure shutdown. This device stops the prime mover when engine oil pressure falls below a safe level. There is no additional external linkage required.

For more information and parts illustration, see Manual 03016.

RESET KNOB

For more information, see manual 36042.

SEAL SEAL

NUT

MAGNETIC PICKUP

r i r—•

f-7--t--v-"rl—-7-,-H

ADJUST TO .007 .003

NUT

PICKUP / A D A P T E R

CASE WALL

Figure 7-7. Magnetic Speed Pickup

PRESSURE CONNECTION covEn

TO PROTECT AGAINST POSSIBLE PERSONAL INJURY, LOSS OF LIFE, and/or PROPERTY DAMAGE, DO NOT use the magnetic speed pickup for overspeed protection. Any failure that would cause the governor to be inoperative would also cause the magnetic pickup to be inoperative. Overspeed protection must come from a unit completely separate from the UG Governor.

MICRO SWITCHES AND WIRING HARNESS

Figure 7-6. Low Lube Oil Pressure Shutdown

Any failure that would cause the governor to be inoperative would also cause the shutdown solenoid to be inoperative.

MAGNETIC SPEED PICKUP

The magnetic speed pickup monitors governor speed without having to provide an additional drive pad on the engine. Figure 7-7 shows the assembly on a UG governor.

Micro switches are mounted on the synchronizer indicator shaft as shown in Figures 7-8 and 7-9. Also shown are the wiring connections and terminal strip.

The micro switches are used in one of two ways.

1. They energize a light which indicates the motor has reached its minimum or maximum speed setting position.

2. Instead of energizing a light, they may be used to shut off the electric motor after reaching the minimum or the maximum speed setting position.

When used to shut off the electric motor, micro switches also protect the synchronizer

44

-WoobWARb

TERMINAL STRIP

CAM

LIMIT SWITCHES

(speed setting) motor should the operator run the speed adjustment to its limit.

The external wir ing to the governor is not provided by Woodward Governor Company and should be wired into the connector for the particular application as required.

Figure 7-8. Micro Switches and Wiring Figure 7-9. Wiring Harness on Cover

45

ORDERING MANUALS

TO ORDER MANUALS, WRITE TO: Woodward Governor Company Attention Engine Marketing or Turbomachinery Marketing P.O. 60x1519 Fort Collins, Colorado 80522-1519

PLEASE INCLUDE THE FOLLOWING INFORMATION:

• Your name

• The name and address of your company

(write on letterhead or include business card if available)

• The address where you want the manuals sent (if different from above)

• The quantity wanted of each manual

• The manual numbers) of the manual(s) you are ordering

OR • The part number and serial number from the name plate on your Woodward Equipment

THERE IS NO CHARGE FOR MANUALS ORDERED IN SMALL QUANTITIES

IgM'ViVJTl ©

WOODWARD GOVERNOR COMPANY

ENGINE CONTROLS/TURBOMACHINERY CONTROLS 1000 East Drake Rd. • P.O. Box 1519 • Fort Collins, CO 80522-1519 • Phone: (303) 482-5811 • Facsimile: (303) 498-3058

GULF STATES REGIONAL OFFICE: • Houston. TX • Phone: (713) 666-2211 NORTHEASTT REGIONAL OFFICE • Nonistown, PA • Phone: (215) 278-1900 • SOUTHEAST REGIONAL OFFICE • Binningham, AL • Phone: (205) 987-8686

IN TERNATIONAL OPERATIONS • 1000 East Drake Rd. • P.O. Box 1519 • Foit Collins. CO 80522-1519. U.S.A. • Phone: (303) 482-5811 • Facsimile: (303) 498-3050

INTERNATIONAL LOCATIONS: Wiesbaden, Germany • Phone: 49 611 79 01 46 • FacsimUe: 49 611 79 01 55

Reading. Berkshire, England • Phone: 44-734-752727 • FacsimUe: 44-734-751599 • Venissieux Cedex. France • Phone: 33 78 09 69 47 • Facsimile: 33 79 00 46 76 Kingsgrove, N.S.W. Australia • Phone: 61-2-758-2322 • FacsimUe: 61-2-750-6272 • Campinas, S.P., Brazil • Phone: 55-192-42-4788 • Facsimile: 55-192-42-2992

Biha.gun,Chiba-ken, Japan • Phcne: 8M76-93^»661 • Facsimile: 81.476-93-7939 • Hyogoken, Japan • Phone: 81-78-928-8321 • FacsimUe: 81-78-928-8322 Leiden, The Netheriands • Phone: 31-70-3469660 • FacsimUe: 31-70-3656297 • Hoofddoip, The Netheriands . Phone: 31-2503-13241 • FacsimUe: 31-2503-36529

HYDRAULIC TURBINE CONTROLS • Stevens Point, WI • Phone: (715) 344-2350 • FacsimUe: (715) 344-0053

CORPORATE HEADQUARTERS/AIRCRAFT CONTROLS • Rockford, IL • Phone: (815) 877-7441 • Facsimile: (815) 877-0001

dCI-OCO

WOODWARD ®

SHUTDOWN SOLENOID

FOR

UG GOVERNOR


MANUAL 03013P

WARNING Read this entire manual and all other publications pertaining to the work to be perfonned before installing, operating, or servicing this equipmenL Practice all plant and safety instmctions and precautions. Failure to follow instructions can cause personal injury and/or property damage.

The engine, turbine, or other type of prime mover should be equipped with an overspeed (overtemperature, or overpressure, where applicable) shutdown dcvicc(s), that operates totally independently of the prime mover control dcvice(s) to protect against runaway or damage to the engine, turbine, or other type of prime mover with possible personal injury or loss of life should the mechanical-hydraulic govemor(s) or electric oontrol(s), the acluator(s), fuel controls), the driving mcchanism(s), the linkagc(s), or the controlled dcvice(s) faiL

The letter designation following the manual number is changed to the next letter in alphabetical order when an important change is made to the manual.

Woodward Governor Company reserves the right to update any portion of this publication at any time. Information provided by Woodward Governor Company is believed to be correct ar>d reliable. However, no responsibility is assumed by Woodward Governor Company unless otherwise expressly undertaken.

© Woodward Govemor Company, 1985 AU Rights Reserved

WOODWARD Manual 03013

Table of Contents

Description 1

Operation 1 Dc-Encrgizc to Shut Down Model 1 Energize to Shut Down Model 2

Adjustments-Installation 2 De-Energize to Shut Down Model 3 De-Energize to Shut Down Vibration Resistant Model 4 Energize to Shut Down Model 5 Vibration Resistant Energize to Shut Down Model, Withoul Latch 7

Solenoid Suppression Diodes 8

Replacement Parts 8 Parts Information 8

List of Illustrations

Fig. 1 De-Energize to Shut Down Models 3 Fig. 2 Vibration Resistant, De-Energize to Shutdown 4 Fig. 3 Energize to Shut Down Models Fig. 4 Vibration Resistant Energize to Shutdown Without Latch 7 Fig. 5 Solenoid Suppression Diode 8 Fig. 6 Cover Assembly (With Speed Setting Motor) 11 Fig. 7 Energize to Shut Down With Latch 12 Fig. 8 De-Energize to Shut Down With Latch 13 Fig. 9 Vibration Resistant Energize to Shut Down Without Latch 14 Fig. 10 Vibration Resistant De-Energize to Shut Down With Latch 15


WARNING

This shutdown solenoid must not be used for overspeed shutdown because overspeed could be caused by failure of the governor system. The shutdown could be made inoperable by the same governor failure which caused the overspeed. Engine overspeed can cause property damage, personal injury, and death. Use the shutdown only for protection from low oil pressure, high oil pressure, water temperature, or other system protection.


SHUTDOWN SOLENOID FOR UG GOVERNOR

DESCRirnON

A shutdown solenoid is available for use on dial type UG8, UG32 and UG40 governors. TWo basic models are available. One will cause shutdown when energized and the other will cause shutdown when de-energized.

Vibration resistant models arc available for both styles.

The energize and de-cncrgize models are available with a latch that requires manual resetting for restarting the engine. Vibration resistant models are not built with the latching feature.

WARNING The shutdown .solenoid must not be u.sed as an overspeed protective device. Overspeed protection must come from a unit entirely separate from the UG Governor. The cause of a life or engine threatening overspeed condition can be a failure of a governor or governor related part of the system control. In these cases it is possible that the shutdown solenoid could not stop the runaway condition.

If voltage is available, the engine may be started without manual reset of the solenoid if the solenoid with latch is of the energize-to-run type.

All shutdown solenoids move the load-limit strap down to effect shutdown.

The solenoid can be supplied with various coils to accommodate the more common dc voltages. If operation on ac is desired, rectifiers can be incorporated in the cover assembly to rectify either 110 or 220 volts to dc. In addition, other ac voltages can be adapted on special order.

The special governor cover, required for mounting the unit, is available with or without accommodations for a speed-adjusting motor.

OPERATION

De-energize to Shut Down Model:

The de-energize to shut down models shown in Figures 1 and 2 will shut the engine down on loss of current to the solenoid. The solenoid plunger moves up to allow the engine to run. To start an engine when no current is available, lift the solenoid plunger manually by means of the shutdown-latch knob (sec Figure 1). As it approaches the top of its stroke, the lock pin may be pressed in to latch the shutdown-latch knob just below its upper position. This permits starting and running the engine. Operating with the latch pin holding the solenoid at the top of its stroke eliminates the possibility of using the solenoid to shut down the engine.


When current is applied to the solenoid, it will move to its full upward position, unloading the lock pin, which is moved outward by the circular latch spring. With loss of current, the load spring will cause the solenoid plunger to move down, lifting the governor pilot valve and closing off fuel.

WARNING

During start-up, if for any reason the solenoid has no current and the lock-in is latched, the solenoid will be inoperative. This will eliminate any safety systems which may use the solenoid to shut down the engine.

A de-energize to shut down model can be supplied without the latching feature, generally for operation in automatic plants. The vibration-resistant de-energize to shutdown is available only in non-latching design. The non-latching solenoids present an "energize to run" limitation on the engine, a condition which is required in many plants.

Energize to Shut Down Model:

The energize to shut down model shown in Figures 3 and 4 will shut the engine down as current is applied (even momentarily in the case of the latching model).

The solenoid plunger moves downward through a tapered plunger stop which contains seven spring-loaded steel balls. Tlie binding action of the steel balls against the shutdown rod prevents the solenoid from returning. To restart the engine, return the plunger to its original position by pressing the reset button, which forces the steel balls away from the plunger and allows the spring force to push the load-limit strap and the solenoid plunger to the uppermost positions.

The energize to shut down system is available in non-latching designs for both the regular and the vibration resistant models. The vibration resistant model is not available in the latching mode.

The non-latching model requires a "shutdown current" to the solenoid until shutdown is complete.

ADJUSTMENTS-INSTALLATION

Solenoid shutdown devices supplied on governors as original equipment are adjusted at the factory. It will be necessary to make the following adjustments on units which are to be installed on governors already in service.

CAUTION

When assembling or adjusting a shutdown solenoid ALWAYS remove the cover and do the work away from the govemor. IF ANY PART OF TIIE SOLENOID DEVICE SHOULD DROP INTO TIIE GOVERNOR IT WILL REQUIRE EXTENSfVE DISASSEMBLY OF TIIE GOVERNOR.

WOODWARD Manual 0.3013

1 /16 -27 PIPE PLUG

LOCK NUT

SOIENOID PLUNGER GUIDE

1/8 INCH

SOLENOID COIL

SOLENOID PLUNGER

SHUTDOWN ROD

LATCH PIN — ^

L O C K N U T

SET SCREW

ROD EXTENSION

CIRCULAR SPRING

SHUTDOWN LATCH KNOB

SHUTDOWN ROD

SOLENOID COIL

SOLENOID PLUNGER GUIDE

WITHOUT LATCH

SOLENOID PLUNGER

PLUNGER FRICTION SCREW

GOVERNOR COVER

SHUTDOWN SPRING

SHUTDOWN ROD

LOAD LIMIT STRAP

(IN GOVERNOR)

WITH LATCH

Figure 1. De-Energize to Shut Down Models

De-Energize to Shut Down Model

1. Position the shutdown rod assembly in the solenoid plunger with the end of the plunger friction screw 1/8 of an inch inside the solenoid plunger nose as shown in Figure 1. This adjustment is necessary only when the shutdown device has been disassembled for cleaning or replacing parts. New assemblies sent from the factory will have this adjustment completed.

2. Loosen the lock nut and, with the solenoid de-energized, turn the solenoid plunger guide clockwise until it is tight against the plunger. The plunger, at this time, should be seated against the governor cover. Back off the solenoid plunger guide 3 to 4 turns and tighten the lock nut.

3. Attach the cover assembly (including the shutdown device) to the governor case.

4. Remove the set screw from the hole in the rod extension. With the engine running and the governor in operation and controlling the speed, de-energize the solenoid and use a screwdriver to turn the shutdown rod-assembly clockwise until the governor just starts to shut down, then screw the shutdown rod down one additional turn.


Steps 5, 6, and 7 pertain to the latching model. Skip to step 8 if adjusting a non-latching model.

5 De cncrgi/e the solenoid Lift the shutdown latch knob and press in the latch pm so the pin remains engaged when the knob is released

6 With a screwdriver in the slot of the shutdown rod to prevent it from turning, screw the rod extension clockwise until the solenoid plunger is pulled up against the solenoid plunger guide

7 Energize the solenoid Back off the rod extension until the latch pin releases Back off 1/4 turn more Lock in place with the 10-32 set screw

8 Check for normal operation with the solenoid energi/ed and for shutdown when the solenoid is de-energized Check the latching device to see that it will latch up to allow starting and unlatch when the solenoid IS energized

De-Energize to Shut Down Vibration Resistant Model


ADJUSTING NUT

SOCKET PLUG LOCK NUT

COIL ASSEMBLY

SOLENOID WASHER

PLUNGER ASSY

WIRE SPUCE COMPRESSION SPRING

ROLL PIN

03000 6 - 9 0 08 20 90 BB

Figure 2 Vibration Resistant, De-Energize to Shutdown

If the engine does not shut down remove the one full turn, and replace the cover assembly

1 Install the shutdown solenoid in the cover with the Plunger Guide Assembly slightly below the surface of the inside of the cover Thread the adjusting nut onto the solenoid plunger rod as far as it will go DO NOT LOCK WITH THE ROLL PIN AT THIS TIME.

2 Turn the solenoid plunger guide down until the rod just moves a little farther out of the bottom of the solenoid assembly Then back off the plunger guide 4 full turns and lock with the lock nut

3 With the engine running and the governor controlling engine speed place the cover and gasket on the governor

cover, screw the adjusting nut out on the governor

Continue this procedure until the engine shuts down when then the cover is placed on the governor.


CAUTION

Completely remove the cover from the governor and make the adjustments in the adju.sting nut away from the governor to prevent accidentally dropping the adjusting nut into the operating govemor. Extensive damage to the govemor can occur should the nut drop off the end of the shafL Should the adjusting nut thread out more than 5 tums before causing shutdown, loo.sen the set screw and thread the entire shutdown solenoid farther into the govemor cover, then start the adjusting nut setting again.

5. When the governor shuts the engine down when the cover is placed on the governor, remove the cover a final time and thread the adjusting nut until the roll pin can be pressed inlo the shaft, locking the adjusting nut into place. Do not risk dropping the roll pin into the governor while making this final installation.

6. Complete the wiring to the plug on the cover and check that the application of the required voltage causes the plunger to retract.

7. Install the cover-solenoid assembly onto the governor and check that Ihe engine shuts down when the solenoid is de-energized and that the engine can start and run with the .solenoid energized. Check for normal operation wiih the solenoid de-energized, making sure the governor is not sluggish in adding fuel to pick up load. If the governor is sluggish in adding fuel to pick up load, check for excessive drag in the movement of the solenoid plunger, a misaligned shutdown rod, a bent plunger guide, or solidified preservative lubricant on any of the moving parts.

Energize to Shut Down Model

1. Position the shutdown rod assembly in the solenoid plunger with the end of the plunger friction screw 1/8 of an inch inside the plunger nose as shown in Figure 2. This adjustment is necessary only when the shutdown device has been disassembled for cleaning or replacing part.s. New assemblies from the factory will have this adjustment completed.

2. Attach the cover assembly (including the shutdown device) to the governor case.

3. Unscrew the knurled reset button retainer and remove the reset button and spring. Loosen the lock nut. Turn the plunger stop down until the solenoid plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns. Tighten the lock nut.

4. With the governor in operation and controlling engine speed, energize the solenoid and turn the slotted shutdown rod clockwise until shutdown occurs. Turn clockwi.se one more turn past the point of shutdown, and install the spring, reset butlon, and reset button retainer.

http://clockwi.se


LOCK NUT-

PLUNGER STOP PLUG

SOLENOID COIL

ADJUSTING SCREW

BALL

SHUTDOWN ROD

1/8 INCH


WITHOUT LATCH

RESET BUTTON

RESET BUTTON RETAINER

LOCK NUT

PLUNGER STOP

SHUTDOWN ROD

PLUNGER FRICTION SCREW

SOLENOID PLUNGER


OIL CUP

SOLENOID COIL

GOVERNOR COVER

l' SHUTDOWN ROD

LOAD LIMIT STRAP

' (IN GOVERNOR)

WITH LATCH

Figure 3. Energize lo Shut Down Models

5. Check for normal operation with the solenoid de-energized, making sure the governor is not sluggish in adding fuel to pick up load.

6. Energize the solenoid. After shutdown, check to see that the governor remains inoperative until the latch is released by pressing the reset button. Recheck for normal operation.

The energize to shut down model without the latching feature is adjusted in the following manner: Remove the plunger stop plug and, with the unit running, energize the solenoid. With the governor in operation and controlling speed, turn the slotted shutdown rod clockwise until shutdown occurs. Turn clockwise one more turn past the point of shutdown. Replace the plunger stop plug and screw it down until the solenoid plunger is tight against the solenoid plunger guide. Back off 3 to 4 turns on UG5.7, UG8, and UG12.8 governors or 4 turns on UG32 or UG40 governors. Lock in place with the lock nut. Make final check as described in 5 and 6 above.


LOCK NUT

WASHER '

SOLENO(0 COIL

WASHER

SET SCREW .

PLUNGER STOP

' PREFORMED PACKING

. SOLENOID PLUNGER

. SOLENOID PLUNGER GUIDE

-WIRE SPLICE

ADJUSTING NUT

Vibration Resistant Energize to Shut Down Model, Without Ijitch

1. With the governor controlling and the governor cover removed: Loosen the locknut. Turn the plunger stop all the way in to immobilize the plunger, and run the adjusting nut all the way in to secure a starting position.

2. Install the cover and gasket on the governor.

CAUTION

Figure 4. Vibration Resistant Energize to Shut Down Without Latch

Completely remove the cover from the govemor and make the adjustments in the adjusting nut away from the governor to prevent accidentally dropping the adjusting nut into the operating governor. Extensive damage to the governor can occur should the nut drop off the end of the shaft. Should the adjusting nut

thread out more than 5 turns before causing shutdown, loosen the set screw and thread the entire shutdown solenoid farther into the governor cover, then start the adjusting nut setting again.

3. With the engine running and the governor controlling engine speed place the cover and gasket on the governor. If the engine does not shut down remove the cover, screw the adjusting nut out one full turn and replace the cover assembly on the governor.

4. Continue this procedure until the engine shuts down when then the cover is placed on the governor.

5. When the governor shuts the engine down when the cover is placed on the governor, remove the cover a final time and thread the adjusting nut until the roll pin can be pressed into the shaft, locking the adjusting nut into place. Do not risk dropping the roll pin into the governor while making this final installation.

6. Back out the plunger stop four turns and lock in place with the lock nuL

7. Complete the wiring to the plug on the cover and check that the application of the required voltage causes the plunger to extend from the solenoid.

8. Install the cover-solenoid assembly onto the governor and check that the engine shuts down when the solenoid is energized and that the engine can start and run with the solenoid de-energized. Check for normal operation with the solenoid energized, making sure the governor is not sluggish in adding fuel to pick up load. If the governor is sluggish in adding fuel to pick up load, check for excessive drag in the movement of the solenoid plunger, a


misaligned shutdown rod, a bent plunger guide, or solidified preservative lubricant on any of the moving parts.

SOLENOID SHUTDOWN tl YELLOW

O ,* (•>

- O B ( - )

0 5000-A-J13 5-9-89GA

SOLENOID SUPPRF>SSION DIODF^

Solenoid coils used by Woodward Governor Company, whether

operated on ac or dc, Figure 5. Solenoid Suppression Diode have two diodes wired in the circuit as shown in Figure 5.

Diodes rectify ac to supply dc to the solenoid coils and also provide shock hazard protection when used on ac when the ac is disconnected at a peak of a cycle. (Counter EMF is generated when the power is removed from the coil).

The diodes should be used on dc power solenoid coils because of the counter EMF.

NOTE

Open or shorted diodes impair operation of the sfiutdown solenoid.

REPLACEMENT PARTS

PARTS INFORMATION

When ordering replacement parts, include the following information:

1. Governor serial number and part number shown on the nameplate.

2. Manual number (this is Manual 03013).

3. Part reference number and part name from parts list.

CAUTION Damage may result if any parts are allowed to drop into the governor. Use extreme caution when working on the shutdown solenoid. Any part that should drop into the govemor must be retrieved before attempting to operate the govemor.


Ref. 03013-1 03013-2 03013-3 03013-4 03013-5 03013-6 03013-7 03013-8 03013-9 03013-10 03013-11 03013-12 03013-13 03013-14 03013-15 03013-16 03013-17 03013-18 03013-19 03013-20 03013-21 03013-22 03013-23 03013-24 03013-25 03013-26 03013-27 03013-28 03013-29 03013-30 03013-31 03013-32 03013-33 03013-34 03013-35 03013-36 03013-37

03013-38 03013-39 03013-40 03013-41 03013-42

03013-43 03013-44

03013-45

03013-46

03013-50

Part Description

Cable Clamp . . .

Plug

Quantity 1 1

Screw, 4-40 x 5/16" Fil Hd 4 Receptacle I Qjvcr 1 Set Screw. 10-32 x 1/4" 1 Screw, 10-32 x 3/4" Fil Hd 4 Split Lock Washer. No. 10 4 Grommet 1 Motor Seal Spring 1

1 1 1 1 1 1

Oil Cup Bodine Motor Solenoid Case Load Spring Insulating Paper Solenoid Coil Parallel Connector 2 Wire, White Flamenol - 105° C, .110 O.D AR Wire Strap, 2 Wires 2 Screw, Fil Hd 8-32 x 1/4" 2 Clear Tubing 3/4" Long 2 Air Gap Washer Solenoid Plunger Solenoid Plunger Locking Pin Not Used Solenoid Plunger Guide Shutdown Spring Washer, Shutdown Spring Retainer Roll Pin, 1/16" x 1/4" Plunger Friction Screw Shutdown Rod Roll Pin Plunger Guide Bushing Solenoid Plunger Guide Latch Spring Snap Ring Shutdown Latch Knob Lock Pin Rod Extension Lock Wire AR 1/16 Pipe Plug Jam Nut Solenoid Plunger Guide Shutdown Rod Solenoid Case Solenoid Plunger Guide Ball Loading Spring


Ref. 03013-51 03013-52 03013-53 03013-54 03013-55 03013-56 03013-57 03013-58 03013-59 03013-60 03013-61 03013-62 03013-63 03013-64 03013-65 03013-66 0.3013-67 0.3013-68 0.3013-69 0.3013-70

03013-71 0.3013-72 03013-73 03013-74 03013-75 03013-76 03013-77 03013-78 03013-79 03013-80 03013-81 03013-82 03013-83 03013-87 03013-85 03013-86 03013-87 03013-88 03013-89 03013-90 03013-91 03013-92 03013-93

Part Description Washer Latch Spring Shutdown Push Button . . . . Push button Retainer Plunger Stop Plug O Ring Adjusting Screw Snap Ring Shutdown Rod Solenoid Plunger Soldering Shield Washer . . . Varnished Tubing 3/16" long Shutdown Rod Latch Rod Snap Ring Washer Assembly Ball

Quantity

Bushing, Ball Release Plunger Stop Diodes (Figure 4) (Not Shown in Parts Breakdown) Plunger Stop Assembly Preformed Packing, .739" ID x .070" Washer, .875" x 1.125" x .047", S.S. . Plunger Assembly Roll Pin, .062" Dia. x .312", S.S. . . . Solenoid Coil Assembly Solenoid Plunger Guide Assembly . Adjusting Nut Not Used Not Used Socket Plug Lock Nut Solenoid Plunger Guide Coil Assembly Plunger Guide Assembly Wire Splice Solenoid Nut Solenoid Washer Plunger Assembly Roll Pin Spring Spring Seat Washer Adjusting Nut

10


03000^8-47

Figure 6. Cover Assembly (With Speed Setting Motor)

11


03000-B-49

Figure 7. Energize to Shut Down With Latch

12


• ' 1

1 3 — • 4

MJL

16 —

\y)

1 7 — g ^

1

21

24

® 22

— 2 3

B

h^:

' 0

31 —

JO-

32

I

33- i3

44

30

^

-]" WITHOUT

LATCH

2»

L- . „ _i

2S

27

, © 21 0300aB 48

Figure 8. De-Energize to Shut Down With Latch

13


-^

18

. " A .

75 V

42

71

72

73

74

22

03000-A-298

Figure 9. Vibration Resistant Energize to Shut Down Without Latch

14


WIRING PARTS NOT SHOWN 17, 18, 21

r

0J0-J20 9C-12-1J C»

Figure 10. Vibration Resistant De-Energize to Shut Down With Latch

15

ORDERING MANUALS

TO ORDER MANUALS, WRITE TO:

Woodward Governor Company Attention Technical Services PO Box 1519 Fort Collins, Colorado 80522-1519

PLEASE INCLUDE THE FOLLOWING INFORMATION:

• Your name

• The name and address of your company

(write on letterhead or include business card rf available)

• The address where you want the manuals sent (if different from above)

• The quantity wanted of each manual

• The manual number(s) of the manual(s) you are ordenng

OR • The part number and serial number from the name plate on your Woodward Equipment

THERE IS NO CHARGE FOR MANUALS ORDERED IN SMALL QUANTITIES

W*>V;A.lrJ ©


ENGINE CONTROLS/TURBOMACHINERY CONTROLS 1000 East Drake Rd. • P.O. Box 1519 • Fort Collins, CO 80522-1519 • Phone. (303) 482-5811 • Facsimile- (303) 498-3058

GULF STATES REGIONAL OFFICE- • Houston. TX • Phone (713) 666 2211 NORTH EAST REGIONAL OFFICE • Nomstown. PA • Phone (215) 278-1900 • SOUTHEAST REGIONAL OFFICE • Birmmgham, AL • Phone (205) 987 8686

IN TERNATIONAL OPERATIONS* 1000 East Drake Rd . P O Box 1519 • Fort Comns.CO 80522-1519. US A • Phone 003) 482-5811 • Facsimile (303)498 3050

INTERNATIONAL LOCATIONS Wiesbaden, Germanj • Phone 49 611 79 01 46 • Facsimile 49 611 79 01 55

Slough, England • Phone 44-753-26835 • Facsimile 44 753 76199 • Venissieux Cedex, France • Phone 33 78 09 69 47 • Facsimile 33 79 00 4676 Kingsgrove. NSW. Australia • Phone 61-2-758-2322 • Facsimile 61 2 750-6272 • Campinas. S P . Brazil • Phone 55 192-42-4788 • Facsimile 55-192-42 2992

Inba.gun,Chiba cen, Japan •Phone 81-475-93 1661 • Facsimile 81^6-93 7939 • Hyogotoi, Japan* Phone 81-78-928-8321 • Facsimile 81-78.928-8322 The Hague, The Netheriands •Phone 31-70-3469660 • Facsimile 31 70-3656297 • Hoofddoip, The Netheriands • Oione 31 2503 13241 • Facsumle 31 2503 36529

HYDRAULIC TURBINE CONTROLS'Stevens Pomt, WI. Phone (715) 344 2350 • Facsumle (715)344-0053

CORPORATE HEADQUARTERS/AIRCRAFT CONTROLS • Rockfori, IL • Phone (815) 877 7441 • Facsumle (815) 877-0001

91/

>i9zoeo

W O O D W A R U ®

03026K

SYNCHRONIZING MOTOR (PERMANENT MAGNET TYPE)

FOR UG, PSG AND SG GOVERNORS

WOODWARD GOVERNOR (JAPAN), LTD. TOMISATO P O BOX-1

INBA-GUN, CHIBA-KEN, 286-02, JAPAN

PHONE (0476)-93-4662 TELEX 3762-164 FAX (0476)-93-7939

03026K

WARNING Read this entire manual and all other publications pertaining to the work to be performed before installing, operating, or servicing this equipment. Practice all plant and safety instructions and precautions. Failure to follow instructions can cause personal ii\jury and/or property damage.

The engine, turbine, or other type of prime mover should be equipped with an overspeed (overtemperature, or overpressure, where applicable) shutdown device(s), that operates totally independently ofthe prime mover control device(s) to protect against runaway or damage to the engine, turbine, or other type of prime mover with possible personal injury or loss of life should the mechanical-hydraulic govemor(s) or electric control(s), the actuator(s), fuel control(s), the driving mechanism(s), the linkage(s), or the controlled device(s) fail.

Woodward Governor Company reserves the right to update any ponion of this publication at any time. Information provided by Wootbvard Qovernor Cotnpany is believed to be correct and reliable. However, no responsibility Is assumed by Woodward Governor Company unless otherwise expressly undertalcen.

* Woodward Govemor Company, 1991 All Rights Reserved


Permanent Magnetic Field Synchronizing Motors for UG, PSG, and SG Governors

Description

The permanent-magnet synchronizing motor is used to provide remote speed adjustment for an SG, PSG, or UG governor. The motor allows a switchboard operator to match the frequency of an alternator to that of other alternators or to change load distribution with other units when operating in the droop mode.

The synchronizing motors run only on nominal 24 Vdc power, but models are available with self-contained rectifiers which allow use of 110 Vac and 220 Vac supply. A potentiometer is included in most models. This allows the installer to match the motor with the type of supply available, and to set the motor speed within an adjustable range.

Four different PM motors have been used to adjust the speed setting of the governor. The S40, MM40, and MM4A have been used in the past. The current model is the SMM40. The SMM40 is directly interchangeable with any former speed-setting motor.

The SMM40 permanent-magnet motor operates on a nominal 24-Vdc supply. Rectifiers are included in models built to operate with ac supply. In addition a potentiometer is included with the unit which adjusts dc voltages to an acceptable level. An adjustable speed is achieved when a PM or APM motor control is added to the system.

SMM40 Speed

POWER

24 Vdc

llOV AC/DC

220V AC/DC

RATED SPEED (RPM)

1 2 4 8

0.5 3 6

0.5 3 6

ADJUSTABLE RANGE (RPM)*

0.5 to 1.2 1.2 to 2.5 2.5 to 5 Sto 10

0.5 to 1 1 to 4 4 to 9

0.5 to 1 I t o 4 4 to 9

* An adjustable range is available wtien an APM or PM motor control is used. The adjustment range is only for reference. Exact range depends on the controller used.

Product Specifications

APM Motor Control 82044 PM Motor Control 82499


Adjustment

A friclion-type slip clutch between the motor shaft and the governor allows speed adjustment by the regular manual speed-setting method or by the electrically-driven I'M motor. If this ajupling has too little friction the motor drive will slip. With too great friction the manual speed adjustment will be too hard to turn or set.

The slip clutch also prevents damage to the governor or the speed adjusting motor when a maximum or minimum stop is attained. (The motor can continue to run for a short period after a physical stop has been reached.)

The clutch should be adjusted for about 4.5 lbs-inch of friction. Individual governor manuals contain instructions on the maintenance and setting of the friction clutch.

Adjustment Procedure

(TTicre are no adjustments on the MM4A.)

1. Unscrew the four round head screws (828, 515, 605) that hold the cover plate (825, 519, 602) on the potentiometer portion of the unit.

2. Loosen the lock nut (866, 511, 603) on the potentiometer, turning it counterclockwise. Turn the potentiometer adjusting shaft (865, 608, 530) clockwise (toward F on the Bakelite board (834, 510, 601) to increase motor speed, or counterclockwise (toward S) to decrease motor speed.

When the slot in the shaft points toward the white spot on the Bakelite board the potentiometer adjustment will be at about the rated speed.

3. After the adjustment has been satisfactorily completed, lock the nut on the shaft and replace the cover and four round-head screws removed in step 1 of this procedure. (Do not operate the engine for any extended period of time with the potentiometer and wiring exposed.)

Power Connection

If AC power is used for speed adjustment connect one line from the AC source to terminal "C" on the receptacle (831, 522, 609). The rectifiers (843, 518, 606) may burn out if the unit is incorrectly wired. (Review the wiring diagram on the next page and check against the wiring before applying power to the motor for the first time.)

Terminals "A" and "B" are connected to the respective output poles of the speed-control switch.

Bearing Lubrication

Ball bearings are permanently packed with a high-quality grease. Repacking or periodic oiling is not required.

G^ar Lubrication

The speed reduction gear housing (846, 528,640, 733) is filled with enough lubricant to last about two years. Clean out the old grease every two years or as required and refill with Alvania No. 2 grease or its equivalent.

Wiring Diagrams


C (BLUE) COMMON

O

POWER CONNECTION DIAGRAM

® RAISE B (RED) e LOWER

o POTENTIO

METER

B (RED) RAISE

O—Kh-

o—U-A (BLACK) LOWER

A C WIRING DIAGRAM PM MOTOR FOR UG GOVERNOR

POTENTIOMETER

A (BLACK)

D C WIRMG DIAGRAM P.M. MOTOR FOR UG GOVERftOR

® LOWER B (RED) e RAISE

o

C (BLUE) COMMON

o

POTENTIOMETER -

A (BLACK)

D C WIRING DIAGRAM P.M. MOTOR* FOR SG ft PSG GOVERTtOR

POTENTIOMETER <

B (RED) LOWER

O—K—

o—tx— A (BLACK) RAISE

AC. WIRING DIAGRAM P.M. MOTOR FOR SG ft PSG GOVERNOR

B

o-:RED)

•©.RAISE 0 LOWER ® LOWER © RAISE

FOR UG

FOR SG & PSG

o A (BLACK)

24V. DC. WIRING DIAGRAM P.M. i ^TOR FOR SG, PSG ft UG GOVERNOR


Trouble Shooting

The speed setting motor is extremely long lived and reliable. Most problems perceived as caused by the motor are in reality caused by either the power supply to the motor or the friction clutch and speed-setting linkage in the govemor.

Do not disassemble the motor until after all other causes have been thoroughly investigated. Make sure that the correct power is being delivered to the motor. Check the connection between the motor and the power source.

Excess load or low supply voltage will slow the speed of the motor. Motor load can be caused in the governor as well as in the sealed gears on the motor. Always check for load in the govemor by trying to tum the manual speed setting knob before assuming that excess load is in the motor and attached gears.

Motor heat can be caused by low voltage, excess load, or internal wiring. Always check causes outside of the motor before determining that the motor is at fault.

Applied voltage can cause motor overspeed. Overspeed conditions are seldom caused by the motor itself.

Irregular motor speed can be caused by a slipping clutch, problems in the voltage supply to the motor, of by the motor itself.

1 Trouble

Motor will not operate

Low RPM (motor speed)

.. -,,—;_-Cause

No applied voltage

Current off

Overload, Overcurrent

Low Voltage

Power source or motor speed controller incorrect

Fuses are blown

Wiring has intermittent open condition.

Applied voltage time is too short

Brush spring or wire disconnection

Brush incorrectly installed

Speed-setting gear in governor is locked up

Excessive wear in speed-setting bearings

Motor reduction gears

Power source to motor-speed controller incorrect

Correction

Adjust or exchange power source or controller

Replace fuse, investigate cause.

Correct wiring

Minimum signal time of 0.2 seconds for motor response.

Replace spring or correct wire

Correctly install brush.

Inspect and correct governor

Replace bearings

Adjust or replace reduction gears

Adjust or exchange power source or speed controller


Trouble

Low RPM (motor speed) cont.

Low rpm

High rpm

Unstable motor speed

Cause

Low Voltage Cont.

Low Motor Torque

Overload

Low Voltage

Low motor torque

Overload

Higti voltage

Voltage incorrect

Current is changing

Voltage Incorrect

Brush spring disconnecting or shorting

Insulation incorrect

Motor shaft has overloaded

Reduction gear box troubles

Bearing wear, lubrication, or adjustment


Voltage incorrect

Motor fautt

Insulation incorrect

Motor stiaft has overload

Reduction gear box problem

Bearings worn


Check rated voltage

Load is changing

Speed controller is not functioning correctly

Bearing trouble

Correction

Correct supply voltage

Replace brushand spring

Clean around brush holder or replace motor windings

Inspect governor connection and speed setting mechanism

Inspect reduction gear box. Replace grease or parts as necessary.

Replace bearings, lubricate, and adjust as necessary

Adjust or exchange power source

Ctieck rated voltage, adjust or exchange power source.

Repair motor or exchange motor

Clean around brush holder and brush spring

Inspect governor

Inspect and repair reduction gear box. Change lubrication in gear box

Replace bearings

Adjust or replace power source or motor speed controller

Provide correct voltage to the motor

Inspect governor, inspect gear box

Inspect and repair or replace controller

Replace or adjust bearings


Trouble

Unstable motor speed cont.

Motor is overheating

Excessive brush wear

Motor operation is noisy

Cause

Current is changing cont.

Overcurrent

Motor is overheating

Commutation incorrect

Brush material incorrect

Excessive vibration

Brush spring disconnecting or shorting

Dirt between brush and commutator

Overload

Bearing problem

Excessive bearing thrust

Failed brush spring insulation, short

Brush holder shorting

High ambient temperature condition

Motor is dirty

Overload

Abrasive gas in atmosphere

Damaged commutator

Brush spring tension incorrect or brush spring is shorting

Excessive vibration

Brush does not match motor characteristics or installation conditions

Incorrect motor installation

Motor drive alignment incorrect

Dirt or debris in the gap between the commutator and the brush

Correction

Replace spring, inspect installation of brush and spring

Inspect brush, dean commutator

Repair governor, gear box, or bearings

Replace bearing

Adjust bearing thrust

Replace brush spring, check installation of spring and brush.

Clean around brush holder

improve ventilation, reduce ambient temperature.

Clean motor to improve heat-exchange capabilities

Repair governor, gear box, or bearing

Ventilate with clean air

Polish commutator, replace armature assembly

Replace the spring, check the brush installation

Improve mounting or reduce governor vibration

Change brush composition or change operating conditions

Correct installation

Correct alignment

Clean or repair motor


Trouble

Motor operation IS noisy cont

Cause

Bearings causing vibration

Commutator damaged, causing damage to the brush

Lubrication error

Damaged beanng surface

Bearing seizure

Damaged or worn commutator

Abrasive atmosphere

Correction

Replace beanng and correct lubrication

Replace beanng and correct lubrication and adjustment

Replace bearing and correct lubrication and adjustment

Repair commutator or replace armature and winding assembly

Improve ventilation or change brush components to match demands of the atmosphere


Replacement Parts

The following pages list replacement parts for the four speed-setting motors included in this manual. The user must be careful that the illustration and parts list correctly matches the motor being serviced. A number of parts are identified in the drawings for information only. These parts are available only through the purchase of larger assemblies, usually the complete motor assembly.

When ordering replacement parts, include the following information: 1. Serial number and part number shown on the mane plate. 2. Manual number (this is Manual 03026). 3. Part number from parts list and description or part name.

NOTE Do not replace the motor until failure ofthe remote speed-setting adjustment is clearly identified as failure ofthe motor. Check wiring to the motor and power to the motor before assuming that the motor has failed. If the electrical supply to the motor is determined to be correct, then carefully check the slip-clutch setting to be sure that it has not changed. Check the manual speed-setting gear train to be sure it is not presenting too great a load for the motor to turn.


Model S40 Specify Model S40 when ordering parts from this page. Note that the part numbers are for identification only and are not Woodward Governor Company part numbers.

504-^ 505-' 5 0 6 ^ SOT-' 5 0 1 - / 502-^ 503-"

Ref. No. 03026-501 03026-502 03026-503 03026-504 03026-505 03026-506 03026-507 03026-508 03026-509 03026-510 03026-511 03026-512 03026-513 03026-514 03026-515 03026-516 03026-517

Part Name Quantity Motor Brush Brush Spring Ball Bearing Ball Bearing End Housing Armature •Ferrite Magnet Potentiometer •Frame Bakelite Board Nut Cross Bar Spring Washer Screw Screw Stop Ring Vinyl Washer

2 2

Ref. No. 03026-518 03026-519 03026-520 03026-521 03026-522 03026-523 0V.r26-524 C3026-525 03026-526 03026-527 03026-528

03026-529 03026-530 03026-531 03026-532 03026-533

Part Name Quantity Rectifier Enclosing Cover Plug Cable Clamp Receptacle Condenser Worm Gear Shaft Bakelite Gear Bronze Gear Output Shaft •Reduction Gear Box Sleeve •Adjusting Shaft Screw Nut Washer

2 1 1 1 1 1 1 1 1 1

1 2 1 3 3 3

• Parts available only in connection with larger assembly.


Model MM40 (Speed Setting serial numbers 21105 and after are model MM40. Note that the part numbers are for identification only and are not Woodward Governor Company part numbers.

?toi,

w/o CONNECTOR TYPE

W/ CONNECTOR TYPE

GEAR BOX

Ref. No. 03026-601 03026-602 03026-603 03026-604 03026-605 03026-606 03026-607 03026-608 03026-609 03026-610 03026-611 03026-612 03026-613 03026-614 03026-615 03026-616 03026-617 03026-618

03026-619 03026-620

Part Name Quantity Bakelite Board Pot Cover Potentiometer Rd Hd Screw Spring Washer Rectifier Flat Washer Gasket Receptacle Plug Cable Clamp Condenser Ball Bearing Rd Hd Screw Alum. Washer Retaining Ring Bearing Retainer Brush Holder Board End Cover Motor Brush

03036-620A Brush Holder

03026-621 03026-622 03026-623 03026-624 03026-625

Assy. Brush Spring •Bracket Armature Assy •Ferrite Magnet •Stator Assy

• Parts available c

1 1 1

12 14 2 6 1 1 1 1 1 1 2 1 1 1

1 1 2

1 2 1 1 1 1

Ref. No. 03026-626 03026-627 03026-628 03026-629 03026-630 03026-631

03026-632 03026-633 03026-634 03026-635 03026-636 03026-637 03026-638 03026-639 03026-640 03026-641 03026-642 03026-643 03026-644 03026-645 03026-646 03026-647 03026-648 03026-649 03026-650

Part Name Quantity •Body 1 Ball Bearing 1 Alum Washer 1 Bearing Cap 1 Retaining Ring 1 Bearing Retaining Ring 1 •Pot Box 1 Gasket 1 Plate 1 Name Plate 1 Grommet 1 Worm Shaft 1 Helical Gear 1 Rd Hd Screw •Gear Housing 1 Oil Seal 1 Output Shaft 1 Helical Gear 1 Fiber Washer 3 Lock Nut 3 Adjusting Plug 3 Ball 3 Ball Seat 1 Damping Bushing 1 Rd Hd Screw 4

NOTE: Units with the Damping Rubber Bushing use 8 parts 604 and 10 parts 607.

mly in connection with larger assembly. 10


Model MM4A This model does not include built in rectifiers or a voltage adjustment potentiometer. Note that the part numbers are for identification only and are not Woodward Governor Company part numbers.

W/ CONNECTOR TYPE

Ref. Ref. No. Part Name Quantity No. 03026-701 •Front Housing 1 03026-727 03026-702 'Body 1 03026-728 03026-703 •Stator Assembly 1 03026-729 03026-704 •Ferrite Magnet 1 03026-730 03026-705 •Retaining Ring 1 03026-731 03026-706 •RdHdScn-ew 2 03026-732 03026-707 •Spring Washer 2 03026-733 03026-708 •Flat Washer 2 03026-734 03026-709 Bearing Cap 1 03026-735 03026-710 ReUiningRing 1 03026-736 03026-711 Alum Washer 1 03026-737 03026-713 Alum Washer 2 03026-738 03026-714 Bearing Retainer 1 03026-739 03026-715 Bearing Retainer 1 03026-740 03026-716 Ball Bearing 1 03026-741 03026-717 Ball Bearmg 1 03026-742 03026-718 Condenser 1 03026-752 03026-719 •Insulator 1 03026-753 03026-720 •Motor Cover 1 03026-754 03026-721 'RdHd Screw 2 03026-755 03026-722 •Armature 1 03026-756 03026-723 Brush Holder Assy 1 03026-757 03026-724 Motor Brush 2 03026-758 03026-725 Brush Spring 2 03026-759 03026-726 'Rd Hd Screw 2 03026-760

Part Name Quantit; •Grommet Name Plate Brush Holqer Board Worm Shaft Helital Gear Rd Hd Screw Gear Housing OUSeal Output Shaft Helical Gear Fiber Washer Lock Nut Adjusting Plug BaU BaU Seat •Cover •Name Plate •Plate Rd Hd Scre-A' Gasket Rd Hd Screw Plug Cable Clamp Screw •Box

* Parts available only in connection with larger assembly.

11

W O O D W A R D Manual 03026

Model SMM40 (This motor will replace any other speed-setting motor. Most parts, however, are not interchangeable.) Note that the part numbers arc for identification only and are not Woodward Governor Company part numbers.

I2S 139 131-137 142 143 140-841

136

-f « «4K3B

Ref. No. Part Name Quantity 03Q26-801 •Front Housing 1 03026-802 •Body 1 03026-803 •Stator Assy 1 03026-804 Rd Hd Screw 2 03026-805 Spring Washer 2 03026-806 Retaining Ring 1 03026-807 Retaining Ring 1 03026-808 Cap 1 03026-809 Alum Washer 1 03026-810 Alum Washer 1 03026-811 Bearing Retainer 1 03026-812 Bearing Retainer 1 03026-813 Ball Bearing 1 03026-814 Ball Bearing 1 03026-815 Holder Cap 1 03026-816 Bmsh Assy 2 03026-817 'Brush Holder 2 03026-818 •Grommet 1 03026-819 Lead Wire 2 03026-820 Armature 1 03026-821 Rd Hd Saew 2 03026-822 Flat Washer 2 03026-823 Flat Washer 2 03026-824 •Potentiometer Box 03026-825 Cover 03026-826 Gasket 03026-827 Gasket 03026-828 Rd Kd Screw 03026-829 Rd Hd Screw 03026-830 Rd Hd Screw 03026-831 Receptacle 03026-832 Plug 0.3026-833 Cable Clamp 03026-834 Bakelite Board

• Parts available onty in

Ref. No. Part Name Quantity 03026-835 Potentiometer 1 03026-836 Damping Bushing 8 03026-837 Rd Hd Screw 4 03026-838 Flat Washer 03026-839 Spring Washer 03026-840- Rd Hd Screw 03026-841 Spring Washer 03026-842 Terminal 03026-843 Rectifier 03026-844 Plate 03026-845 •Grommet 03026-846 •Gear Housing 03026-847 OiUite Bushing 03026-848 Output Shaft 03026-849 Adj. Plug 03026-850 Nut 03026-851 Thrust Disk 03026-852 Fiber Washer 03026-853 Shaft 03026-854 Helical Gear 03026-855 Helical Gear 03026-856 Seal 03026-857 Screw 03026-858 Screw 03026-859 Screw 03026-860 Washer 03026-861 Adj. Washer 03026-862 Adj. Washer 03026-863 Retaining Ring 03026-864 Steel BaU 03026-865 •Pot Adj Shaft 0.3026-866 *Nut

connection with larger assembly.

12


13

WOODWARIJ ©


ENGINE CONTROLS/TURBOMACHINERY CONTROLS 1000 East Drake Rd • PO Box 1519 • Fort Collins, CO 80522 1519 •Phone (303)482-5811 • Facsimile (303)498-3058

GULFS! ATES REGIONAL OFFICE • Housiui TX • Phone (7 i3)666iz l l NOR IHEAST REGIONAL OFFICE-Nomstown PA • Phone (215)278 1900 • SOUPHEAST REGIONAI OFFICE • Binningham AL • Phone (205)98/40/.)

INTERNA nONAL01ER.\TIONS- 1000 East Drake Ro - PO Box 1519 • Fort Collins CO 80522 1519 USA -Phone (303)482 5811 • Facsimile (303)498 3050

INTERNATIONAL LOCATIONS Wiesbaden German)' • Phone 49 611 79 01 46 • Facsimile 49 61 I 79 01 S"!

Reading Berkshire Englantl • Phone 44 734 752727 - Facsimile 44 734 751599 • Vcnissicu> Cedex France • llions 33 78 09 69 47 • Facsimile 33 79 00 46 T-Kjjigsgrove. NSW Australia - Phone ol 2 758 2322 - Facsimile 61 2 750 6272 • Campinas S P Bra/il • Phone 55 192 42 •1788 • Facsimile 55 192 42 29

Inba-gun ChiM ken Japan • Phone 8M76-93.4661 - Facsimile 8M76-93 7939 • Hyogo-ken Japan • l ione 81 78 92« SJ?1 • Facsimile 81 78 928 8322 Leiden The Netherlands • Phone 31 70 3469060 • FacsimUe 31 70 3656297* Hoofddoip The Netherlands • Phone 31 2.'503 13241 -Facsimile 31 2503 36529

HYDRAULICTURniNtCOMROLS-Stevens Point WI • Phone (715) 344 2350 - facsimi.e (715)344 0053 CORPORATE HEADQUAR 1 ERS/AIRCRAFT CONT ROLS • Rockford IL • Phone (315) 877 744! - Facsimile (815) 877 OOJl

Printed i n Japan 1993/12/M

Datasheet

Pressure controls and thermostats type KPS

^:'t^

IK.20.E5.02

Datasheet Pressure controls and thermostats type KPS

Type KPS pressure controls

-1 0 10 20 30 40 SO 60 bar l l l l l l l

Range P.

bar

Standard pressure controls

0-2 5

0-3,5

0-8

6-18

10-35

Type KPS pressure controls for high pressure and strongly pulsating media

1-10

4-40

6-60

Type

KPS 31

KPS 33

KPS 35

KPS 37

KPS 39

KPS 43

KPS 45

KPS 47

Further information

page

3

3

3

3

3

3

3

3

Thermostats

-5 <0 ( ) 5 0 1( » IJ )0 2C » 250°C

1

Range °C

-10- 30

20- 60

50-100

70-120

60-150

100-200

Type

KPS 76

KPS 77

KPS 79

KPS 80

KPS 81

KPS 83

Further information

page

a 8

8

8

8

8

ISO 9001 quality approval Danfoss A/S is certificated by BSI in accordance with international standard ISO 9001 This means that Danfoss fulfils the international standard in respect of product development, design, production and sale BSI exercises continuous inspection to ensure that Danfoss observes the requirements of the standard and that Danfoss' own quality assurance system is maintained at the required level

IK 20 E5 02 © Danfoss 8/92

Datasheet Pressure controls type KPS

Introduction KPS units are pressure-controlled switches The position of the contacts depends on the pressure in the inlet connection and the set scale value In this series, special attention has been given to meeting demands fora high level of enclosure, robust and compact construction, and resistance to shock and vibration

The KPS series covers most outdoor as well as indoor application requirements KPS pressure controls are suitable for use in alarm and regulation systems in factories, diesel plant, compressors, power stations and on board ship

Technical data and ordering

Wfien ordering, please state type and code number

KPS 35, 37, 39

KPS 43, 45, 47

Setting range

P. bar

0 t o 2 5

0 t o 2 5

0 t o 3 5

0 t o 3 5

0 to8

0 to8

0 to8

6 to 18

6 to 18

10 to 35

10 to 35

Adjustable/ fixed

differential bar

01

01

02

02

0 4-1 5

0 4-1 5

04

0 75-2 5

0 75-2 5

18-6

1 8-6

Permissible operating

pressure Pa bar

6

6 10

10

12

12

12

22

22

45

45

Max test pressure

bar

6

6

10

10

12

12

12

27

27

53

53

Pressure connection

G'/. Gy.A

G%

GHA

G%

G%A

G'/-

G'/4

G%A

G%

GHA

Cotteno.

060-3110

060-3109 060-3104

060-3103

060-3105

060-3100

060-3108

060-3106

060-3101

060-3107

060-3102

Type

KPS 31

KPS 31 KPS 33

KPS 33

KPS 35

KPS 35

KPS 35

KPS 37

KPS 37

KPS 39

KPS 39

Pressure controls for higti pressure and strongly pulsating media

Setting range

P. bar

1 to 10

4 to 40

6 to 60

Adjustable diff (see

also figs 1. 2 and 3)

bar

0 7-2 8

2 2-11

3 5-17

Permissible overpressure

bar

120

120

120

Max test pressure

bar

180

180

180

Mm bursting pressure

bar

240

240

240

Pressure connection

G%

GY.

GV.

Code no.

060-3120

060-3121 060-3122

Type

KPS 43

KPS 45

KPS 47

A Range setting

KF>SU

B Differential scale

i:

C Obtained differential KPS*5

Fig 1 Fig 2 Fig 3

Terminology

Range setting The pressure range within which the unit will give a signal (contact changeover)

Differential The difference between make pressure and break pressure (see also fig 8, page 7)

Permissible overpressure The highest permanent or recurring pressure the unit can be loaded with

Ivlax test pressure The highest pressure the unit may be subjected to when, for example, testing the system for leakage Therefore, this pressure must not occur as a recurring system pressure

h/lin bursting pressure The pressure which the pressure-sensitive element will withstand without leaking

IK 20 E5 02 © Danfoss 8/92


Svtfitcfi Single pole changeover (SPDT) Contact material Gold-plated silver contact

Contact load Alternating current Ohmic 10 A, 440 V, AC-1 Inductive 6 A, 440 V, AC-3

4A,440VAC-11 Starting current max SOA (locked rotor)

Direct current 12 W, 220 V, DC-11 See curve, fig 4 Curve A gives the maximum load The shaded area B gives the load permitted to avoid damage to the gold plating of the contact

Materials in contact witti ttie medium

touo GO 80 KW 120 uo 160 180 200 220

Fig 4 dc load

KPS 31,33

KPS 35 37. 39

KPS 43,45, 47

Bellows capsule

Bellows

Pressure connection

Bellows

Pressure connection

Diaphragm capsule

Diaphragm

Deep-ilrawn plate, material no 1 0524 (DIN 1624) Stainless steel, matenal no 1 4306 (DIN 17440)

Steel C20. material no 1 0420 (DIN 1652)

Stainless steel, matenal no 14306 (DIN 17440)

Brass W No 2 0401 (DIN 17660)

Nickel-plated brass DIN 50 968 Cu/Nl 5 (DIN 1756) Nitrile-Butadien rubber

Ambient temperature KPS 31-39 -40to-H70''C KPS 43-47 -25to-l-70°C

Temperature of medium KPS 31-39 -40to-l-100°C KPS 43-47 -25to-l-100°C Fo water and seawater, max 80°C

Vibration resistance Vibration-stable in the range 2-30 Hz, amplitude 1 1 mm og 30-300 Hz, 4 G

Enclosure IP 67 to IEC 529 and DIN 40050 The pressure control housing is enamelled pressure die cast aluminium (GD-AISi 12) The cover is fastened by four screws which are anchored to prevent loss The enclosure can be sealed with fuse wire

Cable entry Pg 13 5 for cable diameters from Slo 14 mm

Identification The type designation and code no of the unit is stamped in the side of the housing

Scale accuracy KPS31 ±0 2 bar, KPS39 ± 3 0bar KPS 33 ±0 3 bar, KPS 43 ± 1 0 bar KPS 35 ±0 5 bar, KPS 45 ± 4 0 bar KPS 37 ±1 0 bar, KPS 47 ± 6 0 bar

Mean value of snap point variation after 400000 operations KPS 31 ±0 1 bar, KPS 39 ± 0 7 bar KPS 33 ±0 2 bar, KPS 43 ± 0 2 bar KPS 35 ±0 3 bar, KPS 4S ± 1 0 bar KPS 37 ±0 4 bar, KPS 47 + 1 5 bar

Approvals ® DEMKO, Denmark ® NEMKO, Norway ® SEV, Switzerland ® Sahkotarkastuskeskus, Finland W Underwriters Laboratories Inc , USA

Det norske Ventas, Norway American Bureau of Shipping Nippon Kaiji Kyokai -Japan Lloyds Register of Shipping, UK

® Germanischer Lloyd, Federal Republic of Germany (FRG) DDR-Schiffs-Revision und -Klassifikation, German Democratic Republic (GDR) Bureau Veritas, France Includes thermostats with fixed sensor and pressure controls with armoured capillary tube Registro Italiano Navale, Italy

@ Polski Rejestr Statk6w, Poland USSR Register of Shipping, USSR

IK.20 E5 02 © Danfoss 8/92


Accessories Part

Connector with nipple

Reducer

Adaptor

Adaptor

Adaptor

Adaptor

Damping coil

Armoured damping coil

fc)

®

Description

G % connector, nipple and washer (10 mm o.d. X 6.5 mm i d.), for welding or brazing on to steel or copper tubing

G H X Vn - 20 UNF and washer

G % X % - 27 NPT with washer

G'/aX '/.-18NPT with washer

G H X '/. - NPT with washer

G ' / 4AxGHA

G' / .Ax MIO with washer

Damping coil with G % connectors and 1.5 m copper capillary tube

Damping coil with G % connectors and 1 m armouretj copper capillary tube Standard washers are supplied

Code no.

993N3S72

017-4205

060-3334

060.3335

060-3336

060-3332

060-3338

060-1047

060-3333

Dimensions and weight

-<> ()

©

&

Wt =STZt

- <i H

ffi

ffi

m Weigtit: KPS 31-39 approx. 1.0 l(g KPS 43-47 approx. 1.3 kg

- . 1

!

i

-

A

L

'y ' L

P Tt

n u

d

KPS 31 33

1 m

KPS 3S . 37 39

"Or

k P

^

T f ^ ' I -AOIA

KPS 43 45 47

kxJ i

[

IK.20.E5.02 © Danfoss 8/92


Installation Installation KPS pressure controls are fitted with a 3 mm steel mountmg plate The units should not be allowed to hang from the pressure connection

fissure connection When fitting or removing pressure lines, the spanner flats on the pressure connection should be used to apply counter-torque

Steam plant To protect the pressure element from excessive heat, the insertion of a water-filled loop is recommended The loop can, for example, be made of 10 mm copper tube as shown in fig 5

Water systems Water m the pressure element is not harmful, but if frost IS likely to occur a water-filled pressure element may burst To prevent this happening, the pressure control can be allowed to operate on an air cushion

Media-resistance See table of matenals in contact with the medium, page 4 If seawater is involved, types KPS 43,45, 47 are recommended

Pulsations If the pressure medium is supenmposed with severe pulsations, which occur in automatic sprinkler systems (fire protection), fuel systems for diesel motors (priming lines), and hydraulic systems (e g propeller systems), etc , types KPS 43,4S, 47 are recommended The maximum permissible pulsation level for these types is 120 bar

Setting When the pressure control cover is removed, and the locking screw (5) is loosened, the range can be set with the spmdle (1) while at the same time the scale (2) is being read In units having an adjustable differential, the spmdle (3) must be used to make the adjustment The differential obtained can be read direct on the scale (4) or, with types KPS 43, 45, 47, can be determined by reading the scale value and using the nomograms in figs 1,2,3 (page 3) The working line for determining the differential must not pass the shaded areas in the nomograms

^

($y~-

(Sy-^^

(2>-

r -^

Kl V

[A 1 Range spmdle 2 Range scale 3 Differential spindle 4 Differential scale 5 Locking screw

Fig 6

-i ^^^S

m ^ ^

\ ^ •^VA (y.

^ t \ M\

^ ^ ^

Selection of differential To ensure that the plant functions properly, a suitable differential pressure is necessary Too small a differential will give rise to short running periods with a nsk of hunting Too high a differential will result in large pressure oscillations

Electrical connection KPS pressure controls are fitted with a Pg 13 S screwed cable entry that is suitable for cable diameters from 5 to 14 mm GL approval is however conditional on the use of a special ship s cable entry Contact function is shown in fig 7

Fig 7

04

2 A 1

1 § g

tfjO

IK 20 E5 02 © Danfoss 8/92

^ ? 2 ^ Datasheet Pressure controls type KPS

Function a. KPS 31 Contacts 1-2 make and contacts 1-4 break when the pressure falls under the set range value. The contacts changeover to their initial position when the pressure again rises to the set range value plus the differential (see fig. 8).

I. Alarm for falling pressure given at the set range value.

II. Alarm for rising pressure given at the set range value plus the differential.

Scale setting

Mechanical differential

Fig.8

02

o«

' ^ 2 '-^ i

noHSiiiiii

b. All ottier KPS pressure controls Contacts 1-4 make and contacts 1-2 break when the pressure rises above the set range value. The contacts changeover to their initial position when the pressure again falls to the range value minus the differential (see fig. 9).

Alarm for rising pressure given at the set range value. Alarm for falling pressure given at the set range value minus the differential.

Scale setting

Mechanical differential p ^

Fig.9

Example 1 An alarm must t>e given when the lubricating oil pressure in a motor falls below 0.8 bar. The alarm is in the form of a lamp. Choose a KPS 31 (range 0 to 2.5 bar). The minimum permissible lubricating oil pressure of 0.8 bar must be set on the range spindle. The differential is fixed at 0.1 bar, i.e. the alarm will not cut out before the pressure rises to 0.9 bar. The lamp must be connected to terminals 1 and 2 In the pressure control.

Example 2 An alarm must be given by a bell when the pressure in a boiler rises to 10 bar. The normal operating pressure is 9 bar Choose a KPS 36 (range from 6 to 18 bar). The range value of the pressure control must t>e set at 10 bar, the differential at 1 bar. The bell must be connected to terminals 1 and 4.

Examples The pressure In a start air reservoir must be regulated with a compressor controlled by a KPS pressure control so that it lies between 30 and 36 bar. Choose a KPS 45 (range 4 to 40 bar). The range value must be set at 36 bar The differential of 6 bar must be set in accordance with the nomogram, fig. 10, at approx. 2 on the differential scale. The required start function is obtained by connection to terminals 1 and 2 in the pressure control.

KPS 45 g»

b» bo I f

10

s

5-

Fig. 10

" ^ /

1 / ^ \

•1

• i

•>

• •?

• •

•o

IK.20.E5.02 ©Danfoss8/92

^ ^

Datasheet Thermostats, type KPS

Introduction KPS thermostats are temperature-controlled switches The position of the contacts depends on the temperature of the sensor and the set scale value In this series, special attention has been given to meeting demands for a high level of enclosure, robust and compact construction and resistance to shock and vibration

The KPS series covers most outdoor as well as indoor application requirements KPS thermostats are suitable for use in monitoring, alarm and regulation systems in factories, diesel plant, compressors, power stations and on board ship

Technical data and ordering

When ordering, please state type and code number

KPS with ngid sensor

KPS with remote sensor

KPS with remote sensor and armoured capillary tutje

Settmg range

°C

-10- 30

20- 60

20- 60

20- 60

20- 60

20- 60

50-100

50-100

50-100

50-100

50-100

50-100

50-100

50-100

70-120

70-120

70-120

70-120

70-120

70-120

70-120

70-120

60-150

60-150

60-150

60-150

100-200

100-200

Mechanical diff

adjustable/ fixed

°C

3-10

3-14

3-14

3-14

3-14

3-14

4-16

4-16

4-16

4-16

4-16

4-16

4-16

9

4 5-18

4 5-18

4 5-18

4 5-18

4 5-18

4 5-18

4 5-18

4 5-18

5-25

5-25 5-25

5-25

6 5-30

18

Max sensor temp

°C

80

130

130

130

130

130

200

200

200

200

200

200

200

200

220

220

220

220

220

220

220

220

250

250

250

250

300

300

Suitable sensor length

(see also Accessories )

mm

65

---65

---

65

--_

---65

---65

-

65

65

75

75

--75

-75

-

75

--75

75

75

---75

75

--75

-

75

75

110

-110

-110

110

-110

110

110

110

110

--

110

--

110

110

110

110

110

110

110

110

110

160

--

160

160

160

-

160

160

160

160

160

---

160

200

160

160

160

160

160

160

160

200

160

160

Cap lube

length

m

2

---2

5

-

2

5

8

3

----

2

3

5

8

2

5

8

2

2

Code nos

\ 1

\

060L311

060L310 B 0

060L3136

060L3121

060L3103

060L3137

060L3141')

060L3126 060L3127

060L3138

060L3157

060L3110

O

1

060L3112

060L3101

060L3119

060L3104

060L3122 060L3124

060L3143

060L3128

060L3156

060L3130

060L3132

060L3106 060L3134

060L3111

060L3108

060L3139')

1 > " '

060L3113

060L3102

060L3120

060L3105

060L3123

060L3125

060L3129

060L3131

060L3133 060L3107

060L313S

060L3109

060L3140')

Type

KPS 76

KPS 77

KPS 77

KPS 77

KPS 77

KPS 77

KPS 79

KPS 79

KPS 79

KPS 79

KPS 79

KPS 79

KPS 79

KPS 79

KPS 80

KPS 80

KPS 80

KPS 80

KPS 80

KPS 80

KPS 80

KPS 80

KPS 81

KPS 81

KPS 81

KPS 81

KPS 83

KPS 83

Thermostat with max reset

Approvals ® DEMKO, Denmark ® NEMKO, Norway ® SEV, Switzerland ® Sahkbtarkastuskeskus, Finland W Underwnters Laboratones Inc , USA

Det norske Ventas, Norway Lloyds Register of Shipping, UK

® Germanischer Lloyd, Federal Republic of Germany Amencan Bureau of Shipping Nippon Kaiji Kyokai -Japan

DDR-Schiffs-Revision und -Klassifikation, Democratic Republic of Germany Bureau Veritas, France Includes thermostats with fixed sensor and thermostats with armoured capillary tube Registro Italiano Navale, Italy

© Polski Rejestr Statk6w, Poland USSR RegiSfer of Shipping, USSR

IK 20 E5 02 © Danfoss 8/92


Switch Single-pole changeover switch (SPDT). Contact material: Gold-plated silver contact.

Contact load Alternating current: Ohmic: 10 A, 440 V, AC-1 Inductive: 6 A, 440 V, AC-3

4 A, 440 V, AC-11 Starting current max. SO A (locked rotor) Direct current: 12 W, 220 V, DC-11 See curve, fig. 1 Curve A gives the maximum load. The shaded area B gives the load permitted to avoid damage to the gold plating of the contact.

Ambient temperature -40 to -l-70°C

Vibration resistance Vibration-stable in the range 2-30 Hz, amplitude 1.1 mm og 30-300 Hz, 4 G.

Enclosure IP 67 to IEC 529 and DIN 40050. The thermostat housing is enamelled pressure die cast aluminium (GD-AISi 12). The cover is fastened by four screws which are anchored to prevent loss. The enclosure can be sealed with fuse wire.

Cable entry Pg 13.5 for cable diameters from 5 to 14 mm.

Identification The type designation and code no. of the unit is stamped in the side of the housing.

Scale accuracy KPS 76 ±3°C KPS 80 ± 3 X KPS 77 ±3°C KPS 81 ±6°C KPS 79 ±3°C KPS 83 ±6°C Snap point variation after 400 000 operations, KPS 76-83: max. drift 2°C.

Accessories Sensor pockets for KPS-thermostats

'\^-^ 1 i [ f| -in

Sensor pocket

Brass

A mm

65 75 75 75 110 110 160 200 250 330 400 500

Thread B

'/4-14 NPT '/J-14NPT G%A Gy.A G'^A Gy.A G'AA G'AA G'AA G'AA G'AA G'AA

Code No.*

060L326S 060L3264 060L3262 060L3266 060L3271

060L3263 060L3206 060L3254 060L3255 060L3256 060L3257

Sensor pocket

Steel 18/8

A mm

75 110 110 160 200 200

Thread B

G'AA G'AA 'A-14 NPT G'AA G'AA Gy.A

Code No.'

060L3267 060L3268 060L3270 060L3269 060L3237 060L3238

' Supplied without gland nut, gaskets and washers

Part Description No off per unit Code no.

Clamping band

For KPS thermostats with remote sensor

L = 392 mm 017-4204

Heat-conductive compound

For KPS thermostats with sensor fitted in a sensor pocket Tube contaming 4.5 cm' compound tor filling sensor pocket to improve heat transfer between pocket and sensor. Application range for compound -20 to -l-150°C, momentanly up to 220°C

As required 41EO110

IK.20.E5.02 © Danfoss 8/92


Dimensions and weight

§ B

' - h ^ -

KPS with rigid sensor

KPS with remote sensor and KPS with remote sensor armoured capillary tube

Weight KPS thermostat with rigid sensor approx. 1.0 kg KPS thermostat with 2 m armoured capillary tube' approx. 1.4 kg KPS thermostat with 2 m plain capillary tube approx 1 2 kg

Installation Installation Location of unit: KPS thermostats are designed to withstand the shocks that occur, for example, in ships, on compressors and in large machine installations. KPS thermostats with remote sensor are fitted with a base of 3 mm steel plate for fixing to bulkheads, etc. KPS thermostats with bulb sensor are self-supporting from the sensor pocket.

Resistance to media Material specifications for sensor pockets:

Sensor pocket, brass The tube is made of Ms 72 to DIN 17660, the threaded portion of So Ms 58Pb to DIN 17661.

Sensor pocket, stainless steel 18/8 Material designation 1.4305 to DIN 17440.

Sensor position As far as possible the sensor should be positioned so that its longitudinal axis is at right angles to the direction of flow. The active part of the sensor is 013 mm x 50 mm long on thermostats with rigid sensors and 2 m capillary tube. The active length on the other thermostats Is 70 mm (S m and 8 m capillary tubes).

The medium The fastest reaction is obtained from a medium having high specific heat and high thermal conductivity. It is therefore advantageous to use a medium that fulfills these conditions (provided there is a choice). The flow velocity of the medium is also of significance. (The optimum flow velocity for liquids is about 0.3 m/s). For permissible media pressure see fig. 2.

P m s u r t bar 200

ISO

1 60

SO

AO

30

20

=

-

— - J

_

Bra

nif

„ - .

u

:%

I

t t« K

_

"-

la 1

" _-—

^

_" -•

N, ^

'— -'

~

-

-AO -20 0 Xi tc GO 80 i m QO liO KO 1M200 220 C* Trmpffniturp

Fig. 2 Permissible media pressure on the sensor pocket as a function of temperature

Setting When the thermostat cover is removed, and the locking screw (5, fig. 3) is loosened, the range can be set with the spmdle (1) while at the same time the scale (2) is being read. In units having an adjustable differential, the spindle (3) can be used while the scale (4) is being read.

1. Range spmdle 2. Range scale 3. Differential spmdle 4. Differential scale 5. Locking screw

Fig. 3

10 IK.20.E5.02 © Danfoss 8/92


Scale correction The sensor on KPS thermostats contains an adsorption charge. Therefore function is not affected whether the sensor is placed warmer or colder than the remaining part of the thermostatic element (bellows and capillary tube). However, such a charge is to some extent sensitive to changes in the temperature and bellows and capillary tube. Under normal conditions this is of no importance, but if the thermostat is to be used in extreme ambient temperatures there will tie a scale deviation. The deviation can be compensated for as follows: Scale correction = Z x a Z can be found from fig. 4, while a is the correction factor from the table below.

Electrical connection KPS thermostats are fitted with a Pg 13.5 screwed cable entry suitable for cables from 5 to 14 mm. GL approval is conditional on the use of a ship's cable entry.

Fig.5

4 2 1

i i i •

SS

Z Sca(« cWvMlion factor

, Rtlattv* scair • " * ^ t t i n g I**.

Fig. 4

Type

KPS 76

KPS 77

KPS79

KPS80

KPS81

KPS83

Regulation range

°C

-10 - -I-30

-1-20- +60

-t-50--t-100

-I-70-+120

+60-+150

-H00-+200

Correction factor a for thermostats

with with with rigid 2and5m 8m

sensor cap.tube cap.tube

1.0

1.5

1.7

1.1

1.4

2.2

2.4

3.7

6.2

2.9

3.1

Examples Example 1 Diesel engine with cooling water temperature of 85°C (normal). An alarm must be triggered if the cooling water temperature exceeds 9S°C. Choose a KPS 80 thermostat (range-1-70 to-l-120°C). Main spindle setting: 95°C. Differential spindle setting: 5°C. The required alarm function is obtained by connecting to thermostat terminals 1-4. After the system has been in operation, assess the operating differential and make a correction if necessary.

Example 2 Find the necessary scale correction for a KPS 80 set at -l-95°C in -I-50°C ambient temperature. The relative scale setting Z can be calculated from the following formula:

Setting value - mm. scale value ^ 100 - % max. scale value - min. scale value

Relative scale setting: x 100 = 50%

Factor for scale deviation Z (fig. 4 page 11), Z = 0.7 Correction factor a (table under fig. 4 page 11) = 2.4 Scale correction = z x a = 0.7 x 2.4 = l . r c The KPS must be set at 95 -l-1.7 = 96.rC

IK.20.E5.02 © Danfoss 8/92 11


Function Selection of differential To ensure that the plant functions properly, a suitable differential is necessary Too small a differential will give rise to short running periods with a risk of hunting Too high a differential will result in large temperature vanations

Differentials The mechanical differential is the differential that IS set by the differential spmdle m the thermostat The thermal differential (operating differential) is the differential the system operates on

The thermal differential is always greater than the mechanical differential and depends on three factors 1) the flow velocity of the medium, 2) the temperature change rate of the medium, and 3) the heat transmission to the sensor

Thermostat function Contacts 1-4 make while contacts 1-2 break when the temperature nses above the scale setting The contacts changeover to their initial position when the temperature falls to the scale setting minus the differential See fig 6

I Alarm for rising temperature given at range setting value

II Alarm for falling temperature given at range setting value minus the differential

Scale setting

Mechanical H H differential ^ ^ ^

Fig 6

A r

" ^ 2

n

1 ^ " 02

/ " " ^ ^ ^ ^ ^ ^ ^

0 *

' ^ 2

n

1

•

Danfoss Industrial Controls offers the following product range:

1 Contactors and thermal relays in the power range up to 55 kW

2 Solenoid valves and thermostatic valves for many purposes

3 Pressure controls, thermostats, pressure and temjjerature transmitters covering the ranges - 1 bar to 600 bar and -50°C to 300°C

Data sheets containing technical specifications available on

Industrial valves Solenoid valves for building sendees (stockists) Solenoid valves for OEMs HP pneumatic valves and 3-way solenoid valves type EVIP 2 AVTA IVR, IVF thermostatic valves and IVT setting section Modulating solenoid valve type EVSIM with associated ESIC signal converter 2-way solenoid valve for steam Solenoid valve coil with Ex approval

Contactors and motor starters Cl contactors and Tl thermal relays. plus a wide range of spare parts and accessories Combined circuit breaker and manual motor starter, type CTI Minicontactors types Cl 4-5, Cl 4-9 and thermal relays types Tl 9 Tl 9 C Contactors types Cl 60, Cl 72, Cl 85. Cl 105 and thermal relays types Tl 80, Tl 90, Tl 110

RT thermostats and pressure controls KPS thermostats and pressure controls CAS thermostats and pressure controls CS pressure switches EMP pressure transmitters EMT temperature transmitters Thermostats and pressure controls type KPl and KP Pressure transmitters type MBS 33

request:

Data sheet Data sheet Data sheet Data sheet

Data sheet Data sheet Data sheet

Data sheet Data sheet Data sheet

Data sheet

Data sheet Data sheet Data sheet Data sheet Data sheet Data sheet Data sheet Data sheet

IK IOC-IK 10 F-IK10D-IK10E-

IK10K-IK10L-IK10H-

IK 40 F-IK 40 K-IK 40 L-

IK 40 M-

IK20D-IK 20 E-IK 20 F-IK 20 N-IK 20 H-IK 20 J-IK 20 P-IK 20 0-

Danfoss can accept no responsibility for possible errors in catalogues brochures and other printed material Danfoss reserves the right to alter its products without notice This also applies to products already on order provided that such alterations can be made without subsequential changes being necessary in specifications already agreed

12 IK 20 E5 02 © Danfoss 8/92 D0000277 12

O Danfoss A/S (SW-C) 8 92 LS

Pressure and Temperature Controls

Data sheet

Pressure control MBC 5000 and 5100

Danfoss block components

The block concept has been developed to save space, weight, and costs The product is intended tor use in many applications, for example monitoring, alarm indication, shut-down, diagnosing on equipment such as motors, gears, thrusters, pumps, filters, compressors, etc

The range contains block pressure controls, block pressure transmitters, block test valves and accessones

The concept meets the strict demands on manne equipment, including EU stipulations on such products

Block pressure control MBC 5000 and MBC 5100

MBC 5100 IS a ship approved block pressure control designed for use in the manne industnes MBC 5000 is designed for general industnal application The block pressure controls will withstand vibration up to 4 g, shock up to 50 g as well as high media temperatures, and high pressure peaks The pressure control can be easily mounted direct on the block test valve MBV 5000 or the threaded pressure connection can be used

Advantages • Compact design • Light matenal • Low installation costs • Fast and easy to operate • Low differential • Ten ship approvals (MBC 5100) • High repeatability

MBC 5100 approvals Lloyd's Register of Shipping Det Norske Ventas Gennanischer Lloyd RINA, Registro Italiano Navale Amencan Bureau of Shipping

Bureau Ventas NKK, Nippon Kaiji Kyokai Polski Rejestr Statkbw MRS, Mantime Register of Shipping Korean Register of Shipping

Dimensions

^

- Pg 3 5^

W ^

" ^

-J-

,.yi .,.y

ll

it : ^

U 2 0 - 1

^A

March 1995 IK 21 C2 02

Data sheet Pressure control MBC 5000 and 5100

Technical data Performance

Repeatability Bellows version

Diaphragm version

Response time Max switch frequency

Life Mechanical Electncal (max contact load)

Low pressure bellows Max operating pressure Mm burst pressure

Pressure H,gh pressure bellows ^ ! f ^ f ^ ' S ^ ^ " Mm burst pressure

Diaphragm Max operating pressure Mm burst pressure

±0 2% FS (typ ) ±0 5% FS (max )

±0 5% FS (typ ) ±1 0% FS (max )

< 4 ms 10/min(0 16Hz)

> 400,000 > 100,000

ISbar 30 bar

45 bar 90 bar

isobar 300 bar

Fixed differential

ra

s c 0

s a

' 00 -

H

0 10-

^ . . ... . a

- • • • - " ^ ^

High presure diaphragm _ ... r -

- ........... ^^^^^.^r"^^ -.'"'

—-"

-•—"^ ^^,— High pressure bellows

1 "• 1 n«/prnsiirra hBllnvus .

1 0 1 2 3 * 5 7 10 15 20 30 45 50 80 100 Cut-in point

Electncal specification

Switch Microswitch SPDT

Contact load AC1S DC13

01 A 250 V 12 W 125 V

tViechanical specification

Pressure connection G 74. ISO 228/1 or flange Electncal connection DIN 43650 plug

Wetted parts, matenal Housing Bellows Diaphragm O nng

Anodized AIMgSil 1 4306

NBfl NBR

18/8)

Housing matenal Anodized AIMgSiPb Weight 0 4 kg

Environmental conditions

Temperature Operation Bellows versions

Diaphragm versions

Transport Bellows versions Diaphragm versions

-40to85''C -lOtoSS-C -50 to BS'C -50lo85''C

Enclosure IP 65

Vibration stability Sinusoidal 4g /2SHz-100Hz

Shock resistance Shock Free fall

SO g / 6 ms IEC 68-2-27 IEC 68-2-32

IK 21 C2 02


Electrical connection

*2T > <

i' 1 Input 2 Normally closed (NC) 3 Normally open (NO) •*• Connected to enclosure

of pressure control

Mechanical connection

Adjustment

IK 21 C2 02


Ordering of standard types Electncal connection. DIN 43650 Pg 11 plug Pressure connection. G 'A with flange

Pressure range bar

-1 t o i

-1 to 4

-1 to 10

1 to 10

5 to 20

5 to 30

5 to 40

10 to 100

Type no

MBG5100-1011-1DB04 MBCS000-1011-1DB04

MBC5100-1211-1DB04 MBC 5000-1211-1DB04

MBC5100-1411-1DB04 MBC 5000-1411-1DB04

MBC 5100-2431-1DB04 MBC 5000-2431-1DB04

MBC 5100-3231.-1 DB04 MBC 5000-3231-1DB04

MBC 5100-3421-1DB04 MBC 5000-3421-1DB04

MBC 5100-3641-1DB04 MBC 5000-3641-1DB04

MBC 5100-4241-1DB04 MBC 5000-4241-1DB04

Descnption

Low pressure bellows



Low pressure diaphragm

Low pressure diaphragm

High pressure bellows

High pressure diaphragm

High pressure diaphragm

Code no.

061B0005 061B2005

06180004 061B2004

061B0002 06162002

06181004 06183004

06181002 06183002

06180003 06182003

06181005 06183005

06181003 06183003

Ordering of customized ypes

Type no: MBC 5000-Typeno:MBC5100 -

Setting -1 -1 bar range -1 - 4 bar

-1 -10 bar 1 - 6 bar 1 -10 bar 5 - 20 bar 5 - 30 bar 5 - 40 bar 10-100 bar Others

Type Low pressure bellows (-1 to 10 bar) High pressure bellows (1 to 30 bar) Low pressure diaphragm (1 to 20 bar) High pressure diaphragn (5 to 100 bar) others

XX XX

10 12 14 22 24 32 34 36 42 XX

X X

1

2

3 1

4 X

X-X-

X X

XXXX XXXX

CA05 M10x 1 female Pressure CA07 M12x 1,5 female connection CB02 G Vs female CB04 G Vi female CC04 NPT V4 female DA05 MIO X 1 female with flange connection DA07 M12 X 1,5 female with flange connection DB02 G Vs female with flange connection DB04 G 74 female with flange connection DC04 NPT 74 female with flange connection XXXX Others

0 No plug (DIN 43650 A) Electrical 1 Pg 11 plug (DIN 43650 A) connection 2 Pg 13 5 plug (DIN 43650 A) X Others

1 O.IA, 250 V (AC 15), Microswitch 12 W, 125 V (DC 13)

X Others

Specification form An order form has been worked out to facilitate specification of special MBC block pressure controls.

The order form with code no be ordered from Danfoss.

991L1100 can

ISO 9001 quality approval Danfoss A/S is certificated in accordance with intemational standard ISO 9001. This means that Danfoss fulfils the international standard in respect of product development, design, production and sale

Danfoss can accept no responsibility lor possible an-ors in catalogues brochures and other pnnted matenal Danfoss reserves the nght to alter its products without notice This also applies to products already on order provided that such alterations can be made without subsequential changes being necessary in specifications already agreed

1K.21 C2.02 DonloM A/S AQ SP EF1 5 95 LS

Pressure and Temperature Controls

Data sheet Pressure transmitters MBS 5100 and 5150

Danfoss block components «-^'l!^SW|«fi®|

^^1 i^l^B^^^Î * ^'Inzi v^^^^^^^H

Î^MÎ^^^

ttCjl ^^Ê^^tflffi!^'* p^

^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ ^ '

^ ^ ^ ^ ^ ^ ^ 1 ' ^ ^ ^ ^ ^ ^ ^ ^ H

P^ ^

The block concept has been developed to save space, weight, and costs The product is intended for use in many applications, for example momtonng, alann indication, shut-down, diagnosing on equipment such as motors, gears, thrusters, pumps, filters, compressors, etc

The range contains pressure controls, pressure transmitters, test valves and accessories

The concept meets the stnct demands on manne equipment, including EU stipulations on such products

MBS 5100 and MBS 5150 block transmitters

MBS 5100 and MBS 5150 are block transmitters designed for use in the manne industry They will withstand vibration up to 20 g, shock up to 500 g and high media temperatures MBS 5150 has a built-in pulse-snubber and will withstand very high pressure peaks The transmitters can be easily mounted direct on the MBV 5000 block test valve or the threaded pressure connection can be used

Advantages • Compact design • Light matenal • Low installation costs • Fast and easy to operate • Version with pulse-snubber (MBS 5150) • Zero point and span adjustment • Ten ship approvals • High accuracy and small thennal dnft

Approvals Lloyd's Register of Shipping Det Norske Ventas Germanischer Lloyd RINA, Registro Italiano Navale Amencan Bureau of Shipping

Bureau Ventas NKK, Nippon Kaiji Kyokai Polski Rejestr Statk6w MRS, Mantime Register of Shipping Korean Register of Shipping

Dimensions

0p &

— «7 3 —

S

-3-

•* . . ' 0 - .

March 1995 IK.21.A2 02

Data sheet Pressure transmitters MBS 5100 and MBS 5150

Technical data Performance

Accuracy (Incl. non-lineanty, hysteresis and repeatability)

Non-lineanty (Best fit straight line) Hysteresis and repeatability

Thermal zero point shift

Thermal sensitivity (span) shift

Response time

Max. operating pressure

Burst pressure

FS <. 300 bar FS > 300 bar

Relative pressure versions Absolute pressure versions

±0 1%FS(typ.) ±0.3% FS (max.)

< ±0 2% FS <±0 1%FS

<±0 01%FS/K(typ.) S ±0.02% FS/K (max.) S±0 01%FS/K(typ.)

< ±0 02% FS/K (max.) < 4 ms

mm. 2 x FS mm 1.5 x F S

See ordenng table, page 4 300 bar

Electrical specification Rated output signal Supply voltage, y^vm (polanty protected) Voltage dependency Current limitation (linear output signal up to 1.5 x nom range)

Max. load, R

4 to 20 mA 10 to 32 V d.c < 0 01%FS/V 28 mA (typ )

•- 0.02 A ' '

Environmental conditions Operating temperature range

Compensated temperature range

Transport temperature range EMC - Emmission

EMC - Immunity

Electrostatic discharge

field RF conducted

conducted LF conducted

surge

Air 8 kV Contact 4 kV

10 V/m, 26 M H z - 1 GHz 3 V™., 150 kHz -30 MHz 1 V™., 10 kHz-50 MHz 3 V™., SOHz- 10 kHz

4 kV (CM), Clamp 1 kV (CM,DM) at Rg = 42n

Insulation resistance Mams frequency

Vibration stability

Shock resistance

Sinusoidal Random Shock Free fall

500 V, 50 Hz 20 g, 25 Hz - 2 kHz

7,5 g „ „ , 5 Hz - 1 kHz 500 g / 1 ms

Enclosure

-40 to 85°C

0 to 80°C

-50 to 85°C EN 50081-1

EN 50082-1 (IEC 801-2) EN 50082-1 (IEC 801-2)

EN 50082-1 (IEC 801-3) EN 50082-1 (IEC 801-6)

RINA, Lloyds Reg. RINA, Uoyds Reg.

EN 50082-1 (IEC 801-4)

EN 50082-1 (IEC 801-5) > lOOMf ia t lOOVd.c .

SEN 361503 IEC 68-2-6

IEC 68-2-34, IEC 68-2-36 IEC 68-2-27 IEC 68-2-32

IP 65 - IEC 529

fVlechanical specification Pressure connection Electncal connection Wetted parts, matenal Housing matenal Weight

G 74, ISO 228/1 or flange DIN 43650 plug

DIN 17440-1.4404 (AISI 316L)

Anodized AIMgSiPb 0 4 kg

Electrical connection 2-wire, 4 - 20 mA

DANFOSS Af iOCUJ 10 1 0 0 2 4-20mA

1 Supply + 2. Supply-3 Function test + Connected to MBS transmitter enclosure

IK.21.A2.02


Application and media conditions for MBS 5150

Application MBS 5150 with integrated pulse-snubber is specially suited for marine applications where there are pressure peaks, liquid hammer or cavitation that often causes a short but extreme excess of the max. permissible operation pressure of the transmitter. Liquid hammer, pressure peaks and cavitation can occur in.systems with sudden changes in velocity, e.g. fast closing of a valve or sudden pump starts and stops. The problem can occur on the inlet and outlet side, even at low operating pressures.

The built-in pulse-snubber is designed as a nozzle with a 0.3 mm dia. opening.

The nozzle consists of a 5 mm pointed screw mounted in the passage between the measured medium and the pressure sensitive element of the transmitter.

fvledia condition On account of the nozzle opening size, requirements are made on the purity of the measured medium. The measured medium should not contain particles that can cause clogging of the nozzle. The media viscosity has only little influence on the response time of the transmitter. Even with a viscosity of 100 cSt, the response time will not exceed 4 ms, after the dead volume behind the nozzle has been filled.

Mechanical connection

Adjustment Zero: -5 ... +20 % FS Span: -5 ... -i- 5 % FS

^

V - < w

/( M 01 1 / \ m TJ / V \ :o > /

'

/ /

I [mA]

20

4 -

PQ P O P P - P

[mA]A

2 0 -

p, p

IK.21.A2.02


Ordering of standard MBS 5100 and MBS 5150

Relative pressure version, G 'A with flange connection, DIN 43650 Pg 11 plug, 4 - 20 mA output

Pressure range bar

O to l

0 to 2,5

0 to4

0 to6

OtolO

0to16

0to25

0to40

0to60

0 to 100

MBS 5100

Type no

MBS5100-1011-1DB04

MBS5100-1411-1DB04

MBS5100-1611-1DB04

MBS5100-1811-1DB04

MBS 5100-2011-1DB04

MBS 5100-2211-1DB04

MBS5100-2411-1DB04

MBS5100-2611-1DB04

MBS5100-2811-1DB04

MBS 5100-3011-1DB04

Code no.

060N1032

060N1033 060N1034

060N1035

060N1036 060N1037

060N1038

060N1039 060N1040

060N1041

MBS 5150

Type no

MBS5150-1011-1DB04

MBS5150-1411-1DB04

MBS5150-1611-1DB04

MBS5150-1811-1DB04

MBS 5150-2011-1DB04

MBS 5150-2211-1DB04

MBS 5150-2411-1DB04

MBS 5150-2611-1DB04

MBS 5150-2811-1DB04

MBS5150-3011-1DB04

Code no.

060N1081

060N1083 060N1084

060N1063

060N1064

060N1065

060N1085

060N1066 060N1086

060N1087

Ordering of customized types

" Max operation pressure 400 bar Mm burst pressure 800 bar

" Max operation pressure 600 bar Mm burst pressure 2000 tiar

' Max operation pressure 900 tar Mm burst pressure 2000 bar

Type no: Type no:

MBS 5100-MBS5150-

Measuring range

Pressure reference

0 -1 bar 0 -1 6 bar 0 - 2 5 bar 0 - 4 bar 0 - 6 bar 0-10 bar 0-16 bar 0 - 25 bar 0 - 40 bar 0 - 60 bar 0-100 bar 0-160 bar" 0 - 250 bar ^ 0 - 400 bar i 0 - 600 bar» others

Relative Absolute Others

XX XX

10 12 14 16 18 20 22 24 26 28 30 32 34 36 38 XX

X X

1 2 X

X-X-

1

X X

xxxx XXXX

CA05 CA07 CB02 CB04 CC04 DA05 DA07 DB02 DB04 DC04 xxxx

0 1 2 x

x

M lOx 1 female M 12x1 5 female G Vs female G 74 female NPT V4 female M I O x l female with flange M 12 X 1 5 female with flange G Va female with flange connection G V4 female with flange connection NPT V* female with flange connection Others

No plug (DIN 43650 A) Pg 11 plug (DIN 43650 A) Pg 13 5 plug (DIN 43650 A) Others

4-20 mA Others

Pressure connection

Electrical connection

Output signal

Specification form . ^ An order form has been worked out ^ to facilitate specification of special

MBS block transmitters

The order form with code no. 991L1099 can be ordered from Danfoss.

ISO 9001 quality approval Danfoss A/S is certificated in accordance with international standard ISO 9001 This means that Danfoss fulfils the international standard in respect of product development, design, production and sale

Danfoss can accept no responsibility for possible errors in catalogues brochures and other pnnted matenal Danfoss reserves tho nght to alter its products without notice This also applies to products already on order provided that such alterations can bs made wittiout subsequential changes being necessary in specifications already agreed

1K.21 A2 02 DanfOM KS AG SP ER 5-9S LS

INSTRUCTION MANUAL

FOR

RESISTANCE BULB

DAEYANG INSTRUMENT CO., LTD.

CONTENTS

ITEM PACE

1. OUTLINE 2

2. CONSTITUTION 2

3. INSTALLATION & WIRING 3

K» MAINTENANCE & INSPECTION 3

( REMARKS )

CONSTRUCTION- 7

THE TABLE OF RESIST'ANCE VALUE 8

1. OUTLINE

In general, the electric resistance of the metal is variable in

proportion to the temperature. So, itis possible to tell the

temperature by measuring the resistance, after the investigation

of the relation between the electric resistance and the temperature.

There is a detector used the theory of the resistance variation

in proportion to the temperature of the platinum wire in this result,

and this detector is called PLATINUM RESISTANCE BULB.

The resistance bulb consists of the resistance element ( the resistance

wire wound to the bobbin ) , the internal leading wire, the protecting

tube, the terminals, etc.

This resistance bulb has the high pure platinum wire as the resistance

element which is put in the steel tube in order to protect against

the circumstnce condition such as the moisture, the vibiation and

the shock. Moreover, it has the terminals for the connection of the

wire end the steel equipment for fixing the part of detecting the

temperature.

This resistance bulb is produced so that it can demonstrate the good

characteristics for the marine use, in order to be operated under the

severe vibiation and the shock on board,

2. CONSTITUTION

There are the resistance element and the internal leading wire inside

of the resistance bulb, and the outside consists of the protecting

tube, the bolts, the plugs, the terminal box, and etc.

The protecting tube This tube ia used for protection so that

the resistance element and the internal leading wire maiy not

touch the measured thing directly.

The bolts & the plugs These are the steel equipments for fixing

the resistance bulb to the measuring spot.

The terminal box This is the box to connect the resistance bulb

to the outer leading wire.

Note; Please refer to the attached reference figure,

3. INSTALLATION AND WIRING

Please pay your attention for the followings in case of the installation.

(1) It is necessary to choose the suitable place and the method for the

installation which can transmit the temperature correctly and can

follow the variation of the temperature as quickly as possible.

Please take care not to bend the tube in view of the construction of

the resistance bulb

(2) Please choose the suitable place which has the smallest vibration,

the least dirts, and the lowest moisture. Then, please install the

resistance bulb at the place which is convenient for the maintenance

and the inspection,

(3) In case of the connection of wires, please confirm the wire sign

in order to avoid the mis-connection. On the treatment of the end

of the wires, please connect the wires firmly by using the compression

terminals to avoid the trouble such aa the breaking-wire and the

short-circuit.

U. MAINTENANCE AND INSPECTION

^-1 Maintenance items and Maintenance intervals

Maintenance/Inspection

* Mechanical inspeotion

• Elaotrlcal inspection

« Cleaning

IniUnl interval

1 month

1 month

1 month

NormsLL interval

3 month

3 month

1 year

» Refer to the item l^ and 6,

A-2 Tho condi t ion for oponlnij

(1) Turn off iho awitch of tho o l o c t r i c source ,

(2) Do tap ing wound tho end of tho ou te r l ead-wire which i s taken

off , in order to avoid the mis-connect ion,

(3) Never open the i n t e r n a l r e s i s t a n c e element a t the spo t ,

4-3 The order of opening

(1) Take off the cover of the te rminal box,

(2) Loosen the te rmina l screw of the c a b l e s ,

(3) I.ooson the cable gland,

A-A The necessary t o o l s

(1) A p l u s - d r i v e r .

(2) A spanner.

(3) A monky sparmer (for the cable gland)

(A) A radio pliers,

(5) A circuit tester,

4-5 The condition for the maintenance

Prepare the spare parts,

4-6 How to keep good conditions for the adjustment

(1) Mechanical inspection

Inspection points

a. Inspection of the looseness of the bolts, plugs and the outer tube.

b,.Inspection of the looseness of the terminals

c. Cable gland

d. Temperature trouble

Inspection method

Examine whether there is any looseness about" the tightened part of the bolts,.plugs and the outer tube,,

Examine whether all the terminals are fixed firmly or not.

Examine whether there is any looseness of the lead-in cable gland

Examine whether there is 6uiy breaking of the gland cover and the wiring

Caution

(2) Electric Inspection

Inspection Points

a. Inspection of running of the electric source

b. Insulation resistance test

Inspection method

Examine running of the electric source with a tester.

Examine the resistance between the terminals and the protection tube with D.C. 500V tester (more than 5Mi2).

Caution

Whether the breaking wire ia or not.

(3) Cleaning

Inspection points

Taking away the dirt attached with the protection tube for the high temperature

Inspection method

After taking off the resistance bulb, take away the dirt attached with the insert part.

Caution

Avoidance of the error generation and the buming out.

4-7 Presumption cause or Investigation method

about the trouble state

Trouble state

Breaking out of the wire

Bad insulation

Short-circuit

In case that the allowance increases gradually while ualng.

Presumption cause

Thermal vibration and shock

a. As for the lou temperature, the infiltration of the sea water, fresh water and the oil, due to the badness of tha instruments.-.

b. As for the high temperature, the chemical change of the insulation, due to the high temperature.

Badneaa of the distance of the leading-wire.

a. Badness of the indicator

b. Badness of the resistance bulb (1) the increase of the

internal resistance (2) the decrease of the

Intemal resistance (3) the increaae of the

dirt attached to the protection tube.

Treatment

Exchange the bad one for the spare part. The pointer of the tester doea not move in case of breaking tho wire and it shows lesa than IHain case of the bad Inaulation.

Connect the standard resistor instead of the realatancs bulb, and find uhich ef tha aeasuring device or tha detector is bad. Exchange for ths spra parts. Take off ths protection tubs and taka auay ths dirt.

In case that the allowance Increases suddenly while using.

a. Abnonnality of the measuring device

b. Badness of the resistance bulb

c. Bad connection of the uire due to the looseness of th© screw.

Exchange for the spare parts.

4-8 Method of repairing

(1) Do in accordancta with the reverse order of that of opening.

(2) Conceming the one for the high temperature, the protection

against buming out should be carried out around the

instal lat ion screws at the side of the engine.

4-9 Confirmation items

(1) Confirm whether the leading-wire i s connected correctly.

(2) Confirm the tighteness of the cover,

(3) Confirm the flx^d part-of the bolts , plugs,etc.

(4) Tum on the sui tch for the e lectr ic source.'

— 6

CONSTRUCTION

The lemperalure thermal resi i lante bulb is

composed of a resistor element, Innef

wires, protection tube and terminal box.

Terminal box

Terminal I . The resistor element Is classified in

to two types; one lor low tempera

ture use arxl the other for high

lemperalure use.

The clement spools for both types are

made of oxidized alumina around

which a platinum wire and inner wi -

res ara wound and welded for cecu -

rity.

The element spool for low temperalure

use ia provided with an insulation lube

at the inner wires which are welded

to the terminals through the terminal Terminal board

board.

The Insulation tube and the terminal

board uae high quality ceramic as insu

lation material, while the terminals

use aelecled material which is excellent

in stability against oxidizing and reduc

ing atmospheres.

The element spool for high temperature

is cneloaed in a sleeve type insulation

lube (super-ceramic), thus it is fully

protected against vibrations and shocks

which may occur while in use.

2 . The inner wires use nickel as material

and weUed to the resistor element.

3 . The material of the protection lube is

baaed on tha atandard of S U S 304.

4 . Tlie terminal box is made up from

akiminaldie*casi casing.

Tlie wire pass-through fittings are

based on tha standard of J IS F8801.

20a.

Insulation filling powder

Bolt

Plug

Pi

-:r3l

rx Copper packing

Sleeve insulation tube ( for high temperature use)

Protection tube

Sleeve ( for high temperature usi

Insulation filling powder.

Element

Construction for

High Temperature Uat Constructkm for Low Temperatura U i a

THE TABLE OF PLATINUM, RESISTANCE VALUE

Ro-=50n(at 0 t : ) - 2 0 0 -Temperature CO

- 0

- 10

- 20

- 30

- 40

- 50

- 60

- 70

- 80

- 90

-100 ._ ,

-IOO

29.78j 2.06,

27.72 2.07 J

25.64s 2.09

23.55, 2.10

21.45, 2.11,

19.34 2.13

17.21 2.15

15.06 2.16

12.90 2.17

10.73 2.16

8.57

- 0

50.00 1.99

48.01 2.00

46.01 2.00,

44.00, 2.01

41.99, 2.01,

39.98 2.02,

37.95, 2.03

35.92, 2.04

33.88, 2.04,

31.84 2.05,

29.78,

-63013 Temperature

CO

0

10

20

30

40

50

60

70

80

90

100

0

50.00 1.98,

51.98, 1.98

53.96, 1.97,

55.94 1.96,

57.90, 1.96

59.86, 1.95,

61.82 1.95

63.77 1.94

65.71 1.94

67.65 1.93

69.58

IOO

69.58 1.92,

71.50, 1.92

73.42, 1.91

75.33, 1.91

77.24, 1.90

79.14, 1.89,

81.04 1.89

82.93 1.88,

84.81, 1.87,

86.69 1.87,

88.56;

200

88.56, 1.86,

90.43 2.86

92.29 1.85,

94.14, 1.85

95.99, 2.84

97.83, 1.84

99.67, 1.83

101.50, 1.82,

103.33 1.82

105.15 1.81,

106.96,

300

106.96, 1.80,

108.77 1.80,

110.57, 1.79,

112.37 1.79

114.16 1.78,

115.94, 1.78

117.72, 1.77

119.49, 1.77

121.26, 1.76

123.02, 1.75,

124.78

400

124.78 1.75

126.53 1.74,

128.27, 1.73,

130.01 1.73,

131.74, 1.72,

133.47 1.72

135.19 1.71

136.90 1.71

138.61 1.70,

140.31, 1.69,

142.01

500

142.01 1.69

143.70 1.68,

145.38, 1.67,

147.06 1.67,

148.73, 1.66,

150.40 1.66

152.06 1.65,

153.71, 1.64,

155.36 1.64,

157.00, 1.63,

158.64

Unii:a

600

158.64 1.63

160.27 1.62

161.89 1.62

163.51

-

-

-

-

"

-

-

Ro=100n(at O'C)-200-630*0 Unit:Q

Temperature CO

- 0

- 10

- 20

- 30

- 40

- 50

- 60

- 70

- 80

- 90

-100

-IOO

59.57 4.13

55.44 4.15

51.29 4.18

47.11 4.20

42.91 4.23

38.68 4.26

34.42 4.30

30.12 4.32

25.80 4.34

21.46 4.32

17.14

- 0

100.00 3.98

96.02 4.00

92.02 •4.01

88.01 4.02

83.99 4.03

79.96 4.05

75.91 4.06

71.85 4.08

67.77 4.09

63.68 4.11

59.57

Temperature CC)

0

10

20

30

40

50

60

70

80

90

100

0

100.00 3.97

203.97 3.96

107.93 3.95

111.88 3.93

115.81 3.92

119.73 3.91

123.64 3.90

127.54 3.88

131.42 3.88

135.30 3.86

139.16

too

139.16 3.85

143.01 3.84

146.85 3.82

150.67 3.82

154.49 3.80

158.29 3.79

162.08 3.78

165.86 3.77

169.63 3.75

173.38 3.75

177.13

200

177.13 3.73

180.86 3.72

184.58 3.71

188.29 3.70

191.99 3.68

195.67 3.68

199.35 3.66

203.01 3.65

206.66 3.64

210.30 3.63

213.93

300

213.93 3.61

217.54 3.61

221.15 3.59

224.74 3.58

228.32 3.57

231.86 3.56

235.45 3.54

238.99 3.54

242.53 3.52

246.05 3.51

249.56

400

249.56 3.50

253.06 3.49

256.55 3.47

260.02 3.47

263.49 3.45

266.94 3.44

270.38 3.42

273.80 3.42

277.22 3.41

280.63 3.39

284.02

500

284.02 3.38

287.40 3.37

290.77 3.35

294.12 3.35

297.47 3.33

300.80 3.32

304.12 3.31

307.43 3.29

310.72 3.29

314.01 3.27

317.28

600

317.28 3.26

320.54 3.24

323.78 3.24

327.02

-

-

-

-

-

-

-

remarka) Prepared according to JIS C1604. 1974.

8

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

AHYUNDAI -Index

Page 1 (1) Crankshaft and Main Bearings 510

L23/30H

Description

Crankshaft and Mam Beanngs 510.01 (01H)

Working Card

Checking of Mam Beanngs Alignment (Autoiog) 510-01.00 (05H) Inspection of Mam Beanng Shells 510-01.05 (01H) Inspection of Guide Beanng Shells 510-01.10 (01H)

*) Vibration Damper 510-04.00 (01H)

Plates

Chankshaft 51001-04H Resilient Gear Wheel 51002-02H

*) Flywheel with Flexible Coupling and Gear Rim 51003-01H *) Flywheel with Gear Rim 51003-02H *) Flywheel with Gear Rim 51003-03H *) Torsional Vibration Damper 51004-01H *) Tuning Wheel 51004-02H


96 03 - ESOU

AHYUNDAI -Descnpbon Page 1 (1) Crankshaft anci Main Bearings 510.01

Edition 01H

L23/30H

s CT) CVJ

m

Q O

Crankshaft Vibration Damper

The crankshaft, which is a one-piece forging with ground main bearing and crankpin journals, is suspended in inderslung beanngs. The main bearings are equipped with insertion-type shells, which are coated with a wearing surlace. To attain a suitable bearing pressure the crankshaft is provided with counterweights, which are attached to the crankshaft by means of two screws.

At the flywheel end the crankshaft is fitted with a gear wheel which through an intermediate wheel drives the camshaft. Also fitted here is the flywheel and a coupling flange for connection of a reduction gear or an alternator. At the opposite end there is a claw-type coupling for the lub. oil pump or a flexible gear wheel connection for lub. oil and water pumps.

In special cases a vibration damper is nrnunted on the crankshaft to limit torsional vibrations. The damper consists essentially of a heavy flywheel tctally enclosed in a light casing. A small clearance is allowed between the casing and the flywheel, and this space is filled with a highly viscous fluid. The casing is rigidly connected to the front end of the engine crankshaft and the only connection between the crankshaft and the damper flywheel is through the fluid. Under conditions of no vibration, the casing and damper flywheel tend to rotate as one unit, since the force required to shear the viscous film is considerable. As the torsional vibration amplitudes increase, the casing follows the movement of the crankshaft but the flywheel tends to rotate uniformly by virtue of its inertia, and relative motion occurs between the flywheel and the casing. The viscous fluid film therefore undergoes a shearing action, and vibration energy is absorbed and appears as heat.

96 03 - ESOU

AHYUNDAI - 1 ^ \

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Working Card Page 1 (6) Checking of Main Bearings Alignment (Autoiog) 510-01.00

Edition 05H

L23/30H

Safety precautions:

B Stopped engine • Shut-off starting air D Shut-off cooling water n Shut-off fuel oil D Shut-off cooling oil • Stopped lub. oil circui.

Description:

Checking of mam bearings alignment (autoiog).

Starting position:

Tuming gear in engagement. (If mounted). Cover for crankshaft has been removed from frame. All indicator valves open.

Related procedure:

Special tools:

Plate no. Item no. Note

52010 52010

011 059

Hand tools:

Manpower:


Data:

1 1/2 hours 2 men




01 46-ESO

AHYUNDAI - 1 ^ \ 510-01.00

Edition 05H Checking of Main Bearings Alignment (Autoiog) Working Card

Page 2 (6) •

L23/30H

Alignment of Main Bearings.

The lower main bearing shells should be positioned so that they keep the main bearing journals of the crankshaft centered in a straight (ashore horizontal) line. Deviations from this centre line cause the crankshaft to bend and increase the load on some main bearings.

If two adjacent main bearings are placed too low, the crankshaft centre line will in this place be lowered to form an arc, causing the intemiediate crank throw to bend in such a way that it "closes" when turned into bottom position and "opens" in top position.

As the magnitude of such axial lengthening and shortening during the tuming ofthe throw increases in proportion to the difference in the height of the bearing, it is measured as a check on the alignment and condition ofthe bearing.

As the crankshafts of medium speed engines are very stiff, any great deviations in the alignment will result in clearance at the bottom shell ofthe bearings.

The cause of incorrect main bearing position may be wear of the bearings or misalignmnet of the engine.

Effecting The Deflection Measurement.

The deflection measurement is effected by placing a springloaded dial gauge in the centre punch marks provided for this purpose, see fig. 1.

"Closing" ofthe throw in top dead centre is regarded as negative, (compression ofthe gauge).

In the example, page 3, the deflection reading is therefore negative.

As during the turning ofthe throw, the gauge and the connecting rod will meet near the bottom position of the throw, the measurement for the bottom position is to be replaced by the average of the two near by positions on either side.

The dial gauge is set to zero, when the crank throw is in the near-bottom (x in fig. 8) and during the turning the throw is stopped in the position horizontal-top-horizontal-near bottom (P-T-S-Yin fig. 8) for reading of the gauge.

Fig1 Placing of dial gauge

Checking The Deflection Measurement.

The reading is entered in the table page 6, see example in fig. 2 - 6.

As "bottom" reading is used the mean value of the two "near bottom" readings X and Y, fig. 3.

The total deflection ("opening-closing") of the throw during the turning from bottom to top position is entered in fig. 4.

These figures are due to vertical misalignment ofthe main bearings.

Similariy, horizontal misalignment procedures the figures in the table fig. 5.

Besides misalignment of the bearings, the readings can be influenced by ovality or eccentricity of the journals.

Engines Equipped with Turning Gear.

When taking these deflection readings for the three aftmost cylinders, the turning gear should at each stoppage be turned a little backwards to ease offthe tangential pressure on the teeth ofthe turning wheel as this pressure may otherwise falsify the readings.

rg If) I a

01 46-ESO

AHYUNDAI - / f i \

4 Working Card Page 3 (6) Checking of Main Bearings Alignment (Autoiog) 510-01.00

Edition 05H

L23/30H

Deflection of crankshaft in 1/100 mm (0 01 mm).

Crank position

Bottom start

Left side

Top

Right side

Bottom stop

X

P

T

S

Y

1

0

2

3

3

2

2

0

0

-2

-2

-1

Cyl No 3 4

0 0

2 0

4 5

2 0

0 1

5

0

-1

-2

0

0

6

0

2

3

1

2

Deflection from vertical misalignment

top - tMttom orT-B = -15 4 5 -2

Fig 4

Deflection from horizontal misalignment

Left side - nght side or P - S = H

Fig 2 Fig 5

Bottom (0,5 X Y) = B -0 5 0 0 5

Fig 3

Check on gauge readings

T-t-B= C

P-^S= D

4

5

-2 5

-2

4

4

55

0

-2

-1

4

3

Fig 6

C and D should be nearly the same, reading for crank throw 4 to be repeated.

a

a 9

O

Front end view Start in position X Tum anti clockwise

Fig 7 Fig 8

01 46-ESO

AHYUNDAI - ts^ 510-01:00


Page 4 (6) P L23/30H

Measurement of crank throw deflections by means of dial indicator (Autoiog)

Crank throw deflection

Vertical deflection

Horizontal deflection

Difference in dial indicator readings in two diametrically opposite crank throw positions, i.e. two positions displaced 180°.

Difference in top-bottom readings.

Difference in side-side readings.

Vertical and horizontal deflections of crank throws

Unless otherwise stated the values refer to cold engine.

For new or realigned aggregate Aim for + or - 3/100 Acceptable + or-5/100

For aggregate in service realignment is recommended if deflections exceed + or - 8/100

mm mm

mm

Vertical deflection of crank throw at flywheel

Unless otherwise stated the values refer to cold engine.

Rigid coupling between diesel engine and driven machine

For new tfr realigned aggregate 0 to + 3/100 mm

For aggregate in service realignment is recommended if deflection measured on warm engine exceeds - 8/100 mm

Flexible coupling between diesel engine and driven machine

For new or realigned aggregate Aim for -8/100 mm

Acceptable -10/100 mm

For aggregate in service realignment is recommended if deflection exceeds -14/100 mm

I

01 46 - ESO

AHYUNDAI - 1 ^ \

•[ Working Card Page 5 (6) Checking of Main Bearings Alignment (Autoiog) 510-01.00

Edition 05H

L23/30H

Process/Proces

Plant/Anlaeg

Engine Type/Motortype Engineer/Operator

ID no

Page of/Side af

Date/Dato

Instruction/lnstruktion

\<y 1/100 mm

Right side

Cyl no 1 2 3

ooQdi 5

Left side

Right side

Top

0 Left side

Bottom end/ Bund slut

Bottom start/ Bund start

Right side

Cyl no 1 2 3

r-D-D-DilD-i

UM1-D41J Cyl no 1 2 3

Left side

Remarks/Bemaerkninger

a

01 46 - ESO

AHYUNDAI - 1 ^ \ 510-01.00


Page 6 (6)

L23/30H

, Component/Komponent Type

Process/Proces

ID no

Page of/Side af

Test place/ | | Test bed/provehal | J Cold/Kold Condition

m On board/Dm bord L j Wannn/Varm Teststed/ Tilstand L J Plant/Maskinhal

Engine no 1 Motornr

1 Cyl no

Bottom X

Leftside P

Top T

Right side S

Bottom Y

1

0

2

0

3

0

4

0

5

0

6

0

7

0

8

0

9

0

Bottom (0 5xY)=B

Deflection from vertical misalign-

1 ment Top - bottom or T - B = V

Deflection from honzontal misalignment Left side - Right side or P - S = H

Check on gauge readings

T + B= C

P + S= D

in X S 9 00

01 46 - ESO

AHYUNDAI - < S ^

4 Working Card Page 1 (3) Inspection of Main Bearing Shells 510-01.05

EditionOIH

L23/30H

Safety precautions:

• Stopped engine B Shut-off starting air n Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil • Stopped lub. oil circui.

Description:

Dismantling, inspection and/or replacement and mounting of main bearing shells.

starting position:

Related procedure:

Inspection of guide bearing shell. 510-01.10 Criteria for replacement of bearings, 506-01.16

Manpower:

Working time 2 hours Capacity 2 men

Data:

Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaratbn of weight (Page 500.45)

Special tools:

Plate no Item no

52010 106 52010 202 52010 011 52010 155 52021 405 52021 501 52021 513 52021 202

Hand tools:

Allen key, 12 mm. Socket spanner. 36 mm. Lead hammer. Silastene. Copaslip.

Note

2 pieces

2 pieces Hydraulic tools 2 pieces



96.30 - ESOS-G

AHYUNDAI -510-01.05

EditionOIH Inspection of Main Bearing Shells Working Card

Page 2 (3)

L23/30H

Make Ready for Dismantling of the Main Bearing

1) Dismount crankcase covers in front and opposite the bearing concerned.

2) Tum the engine until the crank is in a convenient position for carrying out the wori<.

3) Dismount the bracing screw (side screw).

4) Mount the hydraulic tools and loosen the main bearing stud nuts. For operation of the hydraulic tools, see working card 520-01.05.

Fig 1. Mounting of Hydraulic Tools

5) Dismount the hydraulic tools and slacken the nuts somewhat.

Dismantling of the Main Bearing Cap

6) Fit the eye screws, diagonally, in the threaded holes in the main bearing cap, see fig 2.

Pass the wire supplied through the eye screw and attach it as shown, so as to keep the bearing cap in place when the main bearing stud nuts are removed.

7) Work the main bearing cap loose from the engine frame with a lead hammer or similar.

Fig 2 Mounting of Wire Straps

8) Lift the main bearing cap a little and unscrew the bearing stud nut.

9) Fit guide tubes on the threads of the bearing studs and lower the bearing cap to make it rest on the collar of the guide tubes.

Dismantling of the Main Bearing Shells

10) Remove the locking piece from the bearing cap and take out the bearing shell.

11) Fit the tool for upper main beanng, for dismantling of upper main bearing shell, in the lubricating hole in the crankshaft and turn out the upper bearing shell by turning the crankshaft, see fig 3.

o o

Fig 3 Mounting of tool lor upper main t)eanng

96 30 • ESOS-G


Page 3 (3) Inspection of Main Bearing Shells 510.01-05 EditionOIH

L23/30H

Cleaning

12) Clean all machined surfaces, on frame, bearing cap, stud, nuts and bearing shells.

Inspection of Main Bearing Shells

13) Inspect the main bearing shells according to working card 506-01.16.

Note: The bearing is marked according to size and when repfaced it must be by a new bearing of the same size.

Mounting of the Main Bearing Shells

14) Push the upper bearing shell as far into position as possible.

15) Fit the tool for upper main bearing in the lubricating hole in the crankshaft and turn in the upper bearing shell by turning the crankshaft.

Make sure that the shell enters its correct position then remove the tool for upper main bearing.

16) Lubricate the end of the bearing shells with molycote pasta or similar.

17) Insert the lower bearing shell in the bearing cap and mount the locking piece.

Lubncate the bearing shell and journal with clean lubricating oil.

Mounting of the Main Bearing Cap

18) Raise the bearing cap into position, dismount the guide tubes, coat the bearing studs with molycote pasta or similar and fit the bearing stud nuts.

Make sure that the bearing cap and bearing shell are in their correct position.

19) Dismantle the wire straps.

20) Mount the hydraulic tools, see working card 520-01.05, and tighten the nuts as prescribed on page 500-40.

21) Coat the back side of the bracing screws' (side screws') hexagonal head with a thin coat of silastene or similar.

I Q

22) Mount the screws and tighten with a torque spanner as indicated on page 500.40.

96 30 - ESOS-G

AHYUNDAI -

• ^

Working Card Page 1 (3) Inspection of Guide Bearing Shells 510-01.10

EditionOIH

L23/30H

Safety precautions:

B Stopped engine B Shut-off starting air D Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil B Stopped lub oil circui

Description:

Dismantling, inspection and/or replacement and mounting of guide beanng shells and thmst washer

Starting position:

Related procedure:

Inspection of mam beanng shells 510-01 05 Cntena for replacement of beanng shells 506-01 16

Manpower:


Data:

Data for pressure and tolerance (Page 500 35) Data for torque moment (Page 500 40) Declaration of weight (Page 500 45)

Special tools:

Plate no Item no

52006 273 52010 106 52010 202 52010 Oil 52010 155 52021 405 52021 501 52021 513 52021 202

Handtools:

Allen key, 12 mm Socket spanner, 36 mm Lead hammer Silastene Copaslip

Note

80-360Nm 2 pieces

2 pieces Hydraulic tools 2 pieces



96 20 - ESOS

AHYUNDAI - M A N ^


Inspection of Guide Bearing Shells Working Card Page 2 (3)

L23/30H

Make Ready for Dismantling ofthe Guide Bearing

1) Dismount the crankcase covers opposite the bearing concerned.

2) Turn the engine until the crank is in a convenient position for carrying out the work.

3) Dismount the bracing screw (side screw).

4) Mount the hydraulic tools, see ffg y, and loosen the guide bearing stud nuts. For operation of the hydraulic tools, see working card 520-01.05.

Fig 2 Mounting of Wire Straps

9) Fit guide tubes on the threads of the bearing studs and lowerthe bearing cap to make it rest on the collar of the guide tubes.

Dismantiing ofthe Guide Bearing Shells

10) Remove the locking piece from the bearing cap and take out the bearing shell.

The thrust washer of the guide bearing is partially countersunk into the engine frame and attached by means of four screwed-on clamps which are visible after lowering the bearing cap, see fig 3.

Fig 1 Mounting of Hydraulic Tools

5) Dismount the hydraulic tools and slacken the nuts somewhat.

Dismantling ofthe Guide Bearing Cap

6) Fit the eye screws, diagonally, in the threaded holes in the guide bearing cap, see fig 2.

Pass the wire supplied through the eye screw and attach it as shown, so as to keep the bearing cap in place when the guide bearing stud nuts are removed.

7) Work the guide bearing cap loose from the engine frame with a lead hammer or similar.

8) Lift the guide bearing cap a little and unscrew the bearing stud nut.

Fig 3 Guide Beanng with Thrust Washer.

11) Unscrew the clamps and push out the thrust washers.

I

i 9 CO eg

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AHYUNDAI - f ^ ^

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Working Card Page 3 (3) Inspection of Guide Bearing Shells 510-01.10

EditionOIH

L23/30H

§

o m ffl I

s

Fig 4. Dismounting of Upper Shell

12) The upper bearing shell is dismounted by means of special tool see fig 4.

Cleaning of Components

13) Clean all machined surfaces, on frame, bearing cap, stud, nuts and bearing shells.

Inspection of Guide Bearing Shells

14) Inspect the guide bearing shells according to working card 506-01.16.

Mounting of the Guide Bearing Shells

The bearing shells of the guide bearing, which are identical to those ofthe main bearings, are narrower than the bore for the guide bearing and it is therefore essential that the shells are positioned perfectly correct in the bore.

Forthis purpose a guide tool is supplied for positioning on the engine frame when the upper bearing shell is to be fitted, see fig 5.

15) Push the bearing shell into correct position through this guide tool, by using tool item 202, if necessary use a plastic hammer.

16) Fit the thrust washers and clamps.

Fig 5 Mounting of Upper Shell in Guide Bearing.

Note: Clearance in guide bearing axially, see page 500.35.

17) Lubricate the end of the bearing shells with molycote pasta or similar.

18) Insert the lower bearing shell in the beanng cap, and mount the locking piece.

Mounting of Guide Bearing Cap

Lubricate the bearing shell and journal with clean lubricating oil.

19) Raise the bearing cap into position, dismount the guide tubes, coat the bearing stud with molycote pasta or similar and fit the bearing stud nuts.

Make sure that the thrust washers, bearing shell and bearing cap are in their correct position.

20) Dismantle the wire straps.

21) Mount the hydraulic tools, see working card 520-01.05, and tighten the nuts as prescribed on page 500^0.

22) Coat the back side ofthe bracing screws' (side screws') hexagonal head with a thin coat of silastene or similar.

23) Mount the screws and tighten with a torque spanner as indicated on page 500.40.

96.20 - ESOS

AHYUNDAI - ' M A N ^

Working Card Page 1 (3) Vibration Damper 510-04.00

Edition 01H

(Only available, if installed as per T/V calculation) L23/30H

Safety precautions:

B Stopped engine B Shut-off starting air D Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil B Stopped lub. oil circui. -

Description:

Taking a silicone oil sample

Starting position:

Related procedure:

Manpower:


Data:

2-4 hours 1 man

Special tools:


Handtools:

Ring and open end spanner, 19 mm.



Plate no Kern no Qty /

See plate 51004

96 03 - ESOS-G

AHYUNDAI - 1 ^ \ 510-04.00

Edition 01H Vibration Damper Working Card

Page 2 (3)

L23/30H (Only available, if installed as per T/V calculation)

The vibration damper is equipped with extraction plugs which provide the opportunity of testing the viscosity of the silicone oil inside the damper without having to dismantle it.

Corresponding to the condition of the silicone oil an approximate assessment ofthe damper efficiency is possible.

A silicone oil sample should be extracted as follows by means of a special tube that can be required from MAN B&W Holeby, see plate 51004.

1) After the engine is stopped let damper cool down to nearly 40°C.

2) For access to the damper remove the blank flange (A) on the front end cover (B) see fig 1

In some cases it is necessary to dismount the lub. oil pump or the cooling water pump, for access to the damper.

3) Rotate the engine in orderto bring the extraction plugs (6) of the damper in optimal position, see fig 2A.

A Blank flange or cooling water pump B Front end cover C Damper D Gearwheel (if mounted) E Main bearing (Frame) F Crankshaft

Fig 1 fiAiuntng ot Vibration Damper

Fig 2 Vibration Damper

4) Prepare the sample container (10) by removing one of its caps (11), see ftg 2 C.

s I

a

96.03 - ESOS-G

•[ AHYUNDAI - / ® k

Working Card Page 3 (3) Vibration Damper 510-04.00

Edition 01H


5) Unscrew and remove one of the extraction plugs (6) and replace it with the sample container (10).

It meeting the inertia nng (3) unscrew the container one revolution.

6) Remove the second cap from the sample container and wait until siiiconef luid (5) begins to flow out from the free end. Depending on the silicone viscosity the process needs a certain anrK)unt of time. If poss33le it, can be speeded up by means of:

A Tuming the damper until the sample container is undemeath the crankshaft.

B Temporarily removing the second extraction plug too.

7) Assoonasthesiliconefluidbeginstoflow,shut the sample container by the cap. Remove the container from the damper casing, wipe off the sealing jace round the extraction hole and screw in the plugs together with new sealing washers (7). Now close the second side of the container.

8) Tighten both extraction plugs with thumb and forefinger then turn them further 45° (about 20 Nm). Seal both plugs by caulking their grooves.

9) Send the sample container to MAN B&W Holeby, att.: Service Department, together with the label filled in wKh:

- Name of ship. Engine type.

- Engine no. - Running hours. - Data for vibration damper.

10) For hours between taking new samples, see page 500.25.

The quantity of silicone oil rennoved it so small that up to 10 such samples can be taken without risk.

96 03 - ESOS-G

AHYUNDAI - f^\

4 Plate Page 1 (2) Crankshaft 51001-04H

L23/30H

§

D 9

98 34 - ESOS

AHYUNDAI -51001-04H Crankshaft Plate

Page 2 (2) P L23/30H

Item No

021+

069

070

082

094

104

116

128

153

165

177

189

190

200

Qty.

2yc

2/W

1/C

1/E

10/E

10/E

10/E

1/E

M\N

1/E

1/E

1/E

1/E

1/E

Designation

Counterweight

Screw for counterweight

Plug screw

Plug screw

Screw

Self locking nut

Washer

Oil throw ring

Cylindrical pin

Crankshaft, 5 cyl. engine

Gear wheel (crankshaft)

Crankshaft 6 cyl. engine



+ Item No. 021 require an individual matching before mounting contact MAN B&W, Holeby

Benaevnelse

Kontravaegt

Skrue for kontravaegt

Propskrue

Propskrue

Skrue

Selvldsende motnk

Skive

Olieafslyngningsnng

Cylindnsk stift

Krumtapaksel 5 cyl motor

Tandhjui (krumtap)



Krumtapaksel, 8 cyl motor

••• Item nr 021 kraever en individuel tilpasning for montenng, kontakt MAN B&W, Holeby


CM iO I s 9


* = Only available as part of a spare parts kit. QtyJE = Qty./Engine Qty./W = Qty./Counterweight Qty./C = QtyVCylinder


* = Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor Antal/W= Antal/Kontravaegt Antal/C = Antal/Cylinder

98 34 - ESOS

AHYUNDAI - 1 ^ \

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Plate Page 1 (2) Resilient Gear Wheel 51002-02H

L23/30H

94.24 - ESOS

AHYUNDAI -51002-02H Resilient Gear Wheel Plate

Page 2 (2)

L23/30H Item No

040

052

064

076

088

111

123

135

147

159

160

172

184

196

206

216

231

243

Qty.

3/E

3/E

6/E

6/E

6/E

12/E

1/E

4/E

4/E

2/E

2/E

18/E

6/E

1/E

1/E

1/E

4/E

1/E

Designation

Distance pioca

Distance piaca

Spring

Spring guide

slide shoe

Nut

Axle journal

Scraw

Salt locking nut

Hexagon soc. scraw with cup point

Cylindrical pin

Locking washer

Screw

Gear wheal

Hub

Side plate

Cylindrical pin

Resilient gear wheel, complete

Banavnalsa

Afstandsstykke

Afstandsstykke

Fjeder

Fjederstyr

Glidesko

Matnk

Akseltap

Skrue

Selvldsende ntotnk

Saetteskrue

Cylindnsk stift

Liseskive

Skrue

Tandhjui

Nav

Sideplade

Cylindnsk stift

Fjederende tandhjui, komplet

Ham No

When ordarir\g spara parts, saa also page 500.50.

* s Only available as part of a spara parts ktt. Qty7E = Qty^Englne

Qly. Dasignation BaiUBVfwIsa

I D o

Ved bestlling af reservedele, se ogsi side SOO 50

* " Kun tiigaengelig som en del af et resarvedalssast Antal/E ° Antal/Motor

94 24 -ESOS

4 AHYUNDAI -

Plate Page 1 (2) Flywheel with Gear Rim 51003-02H

L23/30H

022

96 03 - ESOS

AHYUNDAI -51003-02H Flywheel with Gear Rim Plata

Page 2 (2) P L23/30H

Item No.

010

022

034

046+

058

105

Qty.

1/E

14/E

12/E

12/E

1/E

2/E

Dealgnation Benavnelse Itam No

Gear rim

Screw

Tandkrans

Skrue

Self locking nut, for Selvldsende matnk for Item no. 046 item nr 046

Fitted boll

Flywheel

Screw

Pasbolt

Svinghjul

Skrue

+ Item 046 require an + "em nr 046 kraever Individual matching en individuel tilpasning before mounting. '0f montenng

Oty. I Dealgnation B«n«vn*lae

When ordering spare parts, sae also page 500.50.

= Only available as part ol a spare parts kit. Qty./E = QtyJEnglne

Ved bestllling af reservedele, se ogsi skle 500 50

> Kun tilgaangelig som en del af et reservedelssaet Qty/E = Antal/Motor

96 03-ESOS

• (

AHYUNDAI -Plate

Pago 1 (2) Flywheel with Gear Rim 51003-03H

o

L23/30H

105

Crankshaft (Plate 51001)

022

96 03 - ESOS

AHYUNDAI -51003-03H Flywheel with Gear Rim Plate

Page 2 (2) >

L23/30H Item No

010

022

034

046+

058

105

Qty.

1/E

14/E

12/E

12/E

1/E

2/E


Gear rtm

Screw

Tandkrans

Skrue

Self locking nut, tor Selvlisende matnk for Itam no. 046 item nr 046

Fitted bolt

Flywheel

Screw

Pasbolt

Svinghjul

Skrue

+ Item 046 require an + Item nr 046 kraever individual matching en individual tilpasning before mounting. tar montering

Qty. Dealgnation Banavnela*

I


* = Only available aa part of a spare parts kit Qty./E = QtyJEnglne

Ved bestllling af reservedele, se ogsA side 500 50

. Kun tilgaengelig som en del af et reservedelssaBt Qty/E • Antal/Motor

96 03 - ESOS

AHYUNDAI -Plate

Page 1 (2) Flywheel with Flexible Coupling and Gear Rim 51003-01H

(Only available, if applied with flexible coupling) L23/30H

071+

022

96 03 - ESOS

AHYUNDAI - 7 S ^

P 51003-01H Flywheel with Flexible Coupling and Gear Rim Plate Page 2 (2)

L23/30H (Only available, if applied with flexible coupling)

Item No

010

022

034

046-)-

058

071+

083

095

105

117

Qty.

1/E

14/E

12/E

12/E

1/E

12/E

1/E

24/E

2/E

12/E

Designation

Gear rim

Screw

Self locking nut, Item no. 046

Fttted bolt

Flywheel

Fitted bolt

Flexible coupling complete

Rubber element

Screw

Self locking nut, Item no. 071

for

for

* Item 046 and 071 require an individual matching, before mounting.

Benaevnelse

Tandkrans

Skrue

Selvl&sende matnk for Item nr 046

Pasbolt

Svinghjul

Pasbolt

Fleksibel kobling, komplet

Gummielement

Skrue

SelvlAsende motrik for Item nr 071

+ Item nr 046 and 071 kraever en individuel tilpasning, fer montenng

Item No. Qty. Dealgnation Banavnalsa

Whan ordering apara parts, see alao page 500.50.

* = Only available as part of a spare parts kit. Qty./E = Qty^Engine

Ved bestllling af reservedele, se ogsd side 500.50

- Kun tilgaengelig som en del af et resan/edeissaeL Qty/E - Antal/Motor

96.03 - ESOS

AHYUNDAI -Plate

Page 1 (2) Torsional Vibration Damper 51004-01H


016

o

i 3

/

053 <

028*

94.23 • ESOS

AHYUNDAI - / S \ 51004-01H Torsional Vibration Damper Plata

Page 2 (2) P L23/30H

(Only available, if installed as per T/V calculation)

Ham No

016

028*

041*

053+

Qty.

1/E

2/E

1/E

1/E

Dealgnation Banaavnalsa Ham No Oty.

Torsional vibration Svingningsdaemper dampar, wHti 25 mm med 25 mm monte-mounting llanga nngsflange

Sealing washer

Sample container

Taatningsskive

Praveudtagings-behokler

Sampling Mt for tor- Pravesaat for sving-sional vibration dant- ningsdaemper par

+ Saa also working + Se ogsi art>ejdskort card 510-04.00 510-04 00

Designation BanasviMlaa

S tfl

D

Whan ordering spare parts, saa also page 500.50.

= Only availabia as part of a apara parte ktt. Qty7E = Qty./Englna

Ved bestllling al resen/edeie, se ogsi side 500.50.

- Kun tilgasngelig som en del at at reservedelssaBt. Antal/E > AntalA^otor

94 23 - ESOS

AHYUNDAI - ' M A N

Plate Page 1 (2) Tuning Wheel 51004-02H


065

Q o

94.23 - ESOS

HYUNDAr^ rg£a 51004-02H Tuning Wheel Plate

Page 2 (2)

L23/30H

oty.

(Only available, if installed as per T/V calculation)

Ham No.

065 1/E

Designation BaiMBvnalaa No.

Tuning whssi wHh, 25 mm mounting flange

Afstamningsf^ul med 25 mm monterings-flange

Qty. Dasignation Banavnalsa

g

Whan ordering spara parts, sea also page 500.50.

* = Onty availabia as part ot a spare parts kit Qty./E = Qty./Englna

Ved bestilling af reservedele, sa ogsJi skle 500.50.

- Kun tilgaangelig som en del af et resen/edeissaet. Antal/E - Antal/Motor

94.23 • ESOS

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

Engine Data

Operation of Engine


Trouble Tracing


Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data

Operation of Engine


Trouble Tracing

Cylinder Head


Control and Safety Systems Automatics and Instruments


Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

o < P

Q LU Q. O



Operating Gear for Inlet Valves, Exhaust Valves and Fuel Injection Pumps

(O

Engine Frame and Base Frame lU

o Q. :E o o z <

(O

UJ I -(0 > • -

(O

UJ

o z < UJ

a z < (O

g I-cc o (O UJ

a

Final Plan

AHYUNDAI -

P Index 1(1) Engine Frame anci Base Frame 511

6

L23/30H

Description

Engine Frame and Base Frame 511.01 (01H)

Worl(ing Card

Functional Test of Crankcase Safety Relief Valves 511-01.00 (01H)

Plates

Frame with Mam Beanng 51101-IOH Mounting of Pumps 51102-02H Covers on Frame 51106-02H Covers on Frame 51106-07H

96 03 - ESOU

p AHYUNDAI - ^ ^

OescriptNxi Paget (1) Engine Frame and Base Frame 511.01

EditionOIH

L23/30H

Frame

The engine frame is made of cast iron, and is attached to the top of the base frame by means of bolts. The cross girders of the frame are provided with bores for the main bearings in which the crank shaft is underslung, i.e. it is carried by the main bearing caps.

The main bearing caps are attached by means of studs and nuts, which are loosened and tightened with the aid of hydraulic tools. After mounting, the main bearing caps are further secured by means of bracing screws, which are screwed horizontally into the sides of the caps and tightened against the sides of the engine frame. The main bearings are equipped with replaceable shells which are fitted without scraping.

The crankshaft gukle bearing is located at the flywheel end of the engine.

On the sides of the frame there are covers for acces to the camshaft, the charge air receiver and crankcase. Some ofthe covers are fitted with relief valves which will act, shoukj oil vapours in the crankcase be ignited, for instance in the event of a hot bearing.

The charge air cooler housing is a integrated part of the frame.

Base Frame

Engine and alternator (gear, pump) are mounted on a common base frame which is in welded design.

The base frame is used as lubricating oil reservoir "wet sump".

94.26 - ESOU


1 Page 1 (2) Functional Test of Crankcase Safety Relief Valves 511-01.00 EditionOIH

L23/30H

Safety precautions:

B Stopped engine • Shut-off Starting air D Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil S Stopped lub. oil circui.

Description:

Functional test of crankcase safety relief valves.

Starting position:

Special tools:


Hand tools:

Allen key, 12 mm. Ring and open end spanner, 17 mm. Loctite 243

Related procedure:

Manpower:


Data:

1/4 hour 1 man




51106 51106 51106

034 058 071

1/cyl 1/cyl 1/cyl

97.06 - ESOS-G

AHYUNDAI - ts^ 511-01.00

EditionOIH Functional Test of Crankcase Safety Relief Valves Working Card

Page 2 (2)

L23/30H

Functional testing of the crankcase safety relief valves cannot be effected during operation of the engine, but it must be checked during overhauls that the valve flap is movable.

Take care when painting the engine, not to block up the safety relief valves with paint.

The safety relief valves have been set to open at an excess pressure in the crankcase of, see page 500.35.

If the safety relief valves are actuated, the engine must be stopped immediately, and it must not be restarted until the cause has been found and the fault has been rectified, see also descnption 503.04, ignition in crankcase. Figi

X S

97 06 - ESOS-G

AHYUNDAI - ^ ^ ^

P Plate Page 1 (2)

Frame with Main Bearings 51101-10H

L23/30H

s

Bearings, see plate 50705

Guide screw, see plate 50705

00 09 - ESO

AHYUNDAI - 1 ^ ^ 51101^10H Frame with Main Bearings Plate

Page 2 (2) P L23/30H

Item No

013

025

049

050

062

074

086

098

108+

121

133

Qty.

1/E

5/E

4/C

4/C

4/C

1/E

1/E

2/E

1/C

1/B

1/B

Designation

Frame

Bracing liolt

Nut for cylinder iiead stud

Protective cap

Stud for cylinder tiead

Plug

Coupling

Plug

Main bearing cap

Screw

Securing piece

Benaevnelse

Slativ

Sideskrue

Motrik for cylinder-daekseltap

Beskyttelseshaelte

Tap for cylinderdaeksel

Prop

Kobling

Prop

Hovedlejedaeksel

Skrue

Siknngstykke

Item No

397

145

157

169

170

216

228

241

253

265

290

300+

312

324

336

1/B

1/C

2/B

2/B

2/E

1/E

2/B

2/E

4/E

4/E

1/E

/I

/I

/I

Spring pin

Main bearing shell 2/2

Main bearing stud

Nut for main bearing stud

Cylindrical pin

Plug

Bracing twit

Thrust washer

Locking piece

Screw

Guide t>earing cap

Loctite 542

Loctite 243

Molykote paste

Fjederstift

Hovedlejeskalter2/2

Hovedlejetap

Matnk for hovedlejetap

Cylindnsk stift

Prop

Sideskrue

Trykskive

LSsestykke

Skrue

Styrelejedaeksel

Loctite 542

Loctite 243

Molykote


* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = QtyJCylinder Qty./B = Qty./Bearing Qty./I = Qty./lndividual

Qty.

1/E


Frame complete, incl. item 049,062,108,133, 145,169,170,216,241, 290,300,324,348,361, plate 50701 item 048, 061, 073, 276, plate 50705 item 350, 362

+ Item No 108, 300 require an individual matching before mounting, contact MAN B&W, Holeby

Stativ komplet, inkl item049,062,108,133, 145,169,170,216,241, 290,300,324,348,361, plate 50701 Item 048. 061, 073, 276, plate 50705 Item 350, 362

+ ltemnr 108,300 kraever en individuel tilpasning for montenng, kontakt MAN B&W, Holeby

I D 9

Ved bestllling af reservedele se ogs5 side 500 50

= Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor Antal/C = Antal/Cylinder Antal/B = Antal/Leje Antal/I = Antal/lndividuelt

00 09 - ESO

p AHYUNDAI - 1 ^ ^

Plate Page 1 (2) Mounting of Pumps 51102-02H

I

L23/30H

115

152

247

frMh tmter pump, Plat* 51610

For lubricating oil pump, •ae Plata 51501

94 23 - ESOS

AHYUNDAI - rgt!5 51102-02H Mounting of Pumps Plate

Page 2 (2) 9 L23/30H

Ham 1 No.

093

103

115

127

139

140

152

164

176

IBS

211

223

235

247

Qty.

1/E

1/E

2/E

1/E

2/E

34/E

18/E

2/E

2/E

4/E

4/E

2/E

2/E

2/E

DMignation

Guard end, lore

Cover

Cover

Gasket

Gasket

Scraw

Screw

Guide pin

Spray pipe

Locking plate

Screw

Plug screw

Sealing ring

Nut

Benavnalsa

Endedaaksel. for

Daeksel

Daeksel

Pakning

Pakning

Skme

Skme

Styrestift

Sprejterer

LJ^eplade

Skme

Propskme

Taetningsnng

Metnk

When ordering spare parts, sae also page SOO.SO.

= Only available as part of a spare parts kIL Qty./E = Oty^Englna

Hem No. Qty. Dasignation WiM

S

o o

Ved bestllling af reservedele, sa ogsi skto SOO.SO

Antal/E Kun tilgaengelig som en del af at reservedelssaat. Antal/Motor

94.23 • ESOS

p AHYUNDAI - <®^

Plate Page 1 (2) Covers on Frame 51106-02H

L23/30H

o

§

585

597

96.51 -ESOS

AHYUNDAI - fn&a

P 51106r02H Covers on Frame Plate Page 2 (2)

L23/30H

Item No.

512

524

536

548

561

573

585

597

607

619

620

632

644

656

668

681

603

727

Qty.

1/E

22/E

4/E

4/E

1/E

4/E

1/E

1B/E

2/E

2/E

2/E

1/E

8/E

1/E

2/E

4/E

/I

1/E

Designation

Cover 2/2

Screw

Guide pin

Nut

Plug screw

Screw

Sealing ring 2/2

Screw

Guide pin

Nut

Cylindrical pin

Cover

. Screw

Gasket

Screw

Screw

Packing silicone paste

Packing ring

Benaevnelse

Desksel 2/2

Skme

Styrestift

Metrik

Propskrue

Skme

Teetningsring 2/2

Skme

Styresllfl

Motrik

Cylindrisk stift

Daaksel

Skme

Pakning

Skme

Skme

Silicone

Pakningsring

Item No. Qty. Designation Benaevnelse

c

§


* = Only available as part of a spare parts kit Qty./E = Qty./Engine aty./I = Qty./lndlvldual

Ved bestilling af reservedele, se ogsS side 500.50.

• = Kun tilgaengelig som en del af el reservedelssaet. Antal/E = Antal/Motor Antal/I = Antal/lndividuelt

96.51 - ESOS

AHYUNDAI - ts^

P Plate Page 1 (3)

Covers on Frame 51106-07H

L23/30H

370

X S

Cooler box see plate 51203

Cover see plate 51102

98 34 - ESOS

AHYUNDAI - (kt^ 51106-07H Covers on Frame Plate

Page 2 (3) P L23/30H

Item no.

010

022

034

046

058

071

083

095

105

117

^129

130

142

154

166

178

191

201

213

225

237

Qty.

4/D

4/D

1/D

1/D

2/C

4/D

4/D

1/D

1/D

1/D

8/C

2/E 3/E 3/E 4/E

2/E 3/E 3/E 4/E

58/E ,66/E 80/E 88/E

1/E

1/E

2/C

2/E

4/C

1/C

1/C


Coach bolt

DisUnce pipe

O-ring

Cover

O-ring

Washer

Self locking nut

Housing for safety valve

Spring

Valve flap

Screw

Cover 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Gasket 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Screw 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Cover

Gasket

Stud

Stud

Screw

Cover for camshaft housing

O-ring

Braeddebolt

Afstandsrer

O-ring

Daeksel

O-ring

Skive

SelvlSsende metnk

Hus for sikkerhedsventil

Fjeder

Ventilklap

Skrue

Daeksel 5 cyl motor 6 cyl motor 7 cyl. motor 8 cyl motor

Pakning 5 cyl. motor 6 cyl motor 7 cyl. motor 8 cyl. motor

Skrue 5 cyl motor 6 cyl motor 7 cyl. motor 8 cyl. motor

Daeksel

Pakning

Tap

Tap

Skrue

Daeksel for kamaksel-hus

O-nng

Kern no

249

250

262

274

286

298

308

321

333

345

357

369

370

382

394

404

416

423

Qty.

5/E

5/E

1/E

1/E

22/E 26/E 30/E 34/E

22/E 26/E 30/E 34/E

24/E 28/E 32/E 36/E

4/E 5/E 6/E 7/E

2/C

1/E

1/E

1/E

14/E

1/E

6/C

2/E

6/E 7/E 9/E 10/E

4/E

Designation

Screw

Washer

Guard end aft

Guard end aft

Spring pin 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Handle 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Washer 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Guard intermediate 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Stud

Guard end fore

Guard end fore

Guard

Screw

Guard end fore

Screw only for 900 rpm

Screw

Cover for crankcase 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Screw

Benavnelse

Skme

Skive

Skaerm, agter

Skaerm, agter

Fjederstift 5 cyl. motor 6 cyl. motor 7 cyl motor 8 cyl. motor

HSndtag 5 cyl. motor 6 cyl motor 7 cyl. motor 8 cyl. motor

Skive 5 cyl. motor 6 cyl motor 7 cyl motor 8 cyl. motor

Mellemskaenn 5 cyl. motor 6 cyl motor 7 cyl. motor 8 cyl. motor

Tap

Skaerm, for

Skaerm, for

Skaerm

Skrue

Skaemn, for

Skme kun for 900 omdr

Skrue

Daeksel for kmmtapiius 5 cyl motor 6 cyl motor 7 cyl. motor 8 cyl motor

Skrue

CO

o


* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cyiinder Qty./D = Qty./Safety cover

Ved bestllling af reservedele, se ogsS side 500.50.

= Kun tilgaangelig som en del af et reservedelssaat. Anfal/E = Antal/Mofor Antal/C = /kntal/Cylinder Antal/D = /Vntal/sikkerhedsdaeksel

98 34 - ESOS

AHYUNDAI -Plate

Page 3 (3) Covers on Frame 51106-07H

L23/30H

Item no

441

453

465

477

489

490

500

693

703

715

Qty.

2/E

2/E

2/E

6/C

6/C

4/E 5/E 5/E 6/E

4/E 5/E 6/E 7/E

/I

1/E

6/E

Designation

Tapered dowel

Washer

Nut

Nut only for 720/750 rpm

Screw only for 720/750 rpm

Cover with safety valve, complete incl. item 010,022,034,046, 071,083,095,105,117 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Guard intermediate complete, mcl. item 191,286,298,308,321, 333 5 cyl. engine 6 cyl. engine 7 cyl. engine 8 cyl. engine

Packing silicone paste

Cover

Screw

Benaevnelse

Styrestift

Skive

Metnk

M0tnk kun for 720/750 omdr

Skme kun for 720/750 omdr

Daeksel med sikkerhedsventil, komplet inkl Item 010 022,034,046, 071,083,095,105,117 5 cyl motor 6 cyl motor 7 cyl motor 8 cyl motor

Mellemskaerm, komplet inkl Item 191,286,298, 308,321,333

5 cyl motor 6 cyl motor 7 cyl motor 8 cyl motor

Silicone

Daeksel

Skrue

Item no

I S



* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder Qty./D = Qty./Safety cover


= Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor Antal/C = Antal/Cylinder Antal/D = Antal/sikkerhedsdaeksel

98 34 - ESOS

DA

TA

OP

ER

ATI

ON

S

YS

TEM

S A

ND

CO

MP

ON

EN

TS

DE

SC

RIP

TIO

NS

AN

D M

AIN

TEN

AN

CE

Engine Data

Operation of Engine


Trouble Tracing

Specification and Treatment Lubricating Oii, Fuel Oil and Cooling Water

Cylinder Head






Turbocharger System


Fuel Oil System



Special Equipment

Driven Machinery


Tools

Final Plan

Engine Data

Operation of Engine ~

Engine Performance and Condition ^ < O LU

Trouble Tracing o


Cylinder Head




I ^ Crankshaft and Main Bearings ^ o ^ <

Engine Frame and Base Frame UJ ^ o z

Turbocharger System § <

Compressed Air System 81 i< <co

Fuel Oil System co

Lubricating Oil System ^ ^ >o CO CO

Cooling Water System uj

Special Equipment

Driven Machinery


Tools

Final Plan

AHYUNDAI -

P Index Page 1 (1) Turbocharger System 512

L23/30H

Description

Turbocharger System 512.01 (01H) Cleaning the Turbocharger in Service, Water Washing of Compressor 512.05 (01H) Cleaning the Turbocharger in Service, Water V .shing - Turbine Side 512.15 (01H)

Working Card

Overhaul of Charging Air Cooler 512-01.00 (01H) *) Water Washing of Compressor Side -

Turbocharger Type NR15/R - NR20/R - NR24/R - NR26/R 512-05.00 (01H) *) Water Washing of Compressor Side -Turbocharger Type NR15/R 512-05.05 (01H) *) Water Washing of Compressor Side -Turbocharger Type NR20/R 512-05.05 (02H)

Water Washing of Turbine Side 512-15.00(OIE)

Plates

*) Charging Air Coller 51201-04E *) Charging Air Coller 51201-05E *) Charging Air Coller 51201-06E *) Charging Air Coller 51201-07E *) Exhaust Pipe Arrangement 51202-01H *) Exhaust Pipe Arrangement 51202-02H *) Turbocharging Arrangement 51203-01E *) Turbocharging Arrangement 51203-02E

Water Drain Trap 51208-01E

- Manual for Turbocharger - Manual for Charging Air Cooler

I 3


96,03 - ESOU

AHYUNDAI - 1 ^ \

t Description Page 1 (2) Turbocharger System 512.01

EditionOIH

L23/30H

Water washing, turt>ine side, mlet P7 Exhaust gas, outlet P2 Ml Charge air, inlet P8 Wator washing, compressor side with quick coupling, inlet ^ 1§ i l

J Exhaust gas to TC

V Charging au- from TC

1

JIL-l LamlxJa Cylinder

Fig 1 Diagram for Turtxicharger System

J .

.Water washing compressor side

P6 Drain from turbocharger, outlet

Turbocharger System

The turbocharger system of the engine, which is a constant pressure system, consists of an exhaust gas receiver, a turbocharger, a charging air cooler and a charging air receiver, the latter being integrated in the engine frame.

The turbine wheel of the turbocharger is driven by the engine exhaust gas, and the turbine wheel drives the turbocharger compressor, which is mounted on the same shaft. The compressor sucks air from the engine room, through the air filters.

Turbocharger, see separate manual.

The turbocharger pumps the air through the charging air cooler to the charging air receiver. From the charging air receiver, the air flows to each cylinder, through the inlet valves.

The charging air cooler is a compact tube-type cooler with a large cooling surface. The cooling water is passed twice through the cooler, the end covers being designed with partitions which cause the cooling water to turn.

The cooling water tubes are fixed to the tube plates by expansion.

From the exhaust valves, the exhaust is led through a water cooled intermediate piece to the exhaust gas receiver where the pulsatory pressure from the individual exhaust valves is equalized and passed to the turbocharger as a constant pressure, and further to the exhaust outlet and silencer arrangement.

The exhaust gas receiver is made of pipe sections, one for each cylinder, connected to each other, by means of compensators, to prevent excessive stress in the pipes due to heat expansion.

95 26 - ESOS


Turbocharger System Descnption Page 2 (2)

L23/30H

in the cooled intemnediate piece a thermometer for reading the exhaust gas temperature is fitted and there is also possibility of fitting a sensor for remote reading.

To avoid excessive thermal loss and to ensure a reasonably low surface temperature the exhaust gas receiver is insulated.

95 26 - ESOS

AHYUNDAI - tkta^

P Descnption Page 1(1)

Cleaning the Turbocharger In Service Water Washing of Compressor

512.05 EditionOIH

Compressor

Fouling of the ainways depends primarily on thie purity of the inlet air and thus, in turn, on the general maintenance condition of the machinery, i.e. mainly of the gas and oil tightness of the engines and on the fresh air ventilation system of the engine room.

Fouling of air fitter, compressor or charging air cooler may be obsen/ed as changes in performance parameters:

- Decreasing charging air pressure. - Decreasing turbocharger rotor speed. - Increasing exhaust gas temperature. - Severe fouling of airways may even result in

compressor surge.

Regular cleaning during operation by injection of water before the compressor wheel will reduce the fouling rate considerably, and consequently prolong the intervals between dismantling necessary for mechanical cleaning.

L23/30H

Chemical cleaning will not improve the cleaning process as this primarily Is based on the mechanical effect from the impact of the water droplets.

Certain types of fluid solvents can give formation of deposits on the compressor wheel, and should under no circumstances be used.

The inten/als between cleaning by injection of water should be adjusted after assessing the degree and rate of fouling in the particular plant, i.e. based on observations and experience.

94.26 - ESOU-G

AHYUNDAI - ts^

P Working Card Page 1 (2) Overhaul of Charging Air Cooler 512-01.00

EditionOIH

L23/30H

Safety precautions:

M Stopped engine 9 Shut-off starting air H Shut-off cooling water n Shut-off fuel oil D Shut-off cooling oil n Stopped lub. oil circui.

Description:

Overhaul of charging air cooler.

Starting position:

Related procedure:

Manpower:


Data:


Special tools:


1

Handtools:

Ring and open end spanner, 13 mm. Ring and open end spanner, 19 mm. Ring and open end spanner, 24 mm. Allen key, 10 mm. Wire rope. Tackle.



51201 113 6/cooler 51201 029 1/cooler 51201 066 1/cooler 61203 035 1/cooler

96 20 - ESOS

AHYUNDAI-512-01.00

EditionOIH Overhaul of Charging Air Cooler Working Card

Page 2 (2) h L23/30H

The charging air cooler is normally cleaned and overhauled at the intervals indicated in the "Planned Maintenance Program", or if observations prove that the cooler does not work satisfactory, see section 502.

4) Clean the cooler element of the water and air sides.

After using cleaning agents the manufacting recommendation must be followed.

Overhaul of Charging Air Cooler.

1) Close the cooling water inlet and outlet valves and disconnect the pipes.

2) Remove the screw (1), fig 1, which secure the end cover of the cooler elementto the cooler housing, and pull the cooler element half-way out.

Place a wire rope round the cooler element and attach a tackle hook, after which the elements are lifted and pulled out of the cooler housing and landed on a couple of wooden planks on the floor.

Fig 1

3) Remove screws (2) and end cover (3) reversal chamber (4) and side plates (5).

The greatest care must be exercised when dismantling cleaning and mounting the cooler element, as the thin fins of the tubes cannot stand impacts and pressure.

If nevertheless, the metal is bended, it should be carefully straightened, as bent fins will increase the pressure drop across the cooler considerably.

Should one ore more cooler tubes become leaky it/ they must immediately be made tight, either by expending the tube ends into the tube plates or by blanking ofthe tube(s) concemed with plugs.

It is important that the charging air cooler is not leaky as any sea water that leaks in will be carried along with the air to the cylinders where the salt contained in the water will damage valves, piston rings, and cylinder liners.

5) Also clean end cover and coat it on the inside with an anti-corrosion blocks agent. Inspect the anti-con-osion (6) and renew if necessary.

Note: That paint or similar must not be applied to these blocks.

6) Fouling and deposite in the pipes can be removed by using a hand or machine operated circular steel brush. The pipe inner diameter is 13 mm.

7) When mounting the air cooler, renew all gaskets.

Out of Service Periods.

At longer periods out of service the air cooler is drained if the coolant is sea water followed by flushing with fresh water and left with drain and venting cocks open.

At fresh water coolant systems recommendations for the entire system is followed.

96 20 - ESOS

AHYUNDAI - / S ^

*


Water Washing of Compressor Side Turbocharger Type NRI 5/R - NR20/R - NR24/R - NR26/R.


L23/30H

Safety precautions:

D Stopped engine n Shut-off starting air D Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil n Stopped lub. oil circui.

Description:

Water washing of compressor side. Turbocharger cleaning with engine in service.

Starting position:

Related procedure:

Manpower:


Data:


Special tools:


Hand tools:



See the special instructions for turtjocharger.

96 30 - ESOS-G

AHYUNDAI -512-05.00

EditwnOIH

Water Washing of Compressor Side Turbocharger Type NR15/R - NR20/R - NR24/R - NR26/R

Woriong Card Pago 2 (3)

*

L23/30H

Before Cleaning

The cleaning process is only to be earned out when the engine is at operating temperature(^see Operating Data 500.30) and when it is loaded as close as possible to full load (see hAain Data 500.00).

See also "Description for Water Washing of Compressor side", 512.05.

Cleaning Procedure

1) Run the engine with as high a load as possible.

2) Discharge the excesspressure in the container by drawing out the spindle in the safety valve (see fig. 1) before loosening the top cover.

The spindle retums automatically by means of a built-in spring.

3) Fill the container with 2 litres fresh water (see the scale on the container).

Warning: Do not use sea water or cooling water.

4) Mount the top cover on the container.

5) Blow air into the container by means of a blow gun, until an operation pressure of 3 bar is reached (see fig 2).

The safety valve will open at a pressure of 4 bar

Excesspressure will discharge through the safety valve.

Work Air

Top Cover

. Container

I Figl Fig 2

96.30 - ESOS-G

AHYUNDAI -

P Working Card Pago 3 (3)

Water Washing of Compressor Side Turbocharger Type NRI 5/R - NR20/R - NR24/R - NR26/R.


1 Injection tube 2 Pipe 3 Snap coupling 4 Plug-in coupling

5 Hand valve with hancile 6 Container 7 Cfiarge air lirw

Fig 3

L23/30H

6) Connectthe plug-in coupling of the lance to the snap coupling on the pipe (see fig 3).

7) Depress the handle on the hand valve until the water is completely injected into the compressor (approx. 30 seconds).

7776 water will enter the compressor in atomized condition, impinge the vanes of the compressor wheel with high velocity and thus wash off the dirt deposited.

8) Release the plug-in coupling and vent the container by drawing the spindle out ot the safety valve.

After Cleaning

9) Run the engine for minimum 10 minutes at unaltered high load.

10) Compare the measurements of the operating data (see fig 4) before and afterthe cleaning procedure (see Operating Data 500.30).

I

d o

IF

the comparison indicates success of the washing procedure

the comparison indicates lack of the washing procedure

severe dirt is being deposited in the compressor

THEN

the water washing of the compressor side is finished

carry out the washing procedure from step 1 with 10 minutes interval from the initial washing

dismantling of the compressor components for manual cleaning Is necessary (see special turtjocharger manual in section 512).

Fig 4

96.30 - ESOS-G

AHYUNDAI - ^ f i \

P Working Card Pago 1 (2)

Water Washing of Compres.<!or Side Turbocharger Type NRI 5/R


5, 6L23/30H

OJ

CO

Safety precautions:

n Stopped engine D Shut-off starting air n Shut-off cooling water D Shut-off fuel oil n Shut-off cooling oil D Stopped lub. oil circui.

Description:

Water washing of compressor side. Turtxjcharger cleaning with engine in service.

Starting position:

Special tools:

Plate no Item no

Hand injector.

Note

Hand tools:

Ring and open end spanner, 17 mm.

Related procedure:

Manpower:


Data:

1/4 hour 1 man




See the special instructions for turbocharger.

91 45 - ESOS

AHYUNDAI- ' M A N ' makVif


Water Washing of Compressor side Turbocharger Type NRI 5/R

Working Card Page 2 (2) P

5, 6L23/30H

Cleaning Procedure.

The cleaning process is only to be carried out, when the engine is at operating temperature and when it is loaded as close as possible to full load.

The engine must not be shut off immediately after cleaning but should be allowed to operate continuously for some time to ensure drying out of the charge air system.

Sequence of Operations.


2) Unscrew the plug, see fig 1, together with the seal ring from air filter silencer.

3) Fill the hand injector with clean fresh water and insert it through the screw plug opening.

4) Inject the complete content of the hand injector within a period of 4 -10 sec.

5) Run the engine for about 10 minutes at unaltered high load.

6) Make comparative measurements of the operating data. This comparison will indicate the success or lack of same of the washing procedure.

If necessary, carry out the washing once more.

7) Screw in the plug together with the seal nng to the air filter silencer.

Compressor cleaning by inspection of water with a hand injector is sufficient if a normal degree of fouling is present.

In case of serve dirt being deposited in the compressor, dismantling of the compressor, is necessary.

Components for mechanical and manual cleaning are necessary.

For manual cleaning of compressor, see special instruction.

For water washing of compressor side, see also description for water washing.

Seal nng -Screw plug •

Hand injector"

Fig1.

Sl g CNJ

m

i o

91.45-ESOS

AHYUNDAI - 1 ^ \

P Working Card Page 1 (2)

Water Washing of Compressor Side Turbocharger Type NR20/R

512-05.05 Edit»n 02H

7, 8L23/30H

a

ts

Safety precautions:

D Stopped engine D Shut-off starting air n Shut-off cooling water n Shut-off fuel oil n Shut-off cooling oil D Stopped lub. oil circui.

Description:

Water washing of compressor side. Turtjocharger cleaning with engine in sen/ice.

Starting position:

Special tools:

Plate no Item no

Hand tools:

Note

Related procedure:

Manpower:


Data:

1/4 hour 1 man




See the special instructions for turtjocharger.

91 45 - ESOS

AHYUNDAI -512-05.05

Edition 02H

Water Washing of Compressor Side Turbocharger Type NR20/R

Working Card Page 2 (2) P

7, 8L23/30H

Cleaning Procedure.

The cleaning process is only to be carried out, when the engine is at operating temperature and when it is loaded as close as possible to full load.

The engine must not be shut off immediately after cleaning but should be allowed to operate continuously for some time to ensure drying out of the charge air system.

Sequence of Operations.


2) Remove the filling plug (6), see fig 1 on the dosage container (5) and fill the container with water. Screw on the filling plug.

3) Activate the push buttom of the manoeuvring valve (3) for approx. 20 sec.

Air from the compressor outlet casing will now be supplied via the pipe connection (2) to the dosage container, and will force the water through the hose (7) to the injection tube (8).

The water will enter the compressor in atomized condition, impinge the vanes ot the compressor wheel with high velocity and thus wash of the dirt deposited.

4) Run the engine for about 10 minutes at unaltered high load.

5) Make comparative measurement of the operating data.

This comparison will indicate the success or lack of same of the washing procedure.

If necessary, can^ out the washing once more, but with 10 minutes interval from the initial washing.

Compressor cleaning by injection of water is sufficient if a normal degree of fouling is present.

In case of severe dirt being deposited in the compressor, dismantling of the compressor components for manual cleaning is necessary.

For manual cleaning of compressor side, see special instruction.

For water washing of compressor side, see also description for water washing.

1 Charge air line

3 Manoeuvnng valve

5 Dosage container

7 Hose or pipe

2 Pipe

4 Hose or pipe

6 Filling plug

8 Injection tube

Fig 1. Arrangement for water washing.

g If)

i

91.45-ESOS

p AHYUNDAI - / ^ ^

Description Page 1(1)

Cleaning the Turbocharger in Service Water Washing - Turbine Side

512.15 EditwnOIH

L23/30H

Description

The tendency to fouling on the gas side of turbochargers depends on the combustion conditions, which are a result of the load on and the maintenance condition of the engine as well as the quality of the fuel oil used.

Fouling of the gas ways will cause higher exhaust gas temperatures and higher surtace temperatures of the combustion chamber components and will also lead to a lower pertormance.

Tests and practical experience have shown that radial-flow turtJines can be successfully cleaned by injection water into the inlet pipe of the turtjine. The cleaning effect is based on the water solubility of the deposits and on the mechanical action of the impinging water droplets and the water flow rate.

The necessary water flow is dependent on the gas flow and the gas temperature. Enough water must be injected per time unit so that, not the entire flow will evaporate, but about 0.25 1/min. will flow off through the drainage opening in the gas outlet. Thus ensuring that sufficient water has been injected.

Service experience has shown that the above mentioned water flow gives the optimal cleaning effect. If the waterf low is reduced the cleaning effect will be reduced or disappear. If the recommended water flow is exceed, there is a certain risk of a accumulation of water in the turtjine casing, which can result in damage on the turtxjcharger.

The best cleaning effect is obtained by cleaning at low engine load approx. 20% MCR. Cleaning at low load will also reduce temperature shocks.

Experience has shown, that washing at regular intervals is essential to successful cleaning, as excessive fouling is thus avoided. Washing at intervals of 100 hours is therefore recommended. Depending on the fuel quality these intervals can be shorter or longer. However, the turtjine must be washed at the latest when the exhaust gas temperature upstream of the turbine has risen about 20° C above the normal temperature.

Heavily contaminated turtJines, which where not cleaned periodically from the very beginning or after an overhaul, cannot be cleaned by this method.

If vibration in the turtjocharger occur after water-washing has been carried out, the washing sivjukj be repeated. If unbalance still exists, this is presumably due to heavy fouling, and the engine must be stopped and the turtjocharger dismantled and manually cleaned.

The washing water should be taken from the fresh water system and not from the fresh cooling water system or salt water system. No cleaning agents and solvents need to be added to the water.

To avoid corrosion during standstill, the engine must, upon completing of water washing run for at least 1 hour before stop so that all parts are dry.

Water Washing System

The water washing system consists of a pipe system equipped with a manoeuvring valve, a 3-way cock and a drain pipe with a drain valve from the gas outlet, see illustration on working card 512-15.00.

The water for washing the turbine, is supplied from the external fresh water system through a flexible hose with couplings and regulating valve. The flex-itjle hose must be disconnected after water washing.

By activating the manoeuvring valve and the regulating valve, water is led through the 3-way cock to the exhaust pipe intermediate flange, equipped with a channel to lead the water to the gas inlet of the turbocharger.

The waterwhich is not evaporated, is led out through the drain pipe in the gas outlet.

96.39 - ESOU-G

AHYUNDAI -

P Wortcing Card Page 1 (2) Water Washing of Turbine Side 512-15.00

EdItronOIHI

L23/30H

s X 6 o

o

Safety precautions:

D Stopped engine n Shut-off starting air D Shut-off cooling water D Shut-off fuel oil D Shut-off cooling oil D Stopped lub. oil circui.

Description:

Water washing of turbine side, cleaning with engine in service.

Starting position:

Special tools:


Hand tools:

Related procedure:

Manpower:


Data:

1/2 hour 1 man



See the special instruction for turtjocharger.


91 04 - ESOS

AHYUNDAI -512-15.00

Edition 01 HI Water Washing of Turbine Side Working Card Page 2 (2) P

L23/30H

Cleaning Procedure.

1) Adjust the engine load to apporx. 10-15% and let the engine stabilize for 15 min.

2) Open the drain cock at the TC outlet and check for free passage.

Plate Witt) cleaning instruction -

Marroeuvenng valve

Cleaning water inlet

Drain c(x:k

Fig 1. Arrangement for water washing

Position 1 Position 2 Position 3

•Closed' •Open" "Wash^

[-ITC _n'^ _rv^

TC - Turbocharger W - Waler F • Free air

3) Turn the 3-way cock to position (2) and check for free passage. If OK turn to the water wash position (3).

4) Connect the water supply to the eater wash system.

5) Set water pressure to 2 bar at pressure regulating valve, check pressure gauge. Then open the manoeuvring valve.

Fig 2. 3way cock.

6) Continue the water washing 10 min. at 2 bar water pressure (check at pressure gauge).

7) Release the manoeuvring valve and disconnect the water supply. Turn the 3-way cock to the closed position (1) and check that the water drain flow has stopped.

8) Continue at this load at least 10 min. to allow turbine to dry before increasing the grodually load to the normal condition.

9) After the water washing, the engine should run for at least 1 hour before stop.

10) If vibration of turbocharger are observed that did not exist before cleaning, repeat washing process.

NOTE: The manoeuvring valve mus not be locked in open position.

The water injection time mentioned in point 6 must not be exceed.

If vibration can not be eliminated by washing on account of extreme deposits of dirts, the turbocharger must be dismantled and the respective parts must be cleaned mechanically.

I D

91.04-ESOS


P Plate Paget (2) Charging Air Cooler - Freshwater 51201-04E

5L23/30H-720^50RPM 6L23/30H-720/750 RPM

steam Ihip, see plate 51208

97 06 • ESOS

AHYUNDAI -

P 51201-04E Charging Air Cooler - Freshwater Plate Page 2 (2)

5L23/30H-720/750 RPM 6L23/30H-720/750 RPM

Item No

017

029

030

042

054

066

078

091

101

113

125

137

149

150

174

186

198

208

221

233

257

269

270

282

294

304

Qty.

1/K

1/K

2/K

1/K

1/K

4/K

4/K

1/K

4/K

8/K

1/K

1/K

1/K

29/K

3/K

3/K

5/K

1/K

8/K

1/K

1/K

1/K

1/K

22/K

1/K

1/E

Designation

Crossmember

Crossm ember

Pipe

Cooler block

Gasket end cover

Plug screw

Cu-washer

End cover

Nut

Screw

Top plate

Gasket reversing cover

Reversing cover

Screw

Screw

Cu-washer

Screw

Bottom plate

Screw

O-ring

Gasket

Ring

Drain pipe for WMC

Screw

Water mist catcher

Charging air cooler, complete, incl. item 017,029,030,042.054, 066,078,091,101,113, 125,137,149,150,174, 186,198,208,221,233, 269,270 and 294

Benaevnelse

Travers

Travers

Rer

Kalertalok

Pakning endedaeksel

Propskrue

Cu-skive

Endedaaksel

Motnk

Skrue

Topplade

Pakning vendekammer

Vendekammer

Skrue

Skrue

Cu-skive

Skrue

Bundplade

Skrue

O-nng

Pakning

Ring

DraenrarforWMC

Skrue

Vandudskiller

Ladeluttkoler, komplet, inkl Item 017,029,030, 042,054,066,078,091, 101,113,125,137,149, 150,174,186,198,208, 221, 233, 269, 270 og 294


When ordering spare parts, saa also page 500.50.

* s Onty available as part of a spare parts kit Qty7E = QtyVEngina. QtyJK = Cooler

Ved bestilling af reservedele, se ogsA side 500.50.

- Kun tilgaengeUg som en del afet reservedelssaet. Antal/E « Antal/Motor Antal/K- Keler

97 06 ESOS

AHYUNDAI - ^^\

P Plate Page 1 (2) Charging Air Cooler - Freshwater 51201-OSE

6L23/30H.900RPM 7-8L23/30H-720/750/900 RPM

X

^

steam l^ap, see plate 51208

9706-ESOS

AHYUNDAI - 1 ^ ^ 51201-05E Charging Air Cooler - Freshwater Plate

Page 2 (2)

6L23/30H-900 RPM 7-8L23/30H-720/750/900 RPM

Item No

017

029

030

042

054

066

078

091

101

113

125

137

149

150

174

186

198

208

221

233

257

269

270

282

294

304

Qty.

1/K

1/K

2/K

1/K

1/K

4/K

4/K

1/K

4/K

8/K

1/K

1/K

1/K

29/K

3/K

3/K

5/K

1/K

8/K

1/K

1/K

1/K

1/K

22/K

1/K

1/E

Designation

Crossmember

Crossmember

Pipe

Cooler block

Gasket end cover

Plug screw

Cu-washer

End cover

Nut

Scrow

Top plate


Reversing cover

Screw

Screw

Cu-washer

Screw

Bottom plate

Screw

o-ring

Gasket

Ring

Drain pipe for WtilC

Scraw

Water mist catcher

Charging oir cooler, complete, Incl. Item 017,029,030,042,054, 066,078,091,101,113, 125,137,149,150,174, 186,198,208,221,233, 269,270 and 294

Benaevnelse

Travers

Travers

Ror

Kelerbtok

Pakning endedaeksel

Propskrue

Cu-skive

Endedaaksel

Motnk

Skrue

Toplade

Pakning vendekammer

Vendekammer

Sknje

Skme

Cu-skive

Skrue

Bundplade

Skrue

Onng

Pakning

Rmg

DraanrorforWMC

Skrue

Vandudskiller

Ladeluftkoler, komplet, inkl Item 017,029,030, 042,054,066,076,091, 101,113,125,137.149, 150,174,186,198,208, 221, 233, 269, 270 og 294

Hem No Qty. Designation BonaBvnolaa

Whon ordaring sporo parts, soa also paga 500.50.

* s Only availabia as part of a spara porta kit QtfJE s QtyVEngina. QtyTK s Cooior

Ved bestdUng af reservedele, se ogsA skto SOO.SO.

- Kuntilgaanoeligsomendelafetresetvedelssast Antal/E » Antal/Motor Antal/K o Keler

9706-ESOS

p AHYUNDAI - / f f i ^

Plate Page 1 (2) Charging Air Cooler - Seawater 51201-06E

5L23/30H-720/750 RPM 6L23/30H-720/750 RPM

Q o

Steam Tk ap, see plate 51208

97 45 ESOS

AHYUNDAI -51201-06E Charging Air Cooler - Seawater Plate

Page 2 (2) >

5L23/30H-720/750 RPM 6L23/30H-720/750 RPM

Item No

017

029

030

042

054

066

078

091

101

113

125

137

149

150

174

186

198

208

221

233

257

269

270

262

294

Qly.

1/K

1/K

2/K

1/K

1/K

4/K

4/K

1/K

4/K

a/K

1/K

1/K

1/K

29/K

3/K

3/K

5/K

1/K

8/K

1/K

1/K

1/K

1/K

22M

1/K

Designation

Cro—member

Crossmember

Pipe

Cooler block

Gasket end cover

Plug screw

Cu-washer

End cover

Nut

Screw

Top plate


Reversing cover

Screw

Screw

Cu-washer

Screw

Bottom plate

Screw

O-ring

Gasket

Ring

Drain pipe for watermist catcher

Screw

Water mist catcher

Benaevnelse

Travers

Travers

Rar

K0lerbk>k

Pakning endedaaksel

Propskrue

Cu-skivo

Endedaksel

Matnk

Sknje

Toplade

Pakning vendekammer

Vendekammer

Skrue

Skrue

Cu-skive

Skrue

Bundplade

Sknje

O-nng

Pakning

Rmg

Draanrarfor vandudskiller

Skrue

Vandudskiller

Item No.

304

316

328

341

Qty.

1/E

a/K

4/K

8/K

Designation Banaavnalsa

Charging sir cooler, complate, i n d . item 017.029,030,042,054, 066,078,091,101,113, 125,137,149,150,174, 186,198,208,221,233, 269,270,294,316,328, 341

Ladekiftkaler, komplet, inkl.itBm017,029,030, 042,054,066,078,091, 101,113,125,137,149, 150.174,186,198,208, 221,233,269,270,294, 316.328,341

Nut Matnk

Anil-corrosion block Ajrode

Stud Tapskfiie

G O

When ordenng spare parts, see also page 500.50.

= Only available as part of a spare parts ktt. QtyJE = QtyJEngine. QtyiK = Cooler

Ved besnlling al reservedele, se ogsd side 500 50

= Kun iilgaengelig som en del af el reservedelssael Antal/E = Antal/Motor Antal/K = Kaler

97 45 ESOS

AHYUNDAI - tk^

P Plate Page 1 (2) Charging Air Cooler - Sea.vater 51201-07E

6L23/30H-900RPM 7-8L23/30H.720/750/9DO RPM

§

Q o to

steam Trap, •ee plate 51208

97 45 ESOS

AHYUNDAI -51201-07E Charging Air Cooler - Seawater Plate

Pago 2 (2) _] • 6L23/30H-900RPM

7-8L23/30H-720/750/900 RPM Item No.

017

029

030

042

054

066

078

091

101

113

125

137

149

150

174

186

198

208

221

233

257

269

270

282

294

Qty.

1/K

1/K

2/K

1/K

1/K

4/K

4/K

1/K

4/K

8/K

1/K

1/K

1/K

29/K

3/K

3/K

5/K

1/K

8/K

1/K

1/K

1/K

1/K

22M

1/K

Designation

Crosamemt>er

Crossmember

Pipe

Cooler block

Gaskot end cover

Plug screw

Cu-washer

End cover

Nut

Screw

Top plate


Reversing cover

Screw

Screw

Cu-washer

Screw

Bottom plate

Screw

O-ring

Gasket

Ring

Drain pipe for water mist catcher

Screw

Water mist catcher

Benasvnelsa

Travers

Travers

Ror

Kolerbkjk

Pakning endedaaksel

Propsknie

Cu-skive

Endedaeksel

Motnk

Sknje

Toplade

Pakning vendekammer

Vendekammer

Skme

Skrue

Cu-skive

Skrue

Bundplade

Sknje

O-nng

Pakning

Ring

Draanrarfor vandudskiller

Skrue

Vandudskiller

Item No.

304

316

328

341

Qly.

1/E

8/K

4/K

8/K

Designation BonsBvnals

Charging air coolar, complate, iitd. Itam 017,029,030,042,054, 066,078,091,101,113, 126,187,149,160,174, 186,198,208,221,233, 269,270,294,316,328, 341

Ladeluftkfller, inkl.item017, 042,054.066, 101.113.125. 150.174.186. 221.233.269. 316.328.341

komplet. 029.030. 078.091. 137.149. 198,208, 270,294,

Nut ktotrik

Anli<orroslonbiocl( Anode

Stud Tapskrue

§

o o


' = Only available as part of a spare parts kit. Qty7E = Qty7Engine. Qty^K = Cooler

Ved bestllling at reservedele, se ogsd side 500 50

= Kun tilgasngelig som en del af et reservedelssaet Antal/E = Antal/Motor Antal/K = Koler

97 45 ESOS

AHYUNDAI - / f f i \ Plate

Page 1 (2) Exhaust Pipe Arrangement 51202-01H

5L23/30H 6L23/30H-720/750 RPM

288

X 3 9

98 34 - ESOS

AHYUNDAI - IflkVf

51202-01H Exhaust Pipe Arrangement Plate Page 2 (2)

5L23/30H 6L23/30H-720/750 RPM

Kern no.

012

024

036

061

073

085

097

107

132

144

156

168

181

193

203

215

227

239

240

252

264

276

288

Qty.

1/C

2;c

4/C

1/E

1/E

4/E 5/E

1/E

1/E

3/E

8/E

16/E

8/E

1/C

3/C

3/C

1/C

1/C

1/C

4/C

1/C

2/C

4/E 5/E

8/E

Designation Benaevnelse Item no

Intermediate piece, complete, incl. item 181,193,203,215 and 227

Gasket

Screw

Exhaust pipe for cyl. 1

Flange

Compensator 5 cyl. engine 6 cyl. engine

Compensator

End cover, aft

Gasket

Screw

Nut

Screw

Intermediate piece

Plug screw

Gasket

Plug screw

Sealing ring

Screw

Screw

Cooling water nipple

O-ring

Exhaust pipe 5 cyl. engine 6 cyl. engine

Screw

Mellemstykke, komplet, inkl Item 181,193, 203, 215 og 227

Pakning

Skrue

Udstcdsrer for cyl 1

Flange

Kompensator 5 cyl motor 6 cyl motor

Kompensator

Endeplade, bag

Pakning

Skrue

M0trik

Skrue

Mellemstykke

Propskrue

Pakning

Propskrue

Taetningsring

Skrue

Skrue

Kolevandsnippel

O-nng

Udstedsrer 5 cyl motor 6 cyl motor

Skrue


I S


* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cyllnder


= Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor /\ntal/C = Antal/cylinder

98 34 - ESOS


Page 1 (2) Exhaust Pipe Arrangement 51202-02H

7-8L23/30H.720/750 RPM 6-7-8L23/30H-900RPM

168 -

061 085

276

.Q

107

.Q

239

024

i X S

98 34 - ESOS

AHYUNDAI - 1 ^ \ J51202-02H Exhaust Pipe Arrangement Plate

Page 2 (2)

7-8L23/30H-720/750 RPM 6-7-8L23/30H.900 RPM

Item no.

012

024

036

061

073

085

097

107

132

144

156

168

181

193

203

215

227

239

240

252

264

276

Qty.

1/C

2/C

4/C

1/E

1/E

5/E 6/E 7/E

1/E

1/E

3/E

8/E

8/E

16/E

1/C

3/C

3/C

1/C

1/C

1/C

4/C

1/C

2/C

5/E 6/E 7/E

Designation

Intermediate piece, complete, incl. item 181.193,203,215 and 227

Gasket

Screw

Exhaust pipe for cyl.1

Exhaust pipe

Compensator 6 cyl. engine 7 cyl. engine 8 cyl. engine

Compensator

End cover, aft

Gasket

Screw

Nut

Screw

Intermediate piece

Plug screw

Gasket

Plug screw

Sealing ring

Screw

Screw

Cooling water nipple

O-ring

Exhaust pipe 6 cyl. engine 7 cyl. engine 8 cyl. engine

Benaevnelse

Mellemstykke, komplet, inkl item 181,193, 203, 215 og 227

Pakning

Skme

Udstedsrer for cyl. 1

Udstodsrer

Kompensator 6 cyl. motor 7 cyl. motor 8 cyl motor

Kompensator

Endeplade, bag

Pakning

Skrue

Motnk

Skrue

Mellemstykke

Propskrue

Pakning

Propskrue

Taetningsring

Skme

Skme

Kelevandsnippel

O-nng

Udstodsror 6 cyl motor 7 cyl motor 8 cyl. motor

Item no Qty. Designation Benaevnelse

3


* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cyiinder

Ved bestllling af reservedele. se ogsa side 500.50.

= Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor Antal/C = Antal/cylinder

98 34 - ESOS

c AHYUNDAI - / f f i \ Plate

Page 1 (2) Turbocharging Arrangement 51203-01E

5L23/30H 6L23/30H.720/7SO RPM

See Inetruction book for turtMcherger

a a 9 CD

94 25 - ESOS

AHYUNDAI - / ^ ^ 51203-01E Turbocharging Arrangement Plate

Page 2 (2) P 5L23/30H

6L23/30H-720/750 RPM

Hem No

018

031

043

055

067

079

080

092

102

126

138

151

Qty.

1/E

12/E

1/E

6/E

6/E

6/E

1/E

1/E

14/E

18/E

1/E

1/E

Designation

Gas outlat

Screw

Bracket for tubocharger

Screw

Spring lock

Screw

Inlet bend

Gasket

Screw

Screw

Cooler box

Compensator

Banasvnatsa

Gasudleb

Skme

Konsol for turtx)lader

Skrue

LAseskive

Skrue

Indstremningstwjning

Pakning

Skrue

Sknje

Indstromningsbajning

Kompensator

Item No.

163

175

187

199

209

210

222

234

246

283

295

305

317

999H

1/E

4/E

4/E

1/E

5/E &m 1/E

4/E

1/E

1/E

2/E

2/E

1/E

1/E

1/E

Flange

Washer

Screw

Sealing ring

Inlet pipe 5 cyl.

6 cyl.

Gasket

Screw

Sealing ring

Gasket

Plug screw

Packing ring

Plug screw

Packing nng

Shield for inlet box

Flange

Skive

Skme

Taetningsnng

Indstromningsrer 5cyl

6 cyl.

Pakning

Skme

TaBlningsnng

Pakning

Propskme

Pakningsnng

Propskme

Pakningsnng


* = Only available as part of a spare parts kit. Qty7E = QtyyEngine

Qly. Deelgnatloti Benavnotee

o o

Ved bestilling af reservedele. se ogsi skto 500.50.

- Kun tilgsengelig som en del af et resen/edelssaat Antal/E > Antal/Motor

94.25 - ESOS

AHYUNDAI - 1 ^ ^ Plate

Page 1 (2) Turbocharging Arrangement 51203-02E

6L23/30H-900RPM 7-8L23/30H

See instruction t>ook for turbocharger

9

94 25 - ESOS

AHYUNDAI -51203-02E Turbocharging Arrangement Plate

Page 2 (2)

6L23/30H.900 RPM 7-8L23/30H

Hem No.

018

031

043

055

067

079

080

092

102

126

138

151

163

175

187

199

209

210

222

234

246

258

271

283

295

Qty.

1/E

16/E

1/E

5/E

5/E

6/E

1/E

1/E

14/E

18/E

1/E

1/E

1/E

4/E

4/E

1/E

6/E 7/E 8/E

1/E

4/E

1/E

1/E

16/E

1/E

2/E

2/E

Designation

Gas outlst

Screw

Bracfcat for tubocharger

Screw

Spring lock

Screw

Inlet bend

Gasket

Screw

Screw

Cooler box

Compensator

Flango

Washer

Screw

Sealing ring

Benaevnelse

Gasudleb

Skme

Konsol for turbolader

Skme

Liseskive

Skme

Indstramningsbojning

Pakning

Skme

Skme

IndstremningstMjning

Kompensator

Flange

Skive

Skme

Taetningsring

Inlet pipe 6 cyl. 7 cyl. 8 cyl.

Gasket

Screw

Sealing ring

Gasket

Nut

Plug screw

Plug screw

Packing ring

Indstremningsror 6 cyl. 7 cyl. 8 cyl.

Pakning

Skme

Taatningsring

Pakning

Metrik

Propskme

Propskrue

Pakningsnng

ttem No.

305

317

329

330

342

354

366

999H

Qly.

1/E

1/E

1/E

1/E

1/E

16/E

16/E

1/E

Oeeigiwtlon Benavnelae

PlUfll

Packlnaring

Plug screw

Packing ring

Packlnaring

Nut

Screw

ShIeM for inlet box

Propskme

Pakningsring

Propskrue

Pakningsring

Pakningsring

Metrik

Skme

When ordering spare parts, see also page SOO.SO.

= Only availabia as part ot a spare parts k i t Qty^E = QtyJEngine

Ved bestilling af resen/edele, se ogsi skto 500.50.

«

Antal/E Kun tilgaengelig som en del af et resan/edelssast. Antal/Motor

94.25 - ESOS

AHYUNDAI -

P Plate Page 1 (2) Water Drain Trap 51208-01E

L23/30H

AHYUNDAI -51208-01E Water Drain Trap Plate

Page 2 (2) P L23/30H

item No.

01

02

03

04

05

06

07

08

09

10

11

12

13

14

15

16

17

Qty.

1/E

1/E

1/E

1/E

2/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

1/E

2/E

2/E

2/E

Designation Benaevnelse Item No.

Body

Seat holder guide

Bonnet

Bonnet fiange

Body clamp

Floating ball

Lever

Seat

Holding wire

Valve ball

Rubber packing

Socket

Socket head plug

Gasket

Fixed bolt

Bolt for clamp

Nut


When ordering spare parts, see also page 500.50

* = Only available as part of a spare parts kit. Qty./E = Qty./Engine

Ved bestllling af reservedele, se ogsS side 500.50

= Kun tilgaengelig som en del af et reservedelssaet. Antal/E = Antal/Motor

1^ " /MANN 4G>bNG I BGkVf I SSANGVbNG

OPERATING MANUAL FOR EXHAUST-GAS TURBOCHARGERS

TYPE

NR20/R

SERIAL NO.

SsangYong Heavy Industries Co.,Ltd. 80, Seongsan-Dong, Changwon

Kyunsangnam-Do,Korea. 641-315

MAN B&W DIESB- AKTIB^KBESLLSCHAFT

STADTBACHSTRASSE 1

D-86153 AUGSBURG

D36 5649-3 E

SSAN^yt>NG I B&^^

OPERATING MANUAL FOR EXHAUST-GAS TURBOCHARGERS

Pi^PE

NR20/R

SERIAL NO.

SsangYong Heavy Industries Co.,Ltd. 80, Seongsan-Dong, Changwon

Kyunsangnam-Do,Korea. 641-315

MAN B&W DIESB. AKTlBvJGESLLSCHAFT

STADTBACHSTRASSE 1

D-86153 AUGSBURG

D36 5649-3 E

INTRODUCTION

Our turbochargers are the result of decades of systematic research and development work. They will meet all service requirements at any time to the full satisfaction of the owner, provided they are properly serviced. Timely execution of the specified maintenance work will ensure efficient operation and long life. The OPERATING MANUAL is intended to help achieve this object.

The Operating Manual contains all necessary information for planned maintenance as well as for the general overhaul of the turbocharger and should therefore be placed in the hands of the operating personnel. A thorough study and repeated reading to commit the instructions to memory will enable the personnel to gain complete understanding of the exhaust gas turbocharger. With this knowledge, the personnel will be in the position to run the turbocharger properly, recognise irregularities at an early stage and rectify them before serious damage occurs.

Proper maintenance and overhaul of the turbocharger definitely require trained personnel. It is understood that the personnel assigned to this work has had the necessary training and no further mention will be made of it in this operating manual. We shall not entertain any guarantee claims based on a lack of particular instructions in this manual in the event of damage caused by faulty handling.

Individual parts of the turbocharger may be altered due to continuous technological development without corresponding changes being made in this operating manual. The text and all data apply at the time of going to print.

Letters and enquiries relating to the turbocharger have to specify the type and serial number which will be found on the type plate attached to the exhaust air socket at the compressor casing.

This publication is protected by copyright. Reprinting and other duplication and forwarding to third parties may only take place with our written approval.

T/E 12.93

TABLE OE CONTENTS NR 20/R

036 55^9-3 Sheet

Section 1 TECHNICAL DATA

Brief description 51 Operating data 51 Pipe connections 51 Weights 51 Longitudinal section 51 Gaps and clearances 52

Section 2 DESCRIPTIONS OF SYSTEMS

Lubricating system 51

Section 3 OPERATION

Starting 51 Operation 51 Shut down 51 Measures for laying up 51 Trouble-shooting 52 Basic assembly 52 Emergency operation during turbocharger failure 53 Fault diagnosis chart 54

Section 4 MAINTENANCE

Maintenance schedule 51 Maintenance work 52 Form "Test Report" 53 Workcards (description) 54 Hints 55 Workcards 500.01

Section 5 SPARE PARTS LIST

Ordering spare parts 500.02/2

List of spare parts 500.03/3

o CO

1 I

2 I

3 I

D36 5649-3 E

^ I

5 I

ABGASTURBOLADER EXHAUST-GAS TURBOCHARGER

TURBOCOMPRESSEUR A GAZ DECHAPPEMENT TURBOSOBREALIMENTADOR DE GAS DE ESCAPE

SOBREALIMENTADORES TURBOSOFFIANTI A GAS Dl SCARICO

1

50

TECHNISCHE DATEN

TECHNICAL DATA

CARACTERISTIQUES TECHNIQUES

DATOS TECHNICOS

DADOS TECNICOS

DATI TECHNICI

D36 5650 1.50-1 11.78

TECHNICAL DATA Br i e f s p e c i f i c a t i o n , operat ing data,

pipe connections, weights

N R 2 0 / R

51

B R I E F S P E C I F I C A T I O N

Turbocharger with one radial-flow turbine stage and one radial-flow compressor stoge Rotor mounted on two floating plone beorings orronged inboard Turbine wheel with integral shaft, compressor wheel orronged on shaft subsequently Admission of exhaust goses matched to exhoust pipe arrangement Compressor with one outlet socket Air intake casing or silencer Bearing lubricotion integrated in engine lube oil circuit No water cooling

O P E R A T I N G D A T A

Maximum odnissible operating speed nuQx ^see type plate on coapressor casing)

Exhaust gos temperature before turbine (see Engine Operoting Monuol)

Lube oil pressure (meosuring point directly before the connection on the beoring cosing) bor 1.5 i 0.2

Lube oil requirements (SAE 30/60*C or SAE 40/55'C]

at 0 turbocharger speed of 10,000 rpm l/h 1 000

at 0 turbochorger speed of 40,000 rpm l/h 800

Lube oil filtered to contominonts smaller than nm 0.05

Maximum odnissible oil inlet temperature 'C 75

Maximum admissible oil outlet temperoture *C .105

For further operating doto, see engine acceptance record.

P I P E C O N N E C T I O N S

Lube oil Supply on top of bearing cosing flonge connection for pipe 15 x 1.5

Additional lubrication laterally on bearing casing screw connection for pipe 8 x 1.5

Drain ot bottom of beoring cosing flonge connection for pipe 30 x 2

'Jet assist* (if fitted) flange connection for pipe 25 x 2

W E I G H T S ( a p p r o x i m a t e v a l u e s )

Complete turbocharger with silencer kg 320 Complete turbocharger with oir intake casing kg 305 Replacement cartridge...(turbine rotor 7.4 kg, compressor wheel 3.1 kg)....kg 70 Silencer with oir filter kg 30 Air intake cosing kg 15 Compressor cosing kg 65 Gos admission casing plus logging kg 120 Gas outlet diffuser kg 30 Turbine nozzle ring kg 3 Final diffuser kg 2

D36 5649E 1.51-3 Page 1 of 2

5 o-> cn ?

CJl I

501 Gas admission casing 509 Gos outlet diffuser 513 Turbine nozzle ring 517 Bearing cosing 520 Rotor 541 Insert 542 Find diffuser 544 Silencer 546 Compressor cosing 562 Electronic

revolution counter 579 Compressor

cleaning system 591 Lagging on

gas odmission casing

o <Q CO

r>o o

to

TECHNICAL DATA Gaps and Clearances

NR20/1?

52

WZZZZZ

-®

Measure radial gaps (J) and ( f u s i n g feeler (thickness) gauge, and axial gaps Q ) and (4) by means of soft metal imprint (lead wire) . Always measure at 3 points on the circumference and calculate mean

I

-® value.

Apply dial gauge to suitable axial surface and measure axial play (5) of rotor by vigorously moving the rotor in the directions A and B.

Position in Fig.

1

Designation of Par s

Impeller - Compressor casing, radial

Part No.

520.005 546,001

Uhen Hew

Gap

XL".

0,50

j^^

0.60

Cl ear ance

liiu. eax.

Replace or re-

•achine parts

Bin.

0.40

•ax.

0.70

Impeller - Compressor casing, axial

520.005 546.001

0.30 0,80 0.25 0.90

Turbine rotor - Gas admission casing, radio!

520.001 501.001

0.50 0.57 0.40 0.70

Turbine Gas admission casing, axial

520.001 501,001

0,65 1.15 0.55 1.25

Bearing bush-Labyrinth Ring 0.22 0.30 0.36

Admissible aberration from the plane of rotation of the impeller (measured with dial gauge at largest radial distance) 0.06 mm|

Admissible transverse play of rotor in bearings '. See Work Card 500,06

+ meosured with rotor pushed up in the direction A ++ measured with rotor pushed up in the direction B • •

0 0

* wi th the rotor pushed up In opposite direct ion, withdraw measured axia l play (5) .

D36 5649E 1.52-3


TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT TURBOSOBREALIMENTADOR DE GAS DE ESCAPE


2

50

SCHEMABESCHREIBUNGEN

DESCRIPTIONS OF SYSTEMS

DESCRIPTIONS DES CIRCUITS

DESCRIPCIONES ESQUEMATICAS

DESCRIQOES DE ESQUEMAS

DESCRIZIONE SCHEMI

D36 5650 2.50-1 04.82

DESCRIPTION OF SYSTEMS Lubricat ing Oi l System

NR

51

Priming right before start Intervol type priming or continuous priming

36 42 263 I LEGEND

1 Supply pipe (engine) 2 Supply pipe (turbochorger) 3 Throttle point 4 Pressure check point (pressure gouge)

5 Turbocharger (bearing cosing) 6 Discharge pipe (turbocharger) 7 Non-return (check) valve 8 Supply pipe (priming of turbocharger)

For prinfing and during operation, the turbocharger is connected to the lube oil circuit of the engine. The oil serves for bearing lubrication and also for dissipation of heot.

Lube oil supply, connected to the top of the bearing cosing(5):

Engines being primed imnediotely before start-up

Supply pipe(2) with throttle point(3) and pressure check point(4).

Engines with interval or continuous type priming system

Supply pipe(2) vith throttle point(3) and pressure check point(4). Additional supply pipe(8) for turbochorger priming, connection loterolly at bearing casing. In conplionce with plont loyout, non-return valve(7) must be closed during priming ond with the lube oil pumps ot rest and open during operation, thus preventing the turbochorger from being flooded during priming.

Lube oil dischorge, connected to the bottom of the bearing cosing(5):

Discharge pipe(6) to be loyed with o moxiBun possible slope(nin. 15 degrees). In cose of Borine plants: At least 5 degrees more thon uaxiouB possible inclinotion of ship. The discharge of lube oil must be unrestricted.

Lube oil pressure, lube oil requireaent. teaperoture and grode of filtration:

See operating data in section 1, sheet 51. The required lube oil pressure is adjusted by o throttle point(3) connected in the supply pipe(2), e.g. by on orifice plote. Connection for pressure check(4) is to toke ploce iamediotely before the supply pipe connection to the beoring casing(5). Linit values for olarm triggering ond engine shut-down depend on operating conditions.

C7N

036 5649 E 2.51-2 Poge 1 of 2

Delayed engine shut-down during lube oi l pressure f o i l

LEGEND

1 Supply pipe (engine) 2 Supply pipe (turbocharger) 3 Throttle point 4 Pressure check point (pressure gauge) 5 Turbocharger (bearing casing) 6 Dischorge pipe (turbocharger) 7 Non-return (check) volve 8 Supply pipe (priming and additional

lubrication), if fitted 9 Hydro-pneumatic occuraulotor

36 6.3 055

Delayed engine shut-down gives a short period of tiae to decide to either shut down the engine, in order to avoid domoge to the turbocharger and engine, or to carry out o necessary manoeuvre, to prevent greater doaage. To be able to do this an oil accumulator is required to take over the lubrication of the turbocharger. A hydro-pneufflotic occuaulotor (10 litres) aokes a delay of max. 10 seconds possible.

A longer delay would jeopardise operational safety and risk damaging the turbocharger.

The hydro-pneuBotic accunulator(9) is placed ot a suitable point aox. 2 B belov the highest point of the supply pipe(2) and is connected between the throttle point3) and the non-return valve(7). Operating temperature is mox. +80'C.

Function: The accumulator tank contains a bubble filled with nitrogen, which is compressed os the oil pressure increases and which forces out the oil stored in the tank to the turbochorger as the oil pressure falls.

Note: For checking the pressure and filling the bubble there is o volve on the top of the QCCUBulotor tank (beneath protective cop). Only fill with nitrogen, on no account use oxygen (danger of explosion). Filling pressure 0.5 - 0.6 bar for a pressureless lube oil system.

D36 5649 E / 2.51-2 Poge 2 von 2




3

50

BETRIEB UND BETRIEBSSTORUNGEN

OPERATION AND OPERATING DIFFICULTIES

FONCTIONNEMENT ET INDIDENTS DE FONCTIONNEMENT

SERVICIO E IRREGULARIDADES EN EL FUNCIONAMIENTO

OPERACAO E ANOMALIAS DURANTE A OPERACAO

ESERCIZIO ED AVARIE Dl FUNZIONAMENTO

D36 5650 3.50-1 04.82

OPERATION Starting, Operation, Shutting, Down NR

•o OD rs

P r e p a r a t i o n s f o r O p e r a t i o n

The bearing points of the turbocharger need be primed (prelubricated) prior to start-up of the engine. Depeding on plant layout, two types of priming systems ore avai lable: Priming right before start-up, or interval type priming with breaks not exeeding a duration of 2 hours.

For lube oil system, refer to section 2 , sheet 5 1 ,

S t a r t i n g

The tLjrbocharger being driven by the exhaust gases of the engine wi l l start up automatically as the engine is started.

O p e r a t i o n

Instrument readings should be taken at regular intervals during operation to the extent instrumentation is provided:

1. Exhaust temperature at Inlet of turbine 2 . Charge air pressure at outlet of compressor 3 . Lubricating oil pressure at inlet of turbocharger

Furthermore, the following checks should be mode at regular Intervals:

4 . Exhaust, charge air and oil pipes for tightness

5. Air filter and silencer for fouling (If fitted)

6 . Turbine rotor whether It is running freely ^ 7 . Turbocharger whether it is running smoothly I

Incipient rotor or bearing damage is usually indicated by erratic operation caused by imbalance or contact of rotating parts with stationary components. Erratic operation can often be determined at on early stage by listening for unusual operating noises. In such coses the engine should be stopped immediately, if possible, and the turbocharger inspected. Serious damage can thus usually be prevented.

Rotor speed and charge oir pressure ore Interdependant, i . e . the rotor turns at a certain speed at a given charge oir pressure provided the air ducts of the compressor ore In clean condition. The chorge air pressure can thus be used to approximate the rotor speed.

S h u t t i n g D o w n

After shut-down of engine, the rotor of the turbocharger continues running for some period of time due to its flywheel effect. Sudden stoppage Is Indicative of mechanical defects (defective bearings, compressor or turbine wheel making contact with stationary ports, obstructions caused by foreign matter e t c . ) .

On stopping the engine, the turbochorger requires no additional measures for lubricotion as it is connected to the force-feed lubricating system of the engine.

M e a s u r e s f o r L a y i n g U p

For preserving the turbocharger, if it is to be laid up for a long period of time, proceed in accordance with the Instructions, as applicable, given for the Diesel engine (See Engine Operating Manual ) .

D36 5649E 3 . 5 1 - 1

OPERATION

Operating Di f f i cu l t ies NR

52

CM CO

CNJ

O p e r a t i n g D i f f i c u l t i e s

A.s a ru le , faults developing in the turbocharger are accompanied by abnormal instrument reodings (exhaust gas temperature, charge air pressure and speed), high noise level or leaking lubr icat ing o i l pipes. If any i rregular i t ies should be not iced in a turbocharger during star t -up or operation of the engine, the cause should be determined at once and remedial ac t ion token. FDilure to attend to what may be a minor defect i n i t i a l l y is l iab le to g ive rise to serious conse-quent io l damage to the turbocharger and even to the engine. If there ore any i r regular i t ies, reduce the engine load or shut-down the engine, if possible, and do not restart i t unt i l af ter the cause of the trouble has been removed.

Hi t -and-miss todies in at tending to trouble should be avoided as they ore ra re l y successful. The instructions g iven hereunder and the fou l t - f i nd ing chart are intended to assist in diagnosing the cause of i r regular i t ies experienced accurately and suggest how the problem can be overcom qu i ck l y .

C a r t r i d g e

Repair of a defect ive rotor in general requires the sk i l l and the tools of special ised shops, as the parts rotat ing at very high speeds ore sensitive to any unbalance. However, w i th a spare cartr idge kept on stock the operator of a plant w i l l be able to bring a defect ive turbocharger back i r to operating condi t ion w i th in a short t ime and w i th o minimum of assembly work.

ti ie car t r idge, comprising the complete bearing casing w i th the 2 bearings and the balanced rotor, is ready for ins ta l la t ion . Ef fect ive, on the spot overhaul of the turbochorger is thus qui te simple as the casings on the compressor side and on the turbine side can be removed from the cartr idge w i th the use of standard tools on ly .

We would therefore recommend that o cartr idge be included in your spare parts stock so as to have it ava i lab le when needed. The cartr idge con be ordered under the order no. 599.001 either from the manufacturer 's works or one of our representatives. The defec t ive cartr idge can then be sent in for repair either to us or one of our representat ives.

D36 5642 E 3 . 5 2 - 1

OPERATION

Operating Difficulties NR

53

Emergency Operation v/ith Inoperative Turbocharger

If, for the time being, there is no possibility to repair the inoperative turbocharger(s), the engine can, in absolute emergencies, be further run'with reduced load.

In such a case, fuel admission and thus the engine output must be reduced so far that the maximum admissible exhaust gas temperatures and, on engines with 2 turbochargers, the maximum permissible speed of the one turbocharger still in operation are not exceeded.

In addition, the following applies to the inoperative turbocharger:

1. Interruption of engine operation n o t possible:

The inoperative turbocharger remains in place.

This emergency situation should be confined to an absolute minimum of time as additional damage to the turbocharger cannot be excluded. In the event of rotor being stationary, lube oil supply to the faulty turbocharger must at any rate be cut off due to risk of fire.

2. Interruption of engine operation possible for a s h o r t period of time

For measures to be taken on the engine, refer to Operating Instructions concerning the engine.

In case that further conduction of the exhaust gases through the faulty turbocharger is compulsory:

Remove cartridge of faulty turbocharger and replace by sealing cover (refer to section 4, work card 500.05).

If, in case of engine with 2 turbochargers, close-off of the charge air and/or exhaust line on the faulty turbocharger is required:

Remove faulty turbocharger complete (cf section 4, work card 500.10). Depending on engine version, close off (seal) or reconnect the lines concerned.

CO

D36 5642 E 3.53-2

Cvl

FAULT-FINDING CHART

D E F l C l E N C E S ^

POSSI BLE CAUSES

Silencer resp. air f i l t e r clogged

Cororessor di r ty

Nozzle nng c i r fy

- i - - coo'er d i r t j

r.i oh ir.TZKe air teffloeraiure

_o. intake air tempsrature

«-;r r.ar.ifold leakino

Exhaust cipe leaking

high gas backpressure after turbine

raL'"'t\ fuel inject ion on engine

Bearin; cacage

T'jrbine or impeller damaged

Rctor contact

-oreicr, catter in turbine or impeller

Libyrinth ring or locating ring daraaged

S6c":s casaged, connections leaking

Lube o i l passages, f i l t e r clogged •

Excessive pressure in o i l discharge or in crankcase

ir.let ano/or exhaust valves d i r t y

' Lock-air ineffective

Oil pressure gauge Defective

r i c r c i " acrissior ter.Derature

c,

Q ;

o

j=>

B .— — e re —. L. — O

r.£ o ra

— Cfl

• * - tfl tfl - 3 3 CU re tu

J C o X X

U J Ol

:::i:i:i:|:|x|

fij:^:w:l

^M

IIII

:-;-:-:-:-S-:

'o. t -o

_c 10

o -c o I -

tfl tfl CJ L. C

'ro o o* i_ ro

rr

c* o c_

oo

Sijijij:;:;:

O

CL.

;. o

- D C

rc Qi

lfl tfl O L.

a.

1 c

•Hii '

Cfl V

o c

•a

tc

3

• 1

NA INK

O

e

' a O

t f l

i-o i/>

i~ o

- 3 C

ro i -

tfl

~ 3

C/5

o

c

ro o

'C -a

o

t f l

o

3 t f l f * & k-C -

o c:

- 3 3

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xSiSiS

3 54

t f l

o cn L. 3 t f l l_ O t l

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tfl a>

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"o o

. 3 L-3

iiil

iijiiiiilji:!:

t%'x**'***.*;*

•!*!<*i*M*;''

D36 5642E 3 .54-1


TURBOCOMPRESSEUR A GAZ DECHAPPEMENT TURBOSOBREALIMENTADOR DE GAS DE ESCAPE


4

50

WARTUNG

MAINTENANCE

ENTRETIEN

ENTRETENIMIENTO

MANUTENCAO

MANUTENTIONE

D36 5650 4.50-1 11.87

MAINTENANCE Maintenance Schedule NR

4

51

The MAINTENANCE SCHEDULE is a summary of all the maintenance work up to a major overhaul of the turbocharger every 12,000 - 18,000 operating hours.

Whenever major overhaul of the turbocharger has been carried out - for practical considerations in common with an engine maintenance being due - the maintenance schedule is to be started anew.

In consideration of the operational safety of the turbocharger and engine, the maintenance work should be carried out as timely as possible and not later than scheduled.

Cross-sections of the compressor being reduced by layers of dirt will adversely effect the performance of the engine. Therefore, areas of heavy dust concentrations in the air, shorter cleaning intervals for the compressor components may be required.

For checks to be carried out during operation at regular intervals, refer to section 3, sheet 5 1 .

Item No.

501 *)

502 *)

503

504 + )

505

506

507 + )

508

MAINTENANCE WORK

TURBINE CLEANING (dry cleaning) during operation:

Actuate turbine cleaning device

TURBINE CLEANING (wet cleaning) during operation:

Actuate turbine cleaning device

COMPRESSOR CLEANING during operation:

Actuate compressor cleaning device

AIR FILTER CLEANING: Air filter removed from silencer

INSPECTION: Check all mounting screws, casing screws and pipe line connections for tight fit by tapping, retighten if necessary

COMPRESSOR CLEANING in dismantled condition:

Compressor inner components, diffuser, compressor wheel

SILENCER CLEANING in dismantled condition

Silencer felt linings

MAJOR (GENERAL) OVERHAUL: Dismantling, cleaning, inspection, checking and cleaning cartridge, checking bearing clearances, checking gaps and clearances on reassembly

Pressure check of the hydro-pneumatic oil accumulator, if provided (refer to section 2, sheet 51).

Service Interval in Hours

every 24

every 100

every 1 0 0 - 2 0 0

every 250 - 500

with new or overhauled turbocharger once after 1 000

every 5 OOOOOOO

every 5 OOOOOOO

every 12 0 0 0 -18 000

Work Card No.

500.07

500.07

500.08

500.11

500.10

500.14

500.12

500.06 500.10 etc.

*) = If operated on heavy oil: Either Item No. 501 or 502 depending on version + ) = Version with silencer only

036 5649 E 4.51-2 09.95

MAINTENANCE Maintenance Work

NR

52

S

Maintenance Mork In order to ensure continued safe and reliable operation, and to keep the turbocharger in good condition, it is necessary that the inspections and checks to be made at certain intervals are carried out in accordance with the Maintenance Schedule (sheet 4.51). Careful observation of the turbocharger performance will enable the personnel to detect any deficiencies in good time. Dismantling or partial disassembly of the turbocharger should, however, be limited to. the work to be carried out within the scope of the Maintenance Schedule. Minor deficiencies can normally be repaired by the engine room personnel. But any investigations or work beyond this scope or the repair of major damage should only be carried out in the manufacturer's works or by one of the service stations because they are equipped with the necessary balancing machines for determining any rotor imbalance, as these high-speed rotating parts are sensitive to any rotor-mass eccentricity.

It is recommended that a cartridge be kept on stock or be ordered in the event of rotor or bearing damage as this is the quickest way of repair and resuming engine operation. This cartridge comprises the bearing casing with bearings and the fitted and balanced rotor and thus all wear parts. The seals and gaskets necessary for installation of a new cartridge are supplied with it. The work to be performed on the turbocharger is exactly described on the work cards step by step in sequential order. The question whether it will be easier to disassemble the turbocharger in place or after removing it, depends on the space conditions in the engine room. In most cases it will be sufficient for the purpose of carrying out maintenance and inspection work to remove only sections of the unit. Dismounting the complete turbocharger from the engine is normally necessary only for a general overhaul. If, during disassembly, any bolt or nut should resist removal because it has seized, avoid using excessive force which is liable to destroy the part and necessitate replacement. Also, this may result in the need to recut threads or to drill out fractured bolts that are stuck in the casing. The best method to start with is to try to free the threads by turning the bolts or nuts carefully back and forth, using Diesel fuel or a highly fluid special agent (e.g. Caramba or Omni gl iss). These solvents should be applied liberally and allow to act upon the bolted or screwed joint for some time (1/2 hour or more) so that they will be able to penetrate right down into the threads. The recommendations issued by the makers of such solvents should be observed.

Bolts and nut scaling mate by mistake and non-scaling _.. -_, - - _ and nuts made of normal material are unsuitable for assembly of these components During disassembly, care should be taken to see that these non-scaling bolts and nuts are not mixed up with normal ones; if necessary, they should be kept separate until reassembly. In order to prevent bolts and nuts from carboning in place and to facilitate futur dismantling, such screwed connections and the seating areas should be coated with special lubricants every time they are assembled. This applies especially to all bolts and nuts on the turbine end. Suitable lubricants are, for instance, MoS2-based lubricants which are available in form of pastes (e.g. Molykote HSC) for this purpose. Before applying these lubricants, the threads should be thoroughly cleaned from all foreign matter. Threads of stud bolts remain untreated.

D36 5649 E 4.52-2 P.T,0".

Cleaning Air Filter and Silencer

The air filter and the silencer must be cleaned as necessary, the intervals between cleaning being dependent on the contamination of the air drawn in.

Cleaning Compressor

Fouling of the air passages in the compressor will reduce the amount of air delivered. This is indicated by a decrease In charge air pressure at a given operating point of the engine and, as a result, exhaust gas temperatures and fuel consumption will go up. The Intervals at which cleaning is required vary according to specific operating conditions and the relative purity of the air drawn in. It is recommended that the compressor be cleaned or washed when the charge air pressure at a given operating point and a given temperature of the air entering the compressor has dropped more than 4% though the air filter is in a clean condition.

There are two methods of cleaning:

1, Mechanical Cleaning

In order to clean out dirt deposits mechanically, 1t is necessary to remove the silencer and the complete compressor casing. The compressor wheel (impeller is left on the rotor shaft (turbine shaft) during the cleaning operation. Fuel or another liquid solvent Is used to wash off the deposits. Great care must be taken to keep the liquid out of the bearing bush and the charge air pipe.

2. Cleaning of Compressor during Operation by Washing System

A washing system is available to clean the compressor also during oparation as long as deposit build-up is not too far advanced (cf work card 5C0.08).

Cleaning of Turbine

It is possible that a washing device for cleaning the turbine during operation is mounted (optional equipment) - (cf work card 500.07).

Inspecting/Checking Component Parts

On occasion of a general (major) overhaul of the turbocharger, or when undergoing repairs, and when essential components are concerned, we recommend to make notes on the condition of the individual parts.and to enter them into the log book.

A blank form "Test Results" is attached as a sample.

For judgement of wear, refer to table "Gaps and Clearances" in section 1.

D36 5649 E / 4.52-2

C H E C K L I S T

With Enoineer 's Report d t d .

Noae of customer . .

Address

Site / ship's none

Dote :

Turbochorger: NR.../,

Seriol No. :

Engine type :

Seriol No. :

Turbochorger inspected - overhauled on by

Reoson

Lost inspection - overhaul on by

Service hours since the lost inspection - overhaul h

Service hours since comilssioning h

C O N D I T I O N O F C O M P O N E N T S

Silencer + 0 _ O Air-intoke cosing + O O

o condition of felt plates i

Coapressor cosing.

Insert piece +

troces

of rotor contoct

o

o

clean

dusty

oily

sooty satisfactory

hoi

clean

dusty oily

sooty

no O yes locol (clock)

totol circumference rodiol O oxiol reused replaced

Diffusor o o o o o o

sotisfoctory

bent

cracked

loose

reused

reploced

oo oo

Turbine nozzle rino O sotisfoctory

O bent O cracked

O scaled

O eroded O loose O doBoged by foreign

Botter

O reused O replaced

Gos-odnission cosing.

Insert piece +

Gos exit diffusor +

Stud screws traces

of rotor contoct.

O clean

O fusty O sooty O scoled

O crocked . O sotisfoctory

O broken

• O no O yes

O locol (clock)

O totol circuaference

O rodiol O Qxiol

O reused

O reploced

Cortridge in ossembled stole

turbine side.

turbine rotor

(blodes) domaged by foreign

natter

troces of contact.

compressor side.

+ if provided

D36 5649 E 4,53-2

O clean O oil traces

O corbon residue of oil

O heavy fuel coating

• O sotisfoctory

O bent

8 cracked

on leading edges

O on blades

• O no O yes O local O totol circumference

O rodiol O axial

O clean

O dusty

8 sooty

oily

PTO

Coapressor wheel O sotisfoctory

(blades) Q bent doBoged by foreign O crocked

Batter O on leading edges O on blodes

troces of contact O no O yes

O local O total circumference O rodiol O axiol

Cortridge (599.001).,.. O reused

O replaced O dlsosseiabled

CONDITION OF SINGLE PA

Bearing cgsina(517.001) O reused O replaced

, , . O clean locK-oir passages \ ?<s i J ., \ KJ carbon covered

o i l possages ^V-?V^ O O clean O O restricted O O clogged

reoson:

Bearino bush(517.002) O reused Oturb ine side O replaced Ocoapressor side

reoson:

Spocer sleeve(517.Q03) O reused

O replaced

reoson;

Beoring sleeve(517,Q08] + O reused O replaced

reason:

Cover(517.009)-t- O reused

O replaced

reason:

Sealing cover, turbine side O reused

(517.017) + O replaced

reason:

+ If provided Remarks:

Gops and cleoronceslsection 1, sheet 52)

Tronsverse ploy of rotor —

Axial runout of compressor wheel

Radiol gap.,.". (D Axial gap (2) Radiol gop Q) Axiol gap ® Axial clearance ©

aa

Bfl

aa

BB

BB

BO

BB

RTS OF CARTRIDGE

Sealing cover, compressor side (517,017) or (517.087) +

reason:

reused

replaced

Turbine rotor(520.001)

frictionol oxidation.

O reused O replaced .O no Oyes

reoson:

Coapressor wheel(520.005)

quality of fit.

O reused O replaced

8 sotisfoctory nedIua

O poor

reason:

Lobyrlnth rIno(520.0Q6) reused reploced

reason:

Rotor(520.000) rebalanced.,-

condition before rebolonclng

Seals

• Ono O yes

• O sotisfoctory _0_bd • O reused O replaced

036 5649 E / 4.53-2 signature

MAINTENANCE Work Cards

NR 4

54

00

r

W o r k C a r d s

The Work Cards supplied with the Operating Manual are consecutively numbered and arranged in the order of operations required for maintenance and inspection as well as the replacement of the cartridge (cf List of Work Cords 500.01). The instructions given on the individual cords re late only to the job stated in the heading. Depending on the scope of overhaul or repxair work, one or several Work Cards may be required (see Reference Table).

The numbering of the Work Cards is based on a f ive-d ig i t code, the first 3 digits of which ore the component code which is 500 for turbochargers, the last 2 digits being a consecutive number. Example:

500 . 12

Consecutive Number (12 Cord)

. Code Number for Turbocharger

The Work Cords include guiding information on the amount of time and monpower required (monhours). The time indicated applies only to the set of operations for the job described ( 1 . for disassembly or removal and 2 . fcr assembly or installation) on the card concerned. The information given is on the understanding that the personnel employed is familiar with the work involved and that al l necessary tools are at hand. It is also assumed that the turbocharger is readily accessible and that a hoist is available for l i f t ing off the heavy parts. Furthermore, the times shown are based on a normal condition of maintenance. The named times maybe considerably exceeded when parts have suffered damage.

I

D36 5642 E 4.54-3

MAINTENANCE

Brief Hints

NR /R

55

Brief Hints

The table below lists those work cards which are required for typical maintenance jobs.

Maintenance Job Work Cards required

CLEANING COMPRESSOR

during operation

in disassembled condition ...

CLEANING TURBINE

during operation

in disassembled condition .,.

CLEANING AIR FILTER

in disassembled condition ...

CLEANING SILENCER

in disassembled condition

CHECKING CARTRIDGE (check of bearing

clearances)

with cartridge removed

in disassembled condition ,.

REMOVAL AND MOUNTING OF COMPLETE

TURBOCHARGER

GAPS AND CLEARANCES

500.08

500.10 through 500.14

500.07

500.10 through 500,19

500.11

500.11 through 500.12

500.10 through 500.17 and 500,06

500.10 through 500.18

500.10

see section 1, sheet 52

I

U2 CO

D36 5649 E 4.55-3

LIST OF WORK CARDS

NR20/R 500 Arbcilfkoiie'Nr. Work card No. c n n n i Cone travail No. "^^^ • ^ • Torjeto Irobaio No.

Work Card Designation

500,05

500.06

500.07

500.07

500,08

500.10

500.11

500.12

500.13

500.K

500,16

500.17

500.18

500.19

PUTTING EXHAUST TURBOCHARGER OUT OF OPERATION

(emergency operation of engine)

CHECKING ROTOR FOR TRANSVERSE MOVEMENT (bearing clearance)

CLEANING TURBINE (wet cleaning) during operation

CLEANING TURBINE (aechanical/dry cleaning) during operation

CLEANING COMPRESSOR during operation

REMOVING AND MOUNTING TUROCHARGER

Separating and reconnecting the connections

CLEANING AIR FILTER

REMOVING AND REFITTING SILENCER

Dismantling and cleaning

REMOVING AND REFITTING AIR-INTAKE CASING

REMOVING ANO REFITTING COMPRESSOR CASING

Renoving final diffusor

Removing revolution transmitter

Removing insert

Cleaning

REMOVING AND INSTALLING CARTRIDGE

CHECKING AND CLEANING CARTRIDGE

DISMANTLING ANO REASSEMBLING CARTRIDGE

INSPECTION OF COMPONENT PARTS

REMOVING AND INSTALLING ADMISSION CASING,

GAS OUTLET DIFFUSOR, TURBINE NOZZLE RING

Removal of insert I These work cards are required only if they apply to the turbocharger version in question

D36 56^.9 E 500.01-3

PUTTING TURBOCHARGER OUT OF OPERATION

(Engine Emergency Operation)

NR20/R 500 Art>cillkor1«.Nr. Work cord No. c n n n c C o n . Irovoil No. O U U . U O Torjeto trobojo No.

associated work cards 500.10

through 500,16

TOOLS REQUIRED

1 Open end wrench, A/F 13

1 Open end wrench, A/F 17

1 Socket wrench, A/F 17

1 Socket wrench,A/F 19

1 Screwdriver

1 Lifting gear with rope

SPECIAL TOOL

(available on special order)

596.027 Cover

(diameter > 308 nn

thickness = 10 on

material = St )

LEGEND

501.001 Gas admission

501.005 Clamping shoe

501.007 Lockwasher

501.008 Hexagon nut

501.072 Covering ring

casing

For given possibilities and instructions with regard to engine energency operation, refer

to section 3, sheet 53.

Full downflow of the exhaust gases through the defective turbocharger must be maintained.

1. Disconnect all connections until the cartridge can be removed (cf work card 500.10).

2. Remove individually or in common: air-intake casing, compressor casing and cartridge

(cf work cards 500.12 through 500.16).

3. Using clamping shoes (501.005), lockwashers (501.007) and hexagon nuts (501,008), mount

covering ring (501.072) and cover (596.027) to the gas admission casing (501.001).

't. Seal up lube oil supply line and lube oil discharge line.

5, Seal up line for jet assist (if fitted).

Note: Dependent on engine version it might be necessary to also seal up the charge

air line (refer to the Operating Instructions for the engine).

In case of emergency operation of the engine, its performance has to be limited

to such a degree that the maximum permissible exhaust temperatures are not exceeded.

This has to be done by reducing the fuel delivery to the cylinders.

I

036 5649E 500.05-2

Arbcitsieii — Slondtn Wofiing lim« — Mourj Ojre« d« irovoil — Heore* Tiempo dc iroboio — Horoi k

Arit

Toutrt let Coda

As required Pel* wbv,turtdrn Ooero'ing hour* Meore* dc Tiorthe Moco^ de »c">Kio

CHECKING ROTOR FOR TRANSVERSE PLAY

( B e a r i n g C l e a r a n c e )

NR20/R 500

Wort, cor J No. 5 0 0 . 0 6 Cort. trovoll No. "^ V V . V /U TarJ«to trobajo No.

520.005 517.002 520.001

TOOLS REQUIRED

1 Dial gauge 1 Dial gouge holder

LEGEND

517.002 Bearing bush 520.001 Turbine rotor 520.005 Compressor wheel

36 35 63A/X

G E N E R A L

Judgement on condition of beoring b/ raeosurlng transverse play Is only possible In cose of labyrinth seols already run in (after opprox. 500 operoting hours).

STARTING POSITION

Silencer or oir Intake cosing and compressor casing removed, or cartridge removed.

SEdJENCE OF OPERATION

1. Attach diol gouge *ith holder in such o woy that the measuring pin of the gouge contocts the compressor end of the rotor shaft in the rodiol position.

2. Tilt the rotor shaft by hond vigorously in both directions perpendicular to Its axis, while taking gauge readings which ore to be noted down,

3. Recommended meosures, especlolly when close to the upper limit;

Measuring range [mm] Remorks

oo C3

to 1.00

1.00 to 1.25

above 1.25

Range of admissible transverse ploy (corresponds to the tolerances of the radial bearing cleorance for new turbochargers)

Inspection of single ports of the cartridge by specialized service personnel during the next opportunity. Checking: Quality and pressure of the lube oil. I Operating rellobillty endangered. Replace the respective ports through specialized service personnel or exchange cartridge. Checking: Quality ond pressure of the lube oil.

D36 5649 E 500.06-3

Arb«it>z«it - Stundsn Workino ti«« - Hour« CVir** d* trovoil - H«ur»« Ti*npo d* trobajo - Horo«

£vrr Toul * * t * * Cddd

Bedorf B«tp!«ba*1und«n Operating hoi#-« H*ur*a d* BorcK« Horas d* ••rv1el«

CLEANING TURBINE

Wet Cleaning (Washing)

NR, NA 500 Art>«(i|karte-Nr. Work cord No. Cortc travail No. Tortcio iroboro No.

500.07

C B A

LEGEND

1 Exhaust gas turbocharger 2 Exhaust manifold 3 Water supply (fresh water) 4 Water drain after turbine (if installed)

A stop cock B Pressure reducing valve with pressure gauge C Three-way-cock with plate: ZERO-BLOWING OUT-WASHING D Three-way-cock with plate: (-Zero position)

^ A (-Check position) ^ ^ ^ (-Washing position)

E Drainage cock (if installed)

Note Number and arrangement of exhaust manifolds depend on engine type and say not coincide with illustration , For washing the turbocharger, each individual exhaust gas line is equipped with a separate three-way-cock (D). Use only fresh water *or washing. To avoid danger of burns, use protective gloves,

GENERAL

Cleaning interval; Refer Maintenance Schedule Section <», Sheet 51

In order to save time, washing is recommended briefly after starting the engine, as at that time, the parts to be washed are not yet too hot. Thus, operation as per step 2 of sequence becomes obsolete

SEQUENCE OF OPERATIONS

Also refer to plate on the engine with cleaning instructions,

1, Reduce engine load to 10 - 15 X. 2, Following reduction of engine load from a higher range, wait for approx. 15 minutes

(status of inertia),

3, Examine all three-way-cocks (D) consecutively, first in Check position ° ^ ^ (if exhaust gas does not blow out, the aperture to the exhaust gas line is blocked and must be freed with a 2.5 mm dia, piece of wire), then set to Washing position ^ ( ^ 0 -,

If. Open drainage cock (E) of water drain (ft), check if exhaust gas blows out, if necessary, free opening (if provided),

5. Set three-way cock (C) to Blow out position. 6. Open stop cock (A) of water supply (3), set water pressure to 2 bar at pressure reduction valve (8)

check pressure gauge, 7. Set three-way cock (C) to Washing position. 8. Washing period is 10 minutes at 2 bar water pressure (check at pressure gauge). 9. Close stop cock (A) of water supply (3).

10. Set three-way-cock (C) briefly to position Blowing out, then to position Zero. 11. Set all three-way-cocks (D) to position Zero - ^ 12. Close drainage cock (E) (if provided). 13. Run the exhaust gas turbocharger at reduced engine load for 10 minutes to allow turbine to dry,

then gradually increase load. If vibrations of turbocharger are observed that did not exist before cleaning, repeat washing process.

Note If vibrations cannot be eliminated by washing on account of extreme deposits of dirt, the turbocharger must be dismantled and the respective parts must be cleaned mechanically.

I

D36 56ft9 E

500.07-1

ArtwiUlcii — SiundCft Workirvglim* — Howri Our^ dfl Irovoil — Ht\jft\ Ticmoe de iro&oio — Wo'at

1.0 &

AIII E.trr Touirt Itt Codo

NR:100, NA:250 As required

Oot'aiing ^ow'I Mewrei oc "^cc^e Mo'o* d< wemcio

C L E A N I N G T U R B I N E ( D r y C l e a n i n g )

NR.NR/R,PT.PTG

Ark*lt«ltort«-^ Worl, oar<l M> Cart* travail No Torjalo Irabojo No

500

500,07

L E G E N D

1 Contoiner 2 Stop cock 3 Stop cock 4 Hose for compressed air

36 43 037

G E N E R A L Number and arrongement of exhoust manifolds depend on engine type and may not coincide with illustrotion. For cleoning the turbine, each individual exhaust gas line is equipped with 0 separate connection with stop cock(2) and plugging nipple at short distance before turbine, so thot the contoiner(l) may be coupled on.

For cleaning the turbine, gronuloted nut shells, octivoted carbon or rice of 1 mm (raox. 1,5 mm) grain size can be used.

During the cleaning process it is possible thot dirty particles may be emitted through the chimney.

To avoid danger of burns, use protective gloves.

Cleaning interval: Every 24 operating hours

Cleaning to be carried out ot normol operotionol lood of engine (> 75 'L MCR). Therefore, do not use water when cleaning turbine with that equiment.


Also refer to plate on the engine with cleaning instructions.

1. Check free possage by opening the stop cock(2), if need be, free opening with a piece of wire. Close stop cock(2).

2. Fill granulated moteriol into the container(l), filLin quantities for;

NRI5/R, PTI8, PTG18 NR20. NR20/R. PT23, PTG23 0.2 - 0,3 liters

NR24/R. PT26, PTG26 NR26. NR26/R, PT30, PTG30 0.3 - 0,4 liters

3. Connect compressed air hose(4)'at posItlonfA) and container(l) at position(B). Container honging down.

4. Open cock(2). Open cock(3) slowly until a whisling sound indicotes that blowing-in of gronuloted moteriol takes place. Injection time opprox. 2 minutes.

5. Close cocks(2 and 3). Container(l) and compressed oir hose(4) to be disconnected.

Repeod operations 1-5 for remaining exhaust gos lines, if more than one.

CO

o

D36 5649 E 500.07-3

A r b » ( T « i » ( t - Stur>d»fi Work I no 111»» - Houra Dursa d« t n o v o t l - H U u r * * T i«Boe d * T r o b o j e - H o r o * k

A L U E v o r / T o u t « a La« Codo

24 As required

& * T r i « b * * t u r v o * n Op*r<ot (ng K o j - B Kai.r'aB da aoncha So'^oa da a a r v l o i e

CLEANING THE COMPRESSOR (with separate tank)

NR, NA 579 Arbeitskarte Nr. K H H O P W/orkC«rdNo O U U . U O Carte travail No Taneta trabajo

£5i-:> 36 43 160 WWW.'W.'^.IA

LEGEND

1 2 3 4 5 6 7 8 9

10

Charge air line Pipe Hydrometer cock Hose Tank Screw-type cap Hose Injection pipe Turbocharger Intercooler

GENERAL

Depending on type of engine and turbocharger, the arrangement of the individual parts may not coincide completely wi th the ones shown in the drawing.

Cleaning must only be made with the engine warm and running at full load. Engine must not be shut down immediately after completion of the cleaning process.

Use onlv fresh water for cleaning.

When injecting, the water droplets, due to the high speed of the rotor, are hitting the blades of the compressor wheel and the final diffuser at high velocity, thus removing the dirt deposits mechanically.

CLEANING INTERVALS (Refer also to Maintenance Schedule, Section 4)

The cleaning intervals depend on the degree of contamination of the air taken in. In the smaller turbocharger sizes (NR, NA34, NA40), the dirt deposits on blades of compressor wheel and final diffuser may lead to a considerable drop of efficiency. From turbocharger size NA48 onwards, compressor cleaning is not necessary if the air filter mat is serviced as per instruction.

We recommend the following cleaning intervals:

NR turbochargers: every 100 - 200 operating hours (dependent on turbocharger size and dirt accumulation) NA turbochargers: every 100 - 200 operating hours (dependent on turbocharger size and dirt accumulation)


See also cleaning instructions given in plate (mounted to the engine)

1. Operate engine at full load. 2. Open screw-type cap (6) and fill tank (5) with clean, fresh water. 3. Close tank by means of screw-type cap (6). 4. Depress pushbutton of hydrometer cock (3) for about 20 seconds.

D36 5649 E 500.08-2 09.95

http://WWW.'W.'%5e.IA

CLEANING THE COMPRESSOR (by means of water injector)

NR, NA 579 ArbeitskartB Nr. K H n A P Work Card No. O U U . U O Carta travail No Tarjeta trabajo

)=*=^

^^^ 579.178

579.029

579,090 579.091

IWi^

36 43 117

GENERAL

Depending on type of engine and turbocharger, the arrangement of the individual parts may not coincide completely wi th the ones shown in the drawing.

Cleaning must only be made with the engine warm and running at full load. Engine must not be shut down immediately after completion of the cleaning process.

Use onlv fresh water for cleaning.

When injecting, the water droplets, due to the high speed of the rotor, are hitting the blades of the compressor wheel and the final diffuser at high velocity, thus removing the dirt deposits mechanically.

CLEANING INTERVALS (Refer also to Maintenance Schedule, Section 4)

The cleaning intervals depend on the degree of contamination of the air taken in. In the smaller turbocharger sizes (NR, NA34, NA40), the dirt deposits on blades of compressor wheel and final diffuser may lead to a considerable drop of efficiency. From turbocharger size NA48 onwards, compressor cleaning is not necessary if the air filter mat is serviced as per instruction.

We recommend the following cleaning intervals:

NR turbochargers: every 100 - 200 operating hours (dependent on turbocharger size and dirt accumulation) NA turbochargers: every 100 - 200 operating hours (dependent on turbocharger size and dirt accumulation)


See also cleaning instructions given in plate (mounted to the tank)

1. Operate engine at full load. 2. Turn handle on pressure sprayer tank (579.029) in counter-clockwise direction and take out the pump. 3. Fill maximal 2 litres of fresh water into the tank (up to the 2 L mark on the tank). 4 . Screw in the pump and operate until the pressure relief valve blows off. 5. Connect hose with plug-in nipple (579.096 with the coupling (579.095). 6. Depress pushbutton (see big arrow in drawing) on the hand valve until the water is completely

injected into the compressor (for approx. 30 seconds). 7. Release plug-in connection and vent the tank. For venting, pull spindle on the safety valve outwards

(see small arrow in drawing).

D36 5649 E 500.08-3 09.95

REMOVING AND MOUNTING

TURBOCHARGER

NR20/R 500 Artxilikortc-Nr. Work cord No. R n f ) I f J Cort. trovoil No. 3 U U . I U Toncto trobojo No.

36*2269

TOOLS REOUIRED

Open-end wrench SW 13 Open-end wrenches SW 17 Open-end wrench SW 19 Socket wrench SW 17 Socket wrench SW 19 Screwdriver

Lifting gear with rope HoS,-lubricant

LEGEND

51*1* Silencer SfcS Air-intake casing

1 Air admission 2 Connection compressor

cleaning equipment 3 Revolution transmitter I* Connection jet assist

5 6 7 8 9 10 11

Air outlet Shield, 2-part Lube oil admission Lube oil outlet Casing foot Exhaust exit Exhaust inlet

GENERAL

WEIGHT of turbocharger with air intake casing 305 kg with silencer 320 kg

Depending upon the space conditions in the engine room, the decision must be made as to whether the turbocharger is to be dismantled completely or it will suffice merely to remove sub-assemblies from the turbocharger.

SEQUENCE OF OPERATIONS 1. Removing (releasing) connections

1. Remove line at air admission (1) of the air-intake casing (if installed). 2. Remove line at connection for compressor cleaning equipment (2). 3. Disconnect cable terminal of revolution transmitter (3) (if installed). I*. Remove line at connection of jet assist (ii) (if installed. 5. Detach or remove line at air outlet (5) of compressor, watch out for seal.

Note Removal of compressor casing is now possible.

6. Remove shield, 2-part (6) from lagging of gas-admission casing (if installed). 7. Disconnect lube oil admission (7) and lube oil outlet (8) lines. 8. Remove screws from casing foot (9) depending on arrangement-(if installed)

Note Removal of basic assembly (bearings and rotor) is now possible.

I

OO

•O

036 5649 E 500.10-2

Arbflillicil — Slundfn Working timt — Hour, Dv/rtt dt IrotQil — Hcurjit Titmpo dt iroboio — Herat JAK

Allt t . t r , Toultl I t , Codo

As required

P . T . O .

Heurti flc mofcht Horo^ dc lervicio

SEQUENCE OF OPERATIONS 2, Reaoving (disaounting) the coaplete turbocharger

Points 1 to 8 as above.

9. Detach or remove line at exhaust exit (lO)

10. Hang the coaplete turbocharger onto the lifting gear with rope slung around bearing easing, watch center of gravity and lagging of gas-adaission casing (if installed).

11. Detach or reaove line of exhaust inlet (11), watch out for seal. 12. Raise the turbocharger carefully and deposit on wooden support. When doing so, pay attention

to lagging of gas-adaission casing and silencer (if installed).

Note During periods of storage and for the process of aounting all apertures for air, exhaust gas and lube oil are to be sealed carefully to avoid penetration of foreign particles or water.

SEQUENCE OF OPERATIONS 3, Reaounting the coaplete turbocharger and installing connections.

Remounting of the turbocharger or sub-assemblies as well as installation of connections is effected in opposite sequence of removal.

Note Prior to remounting, reaove protective plugs froa pipes. When remounting, use only seals and locking plates that are in perfect condition. Screws and nuts for connection the exhaust qas lines are to be treated with MoS, high temperature lubricants (f.i. Holykote HSC).

036 5649 E / 500.10-2

CLEANING AIR FILTER (Air Filter Mat)

NR 500 ArbCiUkOfit-Nr. Work cord N o Carte trovoH N o Toriclo troboio No. 5 0 0 . 1 1

TOOLS RByJIRED UXSltD

1 Key wrench 1 Qeaning vat 1 aeansing f Iviid 1 Canpressicn air tap

544.034 Protection grid (perforated plate) 544.201 Air filter mat 544.202 Qanping collar 544.205 Cover plate

The dirty air filter mat (544.201) can be cleaned several tines or replaced by a new one. Replacement is required if the air filter mat is considerably dilated, pluclced or perforated. The increase of pressure loss by ccntamin^tion of the air filter mat is insignificant and does not serve as an indication of the time cleaning is required.

Depending cn the dirt content of the air passing through the intake, every 250-500 operating hours. The optimal timing for cleaning is attained vhen the inside of the air filter mat comiences to discolour. Then the filter is saturated and the contamination starts to advance towards the conpressor and the intercooler. "Hie inside of the air filter mat may be inspected by loosening the external clamping collar (544.202). I SBCiUENCE CF OPntATKtiS 1. Loosen clanping collars (544.202), remove cover plate (544.205) and air filter mat (544.201).

2. Air filter mat to be cleaned by flushing vith warm water to which fine cleanser had lieen added. Avoid intense mechanical stress (e.g. wringing, sharp water jet). Subsequently., blow air filter mat through with ccnjsressed air. In case of intense contamination it may also be necessary to inmerse the air filter mat in the cleanser and soak it for several hours. It is, therefore, advisable, to keep a second air filter mat available for exchange.

3. Place air filter mat (544.201) over protection grid (544.034) and cover plate (544.205) over joint of air filter mat and fasten, using the clanping collars (544.202). Mounting position of air filter mat: compressed (nore solid) side of fleece facing the inside.

CTl 00 D36 5658E

500.11-1 Arbcittzeii — Stwf>d«n 1 • O 1 Work.f%glim« _ Hour i ' • • " • * Duree de irovoii — Heur^i ' ^ • 0 1 Ttemoo de irobojo — Horo> *^*" ^ ' ' k

Alle Every Toulei l « Codo

250 -SCO as required

Bctrtcbtltvindcn Operoling hour i H e u r r i de morche Horot de lervicto

REMOVING AND REFITTING

SILENCER

NR20/R 500 ArbetUkone-Nr. Work cord No. Cdrle trovoil No. Torjelo troboio No.

500.12

10

544.201 544.034 5^4.0^1

544.001 546.001-500.11

544.069 544.074

544.202

associated work card ....

TOOLS REQUIRED

1 Open end wrench A/F 13

1 Open end wrench A/F 17

1 Screwdriver

1 Liquid cleanser

1 Compressed air tap

LEGEND

544.001 Rear wall

544,021 Damping plate

544,032 Spacer tube

544.034 Protection grate

544.041 Front wall

544.069 Stud bolt

544.074 Hexagon nut

544.201 Air filter half

544.202 Hexagon screw

546.001 Volute casing

546.005 Clamping shoe

WEIGHT of silencer 30 kg

SEQUENCE OF OPERATIONS 1: Removing

1. Loosen clamping shoe (546.005),

take off complete silencer in an

axial direction, and lower it onto

wooden supports.

SEQUENCE OF OPERATIONS 2; Refitting

Fit complete silencer by means of clamping shoe (546.005) to the volute casing (546.001).

Thightening torque to be applied on either side12Nm.

SEQUENCE OF OPERATIONS 3: Dismantling, cleaning and reassembling

For cleaning intervals, refer to Maintenance Schedule, section 4, sheet 51 and instruction

contained in sheet 4.52.

B

1.

2.

Detach and clean air filter halves (544.201) - see work card 500.11.

Unscrew hexagon nuts (544.074) and take out front wall (544.041), protection grate (544.034),

damping plates (544.021) and spacer tubes (544.032) one after the other.

3. Clean all component parts of the silencer.

Cleaning the felt linings. If the fouling natter is dry, the felt lining is cleaned best using an lir hose or a brush which is not too hard. In case of "smear type" contamination or dirt, Diesel fuel or conventional household cleansers can be used. Solvents containing acetone are not to be used though, especially "Tri" (trichlorethylene), because this will dissolve the adhesive joints. If felt linings have become extremely wavy or corrugated (with the result that the cross-section for incoming air is reduced), these are to be replaced.

h. Reassembly is a reversal of the dismantling procedure.

D36 5649 E

500.12-3

ArbtiUltil — SlunOtn 4 . ft • Working limt —Hour, I . . U , 1 Our*t dt Irovoil — Hturtl 7 . ri 1 Titmpo dt IrobOlO — Horo, i...\l,\ k

Allt

Touici lei Codo

5 000-6 000 as required

M>'»Cb«tunOPft Oo^'oiipg ^ou'i Mewrei oe morc«e Ho''0^ 0» vct*rttO

REMOVING AND REFITTING

AIR-INTAKE CASING

NR20/R 500 Arbeits korte-Nr. W o r k cord N o . Car le trovoil N o . Torjeto Iroboio N o .

500.13

o

•545.014 •545.001

545.001 546.005

associated work card .,. 500.10

TOOLS REQUIRED

1 Open end wrench A/F 13 1 Screwdriver

LEGEND

545.001 Air-intake casing 546.001 Volute casing 546.005 Clamping shoe

WEIGHT of air-intake casing 15 kg

STARTING POSITION

Air line has been removed from inlet port of air-intake casing.

SEQUENCE OF OPERATIONS 1: Removal

1, Loosen clamping shoe (546.005). 2. Take off air-intake casing (545.001) in an axial direction and deposit it on wooden

supports,

SEQUENCE OF OPERATIONS 2: Refitting

Fit air-intake casing by means of clamping shoe (546.005) to the volute casing (546,001).

Thightening torque to be applied on either side12Nn.

036 5649 E 500.13-3

Arbeitt iei i — Styf^den "j 0 1 WorL^l^qllme — H o u r * * " D j r e e 0eiro*o«t — Htvrtt O Q 1 T»«mDo de I 'oboio — Horot ^* * ^ * *

Alle Every Touie i les Codo

As required

^CUicbS5'w'»drr\ OoerO'ing how' l Hewres dc morc^e Horo^ de servK.O

REMOVING AND MOUNTING

COMPRESSOR CASING

NR20/R 500 Arbtillkorlt-Nr. Work cord No. 5 0 0 . 1 4 Corit Irovoil No. « ' " " . n Tarptlo Iroboio No.

L _ r y - 5 6 2 . i o o

562 135

-517.018

-517.000\_ 520.000/""'

599.001 -

562.061-562.005-562.004-562.040-

546.005 • 546.043-546.040-546.044-

-542.001 ^

546.026-^ 546.025-

-546.001-

-546.005 -546.051 -546.050 • 546.052

36*2271

Applicable Work Cards....

TOOLS REQUIRED

1 Open-end wrench SW 13


1 Socket wrench SW 10

1 Socket wrench SW 13

.500.0 to

500.13

1 Screwdriver

1 Angular screwdriver SW 6

1 Grip tongs DIN 2531

1 Brush

1 Cleaning fluid and vat

1 Connection for compressed air

1 Lifting gear with rope

LEGEND

517.018

542.001

546.001

546.005

546.008

546.018

546.021

546.022

546.024

546.040

546.060

546.085

562.004'

562.005

562.040

599.001

O-ring

Final diffuser

Volute casing

Tensioning clip

Counter sunk screw

Insert

Hexagonal nut

O-ring

Hexagonal nut

Spray tube

Screw connection

Cover

Retention disk

Hexagonal nut

Revolution transmitter

Cartridge

(-517.000 and 520.000)

WEIGHT of compressor casing..,65 kg

STARTING POSITION

Silencer or air-intake casing removed.

Piping at air outlet of compressor removed.

Connection for compressor cleaning equipment, jet assist and revolution transmitter (if installed)

are loosened.

SEQUENCE OF OPERATIONS 1. Dismantling

1. Hang complete compressor casing on the lifting gear using a rope, stretch rope cautiously.

2. Loosen tensioning clip (546.005), extract complete compressor casing carefully in axial direction

from cartridge (599.001) and deposit on wooden supports.

3. If final diffusor (542.001)is to be removed:

Unscrew hexagonal nut (546.021) from counter sunk screw (546.008).

4. If revolution transmitter (562-040) installed and to be removed:

Loosen thrust screw of screw connection (546.060) and pull cable of revolution transmitter

through to inside. Take off cover (546.085), unscrew hexagonal nut (562.005) and remove retention

disk (562.004). Extract revolution transmitter with cable carefully.

Attention: Do not bend the two pole terminals at end of revolution transmitter.

i

o

\6

D36 5649 E

500.14-3 Arbeiliicit — Stunden Working time — Houri Our*« dc trovoil — Heurts Tiempo de iroboto — Horos k

Alle Evcrr Touict Ics Codo

5 000-6000 as required

Page 1 of 2

Pclriebt<undrn Oocrolmg hOw'l Heures dc morcrve Moro* de icrvKiO

5. If insert (546.018) .installed and to be removed:

Remove spray tube (546.040), unscrew hexagonal nut (546.024) and extract insert in axial

direction, pay attention to O-ring (546.022).

SEQUENCE OF OPERATIONS 2, Remounting

Remounting to be effected in opposite sequence of dismantling.

In process of remounting, watch O-rings (517.018 and 546.022) and compressor wheel.

Use only locking plates and seals that are intact.

Thightening torque for clamping collar (5'i6.005) on either side is12Nm.

SEQUENCE OF OPERATIONS 3, Cleaning

Cleaning interval: Refer Maintenance Schedule Section 4, Sheet 51 and instructions of Sheet 4.52.

1. Clean volute casing (546.001) and final diffuser (542.001) with fuel or another liquid cleanser

and a brush until all dirt, especially in the air ducts, has been removed.

2. Clean compressor wheel in the same way.

The compressor wheel is to be left installed in the basic assembly (599.001)

Note The cleaning fluid and thus the dissolved dirt must not be allowed to penetrate inside

the basic assembly and to enter the bearings or the lube oil circuit. The gap behind

the compressor wheel should, therefore, be covered with suitable means.

3. Dry all cleaned parts with compressed air.

4. Check whether rotor rotates freely and easily.

036 5649 E / 500.14-3 Page 2 of 2

m.

REMOVING AND INSTALLING CARTRIDGE

N R 2 0 / R 500 Arbciltkorlc-Nr. Work cord No. Cone irovoit No. Toriclo troboio No. 5 0 0 . 1 6

associated worJc cards 500.06, 500.10 through 500.14

TOCT^ REOUIEED Tool No.

599.001 517.000 520.000

3 Ring segment 596.008 3 Spindle 596.009 6 Hexagon nut 596.010 1 Open end wrench 17 A/F 2 Opoi end wrench 19 A/F 1 Wrench socicet 17 A/F 1 Wrench socket 19 A/F 1 Screwdriver 1 Lifting gear with rcpe

LEGEND

501.001 Gas admission casing 501.005 Qamping shoe 501.007 Lockwasher p a i r 501.008 Hexagon nut 591.060 Shield, 2-part 591.070 Self-tapping screw 599.001 Cartridge

(=517.000 and 520.000)

WEIGOT of c a r t r i d g e 70 kg

GENERAL

Renoval of cartridge for inspection and, if necessary, replacenent is oily required in the following cases:

1. If admissible transverse itovability is exceeded (cf work card 500.06). 2. For major overhaul of turbocharger (cf Maintenance Schedule, Section 4, Sheet 51). 3. If there are any signs of irregularities in sendee which might lead to subsequent damage

of the turbocharger, e.g. unusual nmning noise, turbine or ccnpressor side oil leakage, previously not experienced turbocharger vibratiais oc ahiorroal readings (erfiaust gas temperature, charge air pressure, turbocharger speed) - if conpressor or turbine cleaning during qperation prove unsuccessful.

4. In case of damage to turbocharger, e.g. bearing damage, (owing to oil starvation or contaminated oil), damage caused by foreign matter or fracture of turbine rotor or coapressor wheel due to vibration, casing cracks.

STARTING POSITION

Silencer and/or air-intake casing resp., and caiqiressor casing renoved. The gas admission casing is not nonnally renoved and remains connected to the erfiaust gas line.

SB:)UPKE C F (gERAnONS 1: Renoval

1. Remove self-tapping screw (591.070) and take off shield, 2-part, (591.060), if fitted. 2. Remove oil supply line, additional lubricating system and oil discharge line frem bearing

casing.

I

. 90 It36 5649E 5P0.1S-3

Arbdweil — iluoatn l . l 1 . 5 Working limt —Hour, O . O C Ourte dc lro.oit — Heurct Z . . Z . 3 Tiempo de Iroboio — Horo,

Mle E.er, Towiei Ict Codo

12 000-18 000 as reqidred

frcl»«:bwii/«drn Opc'otinf houti Hcvrclde moi-thc Mo^O, dc ICfvKIO

3. Depending on type of mounting, loosen or remove casing foot. 4. With the use of rope, attach cartridge to lifting gear, cautiously

take the slack out of rope. 5. Screw off hexagon nuts (501.008), remove lockwasher pairs (501.007) and clamping shoes

(501.005). 6. Press out cartridge (599.01) unifonnly at 3 points of ciromfereice, using tools (596.008,

596.009, 596.010), cautiously move it out in axial direction (do not damage turbine rotor in the process), and carefully deposit it on wooden suH»rt.

€ ^ :

599.001

36 42 980

CHECKING AND CLEaNIWG CARTOIDGE: Refer to work card 500.17

SIPUOKE OF OPERATIONS 2: Installing

1. Checking the gaps, (refer to Section 1, Gaps and Clearances). - Screw cartridge (temporarily for measurement only) to conpressor casing while measuring axial gap (point 2) by lead imprint and radial gap (point 1) by feeler (thickness) gauge three times on the circumference.

- Insert cartridge (temporarily for measurement only) carefully into the gas admission casing and screw together. Measure axial gap (point 4) by lead imprint and radial gap (point 3) by means of feeler (thickness) gauge (only if gas outlet side is accessible) three times on the circumference.

2. Using the rope, suspend cartridge to lifting gear and insert it cautiously into the gas admission casing (do not damage turbine rotor).

3. Fix cartridge with clamping shoes (501.005), lock washer pairs (501.007) and hexagon nuts (501.008) to gas admission casing (ti^tening torque 34 [Wn]).

D36 5649E 500.16-3 12.90 Page2af 3

4. Reconnect oil discharge line, additional lubricating system and oil supply line. Tmsure that protective plugs, if any, have been removed before reconnection.

5. Fasten casing foot depending on type of nounting, if fitted. 6. Mount shield, 2-part (591.060), if fitted.

Note Apply MoS2-based high-temperature lubricants (e.g. Molycote HSC) to bolts and nuts, do not coat screw-in threads with this lubricant if studs had been replaced. Lockwasher pairs (501.007): Long wedge-shaped surfaces facing one another (on inside). Otherwise, there is no securing effect.

D36 5649E 500.16-3 12.90 Pa^e 3 of 3

CHECKING AND CLEANING

CARTRIDGE

NR20/R 500 Ar^iltliart».Nr. Work cord No. Cf t r t -i 7 Cort.Irovoil No. 3 V J U . I / Torjdo trobajo No.

associated work cards 500.06 and 500.16 GENERAL

Checking and cleaning is restricted to the cartridge in assembled condition. Disassembly of cartridge for cleaning and replacing individual parts must be carried out by specialized service personnel only (see notes in section 3 sheet 52 - Cartridge -, section 4 sheet 52 - Haintenance -. and work card 500.06).

Note; If a cartridge is to be sent to manufacturer or service point for overhaul, it must be packaged carefully to avoid additional damage in transit.

STARTING POSITION Cartridge removed froi turbocharger.

CHECKING THE CARTRIDGE The following CHECK LIST includes data for evaluation and, if necessary, measures to be taken for repairing the cartridge. Note: Where several possibilities are marked off, the technical optimum is to be selected.

EVALUATION CRITERIA on part or point

condition

TRANSVERSE MOVABILITY OF ROTOR cf work card 500.06

Measured value: permissible Measured value: excessive ..

CARTRIDGE - disassemble, check components, replace where

necessary (by specialized service personnel only)

- replace - reuse, clean

TOUCH MARKS Blade contour turbine wheel (rotor) and|or compressor wheel

one-sided on circumference: Signs of imbalance uniform on circumference: Cheek gaps and clearances (section 1, sheet 52)

FOULING

on gap after turbine wheel (rotor) disc narrow oil trace: harmless, may be caused by run down lubrication

heavy fuel residues > thick cover of oil coke distributed over entire circumference: indicates severe oil leakage, leads mostly to sluggish running of turbine wheel (rotor)

Turbine wheel (rotor) - (visible part of bladed wheel) heavy fuel residues or other fouling cover

Compressor wheel (visible part of bladed wheel) dusty, oily cover

DAMAGE Turbine wheel (rotor), compressor wheel, bearing casing

turbocharging severely impaired, severe oil leakage, strength impaired

SLUGGISH RUNNING OF ROTOR very sluggish or blocked: oil coke deposits after turbine wheel (rotor) or in

labyrinth seal, or bearing defect

Note: Running-in labyrinths may cause some sluggishness in rotation of new or used turbochargers. This is harmless because in operation the rotor floats and then runs free. Test: Lift rotor to concentric position and rotate.

I

P.T.O,

D36 5549 E 500.17-2

Arb«ilt2Cii — Slund«ft Work ing ttme — Hours D u r ^ dc I r o r t i l — Hcurxt Tiempo dc iroboio — H o r o i k 15000 ^500

Tovie. let A s r e q u i r e d

Alle Ever

Cod Heurct dc morche Horo^ de lcr«KiO

CLEANING THE CARTRIDGE

Burnt-in layers of dirt, particularly on the turbine side (e.g. heavy fuel layers, oil coke), are to be removed by soaking in P3 water solution and brushing. If necessary, repeat this process several times. Next neutralize with soda water.

Remove oily layers by means of fuel or some other liquid cleaning agent.

Note; The cleaning liquid and the dissolved dirt must not enter the interior of the cartridge and thus the bearings or the lube oil circuit. The gaps after the turbine wheel (rotor) disc and the compressor wheel should therefore be covered with suitable means.

For soaking layers of dirt on the turbine wheel (rotor) disc, the cartridge can be placed vertically, turbine side downwards, into a container with suitable seatings. Fill the container with cleaning liquid only to a certain level which must not be exceeded in order to prevent the liquid from entering the interior of the cartridge (see illustration).

-599.001 = 517.000 520.000

0 310

035 5649 E / 500.17-2

DISMANTLING AND REASSEMBLING CARTRIDGE

INSPECTION OF COMPONENT PARTS

NR20/R 500 Arb«iltliano.^r.

Cort* travoil No. 5 0 0 . 1 8 Torjeto Irobojo No.

CO

. IO

TOOLS REQUIRED

1 Open-end wrench SM 10


1 Pounding log or copper bolt

1 Hammer

1 Measuring instrument

Applicable Work Cards 500.06, 500.10 to 500.17

517.032 517.033

517.004

520.001 520.018

517.002

520.005 520.009

520.124

STARTING POSITION

Cartridge (599.001) is detached from turbocharger.

Disassembling of cartridge is required, refer work card 500.17.

Disassembling of cartridge must be carried out by specialized

service personnel.

SEQUENCE OF OPERATIONS 1, Disassembly

LEGEND

517.001 Bearing casing

517.002 Bearing bush

517.003 Spacer sleeve

517.004 Holding screw

517.009 Intermediate ring

517.032 Hexagonal nut

517.033 Locking plate

520.001 Rotor

520.005 Compressor wheel

520.006 Labyrinth ring

520.009 Carrier

520.018 Feather key

520.124 Magnetic nut

W = Balancing marks

1. Unscrew magnetic nut (520.124) (right-hand thread), hold rotor in position,

2. Extract carrier (520.009)

3. Extract compressor wheel (520.005) by hand.

Note If compressor wheel should have seized (f.i. due to fretting corrosion), feed fluid special

solvent (as Caramba) into groove of shaft seat and allow to react. Then withdraw compressor

wheel with reciprocating motion.

4. Lift rotor (520.001) slightly and move out in direction of turbine side as centrically as possible

Note Adhesion of labyrinths (from running-in) or coke deposits may impede theprocess, if so, use

pounding log. By removing the rotor, the labyrinth ring (520.006)is being stripped off. The

two feather keys (520.018) are normally not to be detached, however, take care they are not

lost.

I

P.T.O. + sheet 2

D36 5649 E

500.18-1

Arbciliictt — Siundcn 1 Working hme — Hown *• Our^ dt Irovoil — Hturci Titmpo d« iroboio — Horoi 2.

2 2

Allt Every Toulc» lt\ CoOo

15000 t 500 As required

^c"»ebljiwftdrn Operoling rvouri Meurci de moriM Moras dc icrvicio

5. Take out labyrinth ring (520.006) from bearing casing. 6. Take out both bearing bushes (517.002) from bearing casing.

Note If the labyrinth ring should stick «ithin the bearing casing, it may be forced out together with the spacer sleeve (517.003) and the bearing bush on compressor side as described in 7. and 8., after removal of the bearing bush on the turbine side.

7. Screw out holding screw (517.004) (right-hand thread). 8. Press out spacer sleeve (517.003) in direction coapressor side.

Note In the event of the spacer sleeve seizing, it may be forced out by means of slight strokes with the hammer or by a press, using a wooden bolt or one of copper.

9. Loosen locking plates (517.033) and screw off hexagonal nuts (517.032). 10. Remove intermediate ring (517.009)

INSPECTION OF INDIVIDUAL PARTS refer sequence of operations 3.

517.033 517.032 517.009

520.124 520.018

520.009

520.006

520.005 5 517.003

7.002 S

3642274 520.001

7.002

036 5649 E / 500.18-1 continued on sheet 2

SEQUENCE OF OPERATIONS 2, Reassembly

When remounting basic assembly, particular attention must be paid to the cleanliness of the

individual parts. Sliding surfaces of bearing points must be slightly moistened with clean lube oil.

Use only locking plates that are in perfect condition. When nxxjnting, apply thin protective layer of Molykote P40

on hJibine shaft fitting surfaces

1. Place intermediate ring (517.009) with studs in bearing casing and

mount by tightening hexagonal nuts (517.032) with locking plates (517.033).

2. Place spacer sleeve (517.003) in bearing casing, watch mounting position. Axial distance of

bore for holding screw (517.004) is smaller towards compressor side.

3. Screw in holding screw up to stop position, tighten only slightly.

4. Place bearing bushes (517.002) in bearing casing on turbine side and compressor side.

Bearing bushes are symmetric, thus, mounting position at discretion.

5. Carefully insert rotor (520.001) in axial direction, do not damage labyrinth points.

6. ,Move in labyrinth ring (520.006), balancing marks " W " of labyrinth ring and rotor must

correspond radially regarding angle position.

7. Insert feather keys (520.018) in turbine shaft, if they had been removed.

8. Fix rotor at end position towards compressor side and against turning, either by hand or with

other suitable means. Then move compressor wheel (520.005) and carrier (520.009) onto turbine

shaft up to end position. Ensure that balancing marks " W " of rotor (520.001), labyrinth ring

(520.006), compressor wheel (520.005) and carrier (520.009) correspond radially regarding angle

position.

9. Screw on magnetic nut (520.124), tightening torque 60 (Nm).

10. Measure aberration from plane of rotation at largest radial distance, using dial gauge.

Permissible rate; refer Operation Manual Section 1, Sheet 52, Gaps and Clearances.

11. Measure axial clearance of rotor, using dial gauge.

Permissible rate: refer Operation Manual Section 1, Sheet 52, Gaps and Clearances, Point 5.

SEQUENCE OF OPERATIONS 3, Inspection of individual parts

The individual parts to be inspected are to be cleaned as described hereunder,

Burnt-in dirt layers, particularly on turbine side (such as residues of heavy fuel, oil ctke)

to be soaked with P3-water solvent and brushed off. If required, this process is to be

repeated several times. Subsequently, neutralize with soda water.

Layers of oily dirt to be removed with fuel oil or any other liquid cleansing agent.

Bores for sealing air and lube oil to be flushed with fuel oil and then to be blown through with

compressed air jet.

The following CHECKLIST comprises details on evaluation and required measures for repairing

the basic assembly. If more than one column is marked "X", the alternative more favourable with

respect to the situation under consideration may be chosen.

I

CO oo 036 5649 E / 500.18-1 sheet 2 P-^-0-

CHECKLIST

Part No.

Order -

No.

Individual Part

Condition

Dimension of

rejection 0 - External 0, d - Internal 0, b - Width

Part to be sent in for repair

Part to be replaced

517.001

517.002

517.003

517,009

520.001

520.005

520.006

Bearing casing

Damage or incipient cracks, if stability or oil-leak-proof condition imperiled

Traces of seizure or wear in bearing bore; d> 0 52.03 mm

Abnormal running-in pattern caused by points of labyrinth rings

Note The labyrinth play is smaller than the bearing play. Therefore, the labyrinth

points penetrate into the bore of the bearing casing. The running-in scores are, de

pending on position of rotor, somewhat one-sided at the circumference.

Bearing bush (2 units: identical for turbine and compressor side)

Traces of seizure in touching pattern of axial surfaces

Wear: D < 0 51, 82 mm, d> 0 31,04 mm, b< 30,95 mm

Note Uniform layer of lacquering is no cause of concern, internal and external dia

meters cannot be evaluated by visual inspection.

Spacer sleeve

Traces of seizure on axial surfaces

Intermediate ring

Damage, if function or stability affected.

Rotor

Damage to blades, for instance by foreign matter

Incipient cracks (Crack test: f.i. Sound test, fluorescent dye-check)

Traces of touching at blade outline, unilateral at circumference, are indication of

imbalance

Traces of touching at blade outline, over entire circumference: If permissible gap

exceeded (refer Operating Manual: Gaps and clearances, points 3 and 4)

Labyrinth points damaged or worn: 0< 0 64,85 mm

Bearing points damaged or worn: 0^ i 30,94 mm

Concentric running test: Clean centering points, mount for centering, measure concent

ric running at both bearing points and at seat of compressor wheel (3 locations), if

deviation exceeding 0,01 mm

Note If eccentricity at those 3 locations is in same circumference and runs linear,

the centering points are damaged and the real deviation from concentric running

is smaller (max. permissible 0.01 mm).

Compressor wheel

Damage to blades, for instance by foreign matter

Incipient cracks, (Crack test: (f.i. Sound test, fluorescent dye-check)

Traces of touching at blade outline, unilateral at circumference, are indication of

imbalance

Traces of touching at blade outline, over entire circumference: If permissible gap

exceeded (refer Operating Manual: Gaps and clearances, points 1 and 2)

Labyrinth ring

Labyrinth points damaged or worn: 0 ^ 0 64,85 mm

X

X

X

X

X

036 5649 E / 500,18-1 sheet 2

REMOVING AND INSTALLING ADMISSION CASING, GAS OUTLET

DIFFUSOR, TURBINE NOZZLE RING

NR20/R 500 Ar«*<Hkart«.Nr.

^JZ^:!%o. 500.19 Tor,«lo trobojo No.

Applicable Work Cards 500.06, 500.10 to 500.17

TOOLS REQUIRED

i)r- :;mm:>^ i V V -. . I r- 1 . 'J&

1 Open-end wrench

1 Socket wrench

1 Flat chisel

1 Piercer

1 Hammer

LEGEND

501.001

501.009

501.017

501.025

501.072

509.001

509.105

509.107

513.001

541.001

WEIGHTS

SW 17

SW 13

Gas admission casing

Collared

Locking

Hexagona

bolt

plate

1 nut

Cover ring

Gas outl

Hexagona

Locking

Turbine

Insert

et diffusor

1 nut

plate

nozzle ring

Gas admission casing

with lagging 120 kg

(lagging 30 kg)

Gas outlet diffusor 30 kg

Turbine nozzle ring 3 kg

STARTING POSITION

Exhaust gas line after turbine is re

moved or flange connection detached,

resp., or complete turbocharger is re

moved from engine.

Basic assembly is removed.

GENERAL

Removal of gas admission casing is only necessary in case of exchange or if exhaust gas line after

turbine cannot be dismantled and gas outlet diffusor, insert and turbine nozzle ring must be replaced.

SEQUENCE OF OPERATIONS 1. Removal

1. Remove cover ring (501.072),

2. In case the gas admission casing (501,001) must be removed, loosen fastening screws at exhaust

inlet. Remove gas admission casing and deposit on wooden support. When doing so, pay attention

to the seal (and lagging, if installed).

3. Loosen locking plates (509.107) and hexagonal nuts (509.105) and remove gas outlet diffusor

(509.001).

4. Remove turbine nozzle ring (513.001) by means of pounding with invariable force in direction A,

with a hammer and a piercer onto 4 collared bolts (501.009).

5. Loosen locking plates (501.017) and hexagonal nuts (501.025) and remove insert (541.001) axially.

I

P . T . O .

036 5649 E

500.19-1

ArbCitllCii — Siuridcn Working lime — Houft Our*c dc irovoil — Hcur*i Tiempo dc irobOiO — Horoi

Alle £*er» Touiei Ict Cado

As required ^ct'»cbt'*'undrn Operoting hOuft Heurct dc morcrtc Horo« dc ICrviClO

SEQUENCE OF OPERATIONS 2, Remounting

Remounting is effected in opposite sequence of removal.

In process of remounting use only locking plates if perfect condition. Apply MoS,-based high-temperature lubricant (e.g. Molykote HSC) to bolts and nuts, however, do not apply this lubricant to screw-in threads if studs are replaced.

When mounting the turbine nozzle ring (513.001) the following instructions are to observed;

1. Press the 4 collared bolts (501.009) with their longer, tapered portion into gas admission casing up to stop position.

2. Place turbine nozzle ring (513.001)onto collared bolts (501.009) in a manner so that the corner shaped nozzle vanes are rongruent with the separating walls of the gas admission casing (refer to "Z" marks of ill.) Depending on execution, there are 1, 2, 3 or 4 separating walls.

3. Press in vurbine nozzle ring evenly, do not tilt and do not apply pressure on nozzle vanes.

036 5649 E / 500.19-1

ABGASTURBOLADER EXHAUST TURBOCHARGER


500.01

VERZEICHNIS DER EINZELTEILE FOR ABGASTURBOLADER

LIST OF SINGLE PARTS FOR EXHAUST TURBOCHARGER

LISTE DES PIECES CONSTITUTIVES POUR TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT

INDICE DE LAS PIEZAS INDIVIDUALES PARA TURBOSOBREALIMENTADOR DE GAS DE ESCAPE

( D36 5649-3 )

D36 5650 500.01/1 2.88

VERZEICHNIS DER EINZELTEILE LIST OF SINGLE PARTS

LISTE DES PIECES CONSTITUTIVES INDICE DE LAS PIEZAS INDIVIDUALES

500 01

E r s a t z t e i l b e s t e l l u n g Cur die Re<teiii.ing "on ErvtzteMen rsi dss Vprzeifhms d ^ ' Fmzelteile mit den daruaehorenden Bildern zu verwenden. Die ersten 3 Stellen der Teilnummern oezeicnnen die Baugruppe und dte restlichen Zahten stnd eine Zahlnummer. Um Ruckfragen und Unklarheiten Z J vermeiden, smd oei Bestellung folpende Angaben erforderiich

1. Typ des Turboladers 2.Wf>rk-Nr des Turboladers (3. Typ des Motors) (4. Vêrk-Nr. des Motors)

Hausadress« SsangYong Heavy Industries Co.,Ltd. 80, Seongsan-Dong, Changwon Kyunsangnam-Do.KoTBa.

xxx X xxx xxx XXXXX

X xxx xxx

TeWon:

5. Bestell-Nr 6. Benennung 7. Stuckzahl

8. Versandadresse

+82 551 280-0590 or 0591 or 0592 or 0593 or 0594

xxx.xxx xxx xxx xxx

Telefax: +82 511280-0539

R e s e r v e t e i l e Auf gesonderte Bestellung wird eine GrurîausstaUung von Ersatrteilen als soget\annte Reserveteile geliefert, deren Umfang im Verzeichnis der Reserveteile aufgefuhrt isL Die Nummem in der Liste sind gleich den Bestell-Nr. und stimmen mit den an den Teilen angebrachten Nummem uberein, Alle Teile, soweit nicht in Hiastikbeutel verpackt. >ind stets gut gefenetaufzubewahrep. Rostig gewordene Teile sind zu reinigen und einzufetlen. Es wird empfohlen, verbrauchte Reserveteile sofoa r\achzubestellen. da Transport (ur>d Zollabfertigung) die Aniief erung der Teile sehr verz6gem k6nnen. Fur Reparaturarbeiten ist es jedoch wesentlich, die erforderlichen Tsile mOglichst sofort greifbar zu haben.

W e r k z e u g e Die dem T(.irt>olader mitgegebenen Vêrkzeuge sirKi in einer Kiste verpackt und in einer Liste am Deckel der Werkzeugkiste aufgefuhrt. Fur die Behandlung und Nacht>estellung von Werkzeugen gelten die gleichen Anweisungen wie f Or Ersatzteile. Die Baugruppe fur Werkzeuge ist 596

O r d e r i n g S p a r e P a r t s Reference should be^made tothe list 6f single parts artd the relevent dravi ings in preparing orders for spare parts. The first three'digits of the part numbers designate th^ equipment group and the last digits represent a consecutive number. In order to avoid confusion and queries make it a point to include tt/e following information in your orders.

'i. Type of turbocharger 2. Works-No. of turtx>charger (3. Type of engine) (A. Works-No. of engine)

Postal adrMS SsangYong Heavy Industries Ca.Ud. 80, Seongsan-Dong, Changwon Kyun8angnam-Do.Koraa.

R e s e r v e P a r t s tf ordered separatly a basic provision of spare parts will t>e delivered as so called 'reserve parts*, the range of which is listed in the table'. The numbers in the list should be quoted in your order and coincide with the numbers with which the parts are marked. All parts, unless packed in plastic bags should be kept well greased during storage. Any parts showing rust deposiu should be cleaned and coated with grease. It IS recommended that any reserve parts irmalted should be re-ordered at once. seeir>g that transpoa (and customs clearance) may cause considerable delays in the delivery of the parts. Prompt repairs depend on any necessary parts being at hand when r>eeded.

T o o l s The tools supplied wi th the turbochargers are packed in a case and tabulated tn a list attached to the ltd of the tool box In handling and re-ordering tools, the same instructions as given for spare parts should be fol lowed The code number for tools is 596

page 1 of 2 T S V P - sigue al porso

xxx xxxxxxx XXXXX

xxxxxxx

Tete()hone:

Telefax:

5. Order No. 6. Desigrxation 7. Quantity 8. Shipping address

+€2 551280^)690 or 0591 or 0992 or 0593 or 0594

+82 511280-0539

XXX. XXX

xxx xxx xxx

D36 5650 500 01/2 2 94

C o m m a n d e d e P i e c e s d e r e c h a n o e Pour la commande de pieces de rechange, il convient d'utiliser la liste des pieces constitutives avec les figures correspondantes Les 3 premiers chiffres de numeros de pieces designent le sous-groupe, tandis que les autres chiffres constituent un numero compteur Af in d'eviter des demandes de renseignements et des imprecions, il s'lmoose de donner les renseignements suivants lors d'une commande-

I .Typeduturbocompresseur xxx 5 No. de commande xxx.xxx 2. No d'usine du tu.'bocompresseur x xxx xxx 6 Designation xxx (3 Type du moteur) xxxxx 7 Nombre xxx (4 No d'usine du moteur) x xxx xxx 8 Adresse d'exp6dition xxx

Siege Telephone: +82 551 280-0590 or 0591 SsangYong Heavy Industnes r.o .Ltd. or 0592 or 0593 or 0594 80, Seongsan-Dong Changwo.T KyunsangnanvDo.Korea Telefax • +32 511 280-0539

P l a c e s d e r e s e r v e Sur demande speciale, il est fourni un ^ u i p e m e n t de base de pieces de rechange en tant que p i ^ e s dites de reserve, dont l '6tendue est port6e dans ta liste des p iês de r6serve. Les num6ros i n d i q u ^ sur la liste sont en mfeme temps les num6ros de commande et correspondent & ceux appliques aux pieces mfimes. Dans la mesure ou les pieces ne sont pas emballês dans des sacs en mati^re plastique, tl convient de les stocker bien graissês. Des pieces devenues rouillfees doivent 6tre nettoyês et graiss6es. II est recommand^ de commander de nouveau des p iês de reserve usês tout de suite a p r ^ leur con-spmmation. parce que le transport (et les f ormalitfes douaniferes> peuvent beaucoup retarder la livraison des pieces. Or. pour des travaux de reparation, il est essentiei d'avotr les p i ^ e s nêssaires sur piace.

O u t i l s Les outiles fournis avec le turt>o-compresseur sont e m b a l l ^ dans une caisse et ^ n u m ^ r ^ sur u.ne iiste ap pose au couverde de la caisse h outils. Pour le traitement e t la commande des outils s'appliquent les m^mes instructions que celles donnees pour les pifec6s de rechange. I e sous-groupo pour les outils est 596

P e d i d o s d e r e p u e s t o s j Para pedir repuestos. se debe utilizar el indice de las piezas individuales con sus figuras correspondientes. Las

primeras 3 cif ras de los ntjmeros de referertcia indican el grupo'pardal componente del tuii>osobreari-rnentador. las cif res restantes son de enumeracidn. Para evitar demandas de adaraci6n y conf usiqnes, es necesario indicar tos siguientes datos e n los pedidos:

1. Tipo del turtx>sobreali mervtador 2. No. de fabrica dei turbosobre-.

a l imentador (3. Tipo del motor) (4. No. de fabrica del motor)

SwSe SsangYong Heavy Industries Co .Ltd. 80, Seongsan-Dong. Changwon Kyunsangnam-Oo,Korea.

P i e z a s d e r e s e r v a

xxx xxxxxxx

xxxxx xxxxxxx

Telefono:

Telefex:

S.No.depedido 6. Oesignaddn

7. Cantidad 8. SeiSas a ddnde

mandarel pedido

+82 551 2800590 or 0591 or 0592 or 0593 or 0594

+82 511 280-0539

XXX.XXX xxx

xxx

xxx

Por encargo especial se suministra un equipo b^sico de piezas de recambio como piezas llamadas de reserva, cuyo volumen se halta indicado en ei registro de las piezas de reserva. Los numeros de la lista son al mistno tiempo los de referenda y coinciden con los numeros marcados en las piezas. Todas las piezas. menos aquellas que vienen en bolsas de plastieo, oeben almacenarse siempre bien engrasadas. Las piezas que se hayan oxidado, deben limpiarse y lubricarse.

Se reeomienda pedir tas piezas de reserva utilizadas en seguida de nuevo. ya que et transporte (y el despacho en la aduana) pueden retrasar mucho el suministro de las piezas Sin emt>argo, para poder efeetuar trabajos de reparacion, es de importancia fundamental tener las piezas neeesarias en seguida a mano o lo antes posible

H e r r a m i e n t a s Las herramientas que se entregan junto con el turbosobrealimentador vienen embaladas en una caja y estan enumeradas en una lista oue esta pegada en la tapa de dicha caja Para el tratamiento y los pedidos de nerramientas valen las mismas mdicaciones que para los repuestos £1 gruoo oe nerramientas lleva el numero 596

036 5650/500 01 /2



500 01

E r s a t z t e i l b e s t e l l u n g Fur die Bestellung von Ersatzteilen ist das Verzeichnis der Emzelteile mit den dazugehorenden Bildern zu verwenden. Die ersten 3 Stellen der Teilnummern bezeichnen die Baugruppe und die restlichen Zahlen sind eme Zahlnummer Um Ruckfragen und Unklarheiten zu vermeiden, sind bei Bestellung folgende Angaben erforderiich

1 Typ des Turboladers 2 Werk-Nr. des Turboladers (3 Typ des Motors) (4 Werk-Nr. des Motors)

Adresse MAN B&W Diesel AG Postfach 10 00 80 D-86135 Augsburg

R e s e r v e t e i l e

xxx X xxx xxx xxxxx xxxx xxx

Hausadresse MAN B&W Diesel AG Stadtbachstr. 1 D-86153 Augsburg

5 Bestell-Nr. 6. Benennung 7 Stuckzahl 8. Versandadresse

Telefon. Telex. Telegrammanschrift: Telefax:

xxx.xxx xxx xxx xxx

(0821)322-0 53 796-0 man d manbw (0821)322-3998

Auf gesonderte Bestellung wird eine Grundausstattung von Ersatzteilen als sogenannte Reserveteile geliefert, deren Umfang im Verzeichnis der Reserveteile aufgefuhrt ist. Die Nummern in der Liste sind gleich den Bestell-Nr. und stimmen mit den an den Teilen angebrachten Nummern uberein. Alle Teile, soweit nicht in Plastikbeutel verpackt, sind stets gut gefettet aufzubewahren. Rostig gewordene Teile sind zu reinigen und einzufetten. Es w i rd empfohlen, verbrauchte Reserveteile sofort nachzubestellen, da Transport (und Zollabfertigung) die Ani ieferung der Teile sehr verzogern kdnnen. Fur Reparaturarbeiten ist es jedoch wesentlich, die erforderlichen Teile mdglichst sofort greifbar zu haben

W e r k z e u g e Die dem Turbolader mitgegebenen Werkzeuge sind in einer Kiste verpackt und in emer Liste am Deckel der Werkzeugkiste aufgefuhrt. Fur die Behandlung und Nachbestellung von Werkzeugen gelten die gleichen Anweisungen wie fur Ersatzteile Die Baugruppe fur Werkzeuge ist 596

O r d e r i n g S p a r e P a r t s Reference should be made to the list of single parts and the relevent drawings in preparing orders for spare parts. The first three digits of the part numbers designate the equipment group and the last digits represent a consecutive number. In order to avoid confusion and queries make it a point to include the fol lowing information in vour orders

1. Type of turbocharger xxx 2 Works-No of turbocharger xxxxxxx (3 Type of engine) (4 Works-No. of engine)

Mail box adress MAN B&W Diesel AG P.O.P 10 00 80 D-86 135 Augsburg

R e s e r v e P a r t s

xxxxx X xxx xxx

Postal adress MAN B&W Diesel AG StadtbachstraBe 1 D-86153Augsburg

5 Order No. 6 Designation 7 Quantity 8. Shipping address

Telephone: Telex: Cables: Telefax:

xxx. xxx xxx xxx xxx

(0821)322-0 53 796-0 man d manbw (0821)322-3998

If ordered separatly a basic provision of spare parts wil l be delivered as so called 'reserve parts", the range of which is listed in the table The numbers in the list should be quoted in your order and coincide w i th the numbers w i th which the parts are marked All parts, unless packed in plastic bags should be kept well greased during storage. Any parts showing rust deposits should be cleaned and coated wi th grease. It IS recommended that any reserve parts installed should be re-ordered at once, seeing that transport (and customs clearance) may cause considerable delays in the delivery of the parts. Prompt repairs depend on any necessary parts being at hand when needed

T o o l s The tools supplied wi th the turbochargers are packed in a case and tabulated in a list attached to the lid of the toot box. In handling and re-ordenng tools, the same instructions as given for spare parts should be fo l lowed. The code number for tools is 596

page2of2 T S V P - sigue al dorso

0365650 500 01/2 2 94

C o m m a n d e d e p i e c e s de r e c h a n g e Pour la commande de pieces de rechange, il convient d'utiliser la liste des pieces constitutives avec les figures correspondantes. Les 3 premiers chiffres de numeros de pieces designent le sous-groupe, tandis que les autres chiffres constituent un numero compteur. Af in d'6viter des demandes de renseignements et des imprecions, il s'impose de donner les renseignements suivants lors d'une commande:

5. No. de commande xxx.xxx 6. Designation xxx 7. Nombre xxx 8. Adresse d'expedition xxx

Siege MAN B&W Diesel AG Stadtbachstr. 1 D-86 153 Augsburg

Telephone: Telex: cable: Telefax:

(0821)322-0 53 796-0 man d manbw (0821)322-3998

1. Type du turbocompresseur xxx 2. No. d'usine du turbocompresseur x xxx xxx (3. Type du moteur) xxxxx (4. No. d'usine du moteur) xxxxxxx

Adresse MAN B&W Diesel AG Postafach 10 00 80 D-86 135 Augsburg

P i e c e s d e r e s e r v e Sur demande sp6ciale, il est fourni un equipement de base de pieces de rechange en tant que pieces dites de reserve, dont I'etendue est portee dans la liste des pieces de reserve. Les numeros indlques sur la liste sont en meme temps les numeros de commande et correspondent ^ ceux appliques aux pieces memes. Dans la mesure ou les pieces ne sont pas embaliees dans des sacs en matiere plastique, il convient de les stocker bien graissees. Des pieces devenues rouiliees doivent etre nettoyees et graissees. It est recommande de commander de nouveau des pieces de reserve usees tout de suite apres leur con-sommation, parce que le transport (et les formalites douanieres) peuvent beaucoup retarder la livraison des pieces. Or, pour des travaux de reparation, il est essentiei d'avoir les pieces necessaires sur place.

O u t i l s Les outiles fournis avec le turbo-compresseur sont embalies dans une caisse et enumeres sur une liste appose au couvercle de la caisse h outils. Pour le traitement et ia commande des outils s'appliquent les mdmes instructions que celles donnees pour les pieces de rechange. Le sous-groupo pour les outils est 596

P e d i d o s d e r e p u e s t o s Para pedir repuestos, se debe utilizar el indice de las piezas individuales con sus figuras correspondientes. Las primeras 3 cifras de los numeros de referenda indican el grupo parcial componente del turbosobrealimentador, las cifres restantes son de enumeraci6n. Para evitar demandas de actaraci6n y confusiones, es necesario indicar los siguientes datos en los pedidos:

1. Tipo del turbosobrealimentador 2. No. de fabrica del turbosobre

alimentador (3. Tipo del motor) (4. No. de f ibr ica del motor;

Direcci6n postal MAN B&W Diesel AG Postfach 10 00 80 D-86135 Augsburg

P i e z a s d e r e s e r v a

Sede

xxx X xxx xxx

xxxxx X xxx xxx

MAN B&W Diesel AG Stadtbachstr. 1 D-86153Augsburg

5. No. de pedido 6. Designacidn

7. Cantidad 8. Sertas a ddnde

mandarel pedido

Telefono: Telex: Direccidn telegrifr ica: Telefax:

xxx.xxx xxx

xxx

xxx

(0821)322-0 53 796-0 man d manbw (0821)322-3998

Por encargo especial se suministra un equipo b^sico de piezas de recambio como piezas llamadas de reserva, cuyo volumen se halta indicado en el registro de las piezas de reserva. Los numeros de la lista son al mismo t iempo los de referenda y coinciden con los numeros marcados en las piezas. Todas las piezas, menos aquellas que vienen en bolsas de plastieo, deben almacenarse siempre bien engrasadas. Las piezas que se hayan oxidado, deben limpiarse y lubricarse.

Se reeomienda pedir las piezas de reserva utilizadas en seguida de nuevo, ya que el transporte (y el despacho en la aduana) pueden retrasar mucho el suministro de las piezas. Sin embargo, para poder efeetuar trabajos de reparaci6n, es de importancia fundamental tener las piezas neeesarias en seguida a mano o lo antes posible.

H e r r a m i e n t a s Las herramientas que se entregan junto con el turbosobrealimentador vienen embaladas en una caja y est in enumeradas en una lista que esti pegada en la tapa de dicha caja. Para el tratamiento y los pedidos de herramientas valen tas mismas indicaciones que para tos repuestos. El grupo de herramientas lleva el numero 596

036 5650/500.01/2

BAUGRUPPENliBERSICHT LIST OF ASSEMBLIES LISTE SUR TOUS LES GROUPES LISTA DE TODOS LOS GRUPOS

NR 20 / R 500.03

Gruppe Group e n e n n u n g D e s i g n a t i o n

500 501 509 513 517 520 s'il

5U 5 5 5'.6 562 57S 579 591 599

Turbolader, komplett Turbinen-Zustrfimgehause lurbinen-AbstrSisdiffusor lurbinenleitapparat Lagerung Laufer EinsatzstiJck Nachleitapparat Schalldampfer Ansauggehause Verdichtergehause Elektronische Drehzahlmesseinrichtung Reinigungseinrichtung fOr Turbine Reirigungseinrichtung fUr Verdichter Verschalung aic TurbinenzustrBingehause Rumpfgruppe bestehend aus Lagerung (51?) und Laufer (520)

Diese Baugruppen sind im Bild 1 .licht sichtbar

Turbocharger, complete Gas-admissior, casing Gas exit diffuser Turbine nozzle ring Bearing Rotor Insert piece Diffuser Silencer Air-intake casing Compressor casing Electronic speed measuring device Washing device for turbine Washing device for compressor Cover on gas-admission casing Cartridge consists of bearing (51?) and rotor (520)

These assemblies are not shown in the fiaure 1

Groupes GruDcs

D e s i g n a t i o n D e s i g n a c i o n

500 501 509 513 517 520

5^2 5 1, 5 A 5 * 5^6 562

578 + 579 591 599 +

>o CO

Turbo-compresseur, compl. Corps d'attnission de turbine Diffuseur d'echappement de turbine Distributeur de turbine Logeaent Rotor Insert Diffuseur final Silencieux Corps d'aspiration Corps de compresseur Dispositif electronique de mesure de regime

Dispositif de nettoyage pour turbine Dispositif de nettoyage pour compresseur Revetement sur corps d'admissionde turbine Groupe bas comprenant longement (51?) et rotor (520)

Ce sous-groupe n'est pas visible sur la fiaure 1

D36 5649 500.03/3

Turbosobrealimentador, compl. Caja de afluencia de turbina Difusor de evacuacion de la turbina Distribuidor de gases de turbina Alojaniento Rotor Pieza de insercion Difusor final Silenciador Caja de aspiracion Caja del compresor Instalacion electronica para el medicion del numero de revoluciones Dispositivo de lavado para turbina Dispositivo de lavado para compresor Revestimiento en caja afluencia turbina Grupo base integrado por alojamiento (517) y rotor (520)

• Este grupo constructivo no esta visible en la figura 1

I

BAUGRUPPENUBERSICHT LIST OF ASSEMBLIES LISTE SUR TOUS LES GROUPES LISTA OE TODOS LOS GRUPOS

Bi ld 1 - Figure 1 - Figure 1 - Ficura 1

NR20/R 500.03

L 15212

CO

_^~f0JiL\'' '• Jl r • y y v y n ,

•^V^f VVT-T^VyVY^ .V.V<^ rf*/V X O <• r* ift t" Lft ,^t^..^ &SS5 ^ ^ ^ ^

D36 5649 500.03/4

OJ

Bestell-Nr.

Order No. No. de cofflfflande No de oedido

500.000

501.000

501.001

501.005

5C1.006

501.007

501.008

501.009

501.01?

501.C2't

501.025

501.072

509.000

509.001

sog.ioA

509.105

509.107

513.000

513.001

D36 5649


LISTE DES PIECES CONSTITUTIVES INDICE OE LAS PIEZAS INDIVIDUALES

Benennung Designation Designation Designacion

Turbolader, konplett Turbocharger, complete

Bild 1 Figure 1 TurbocopiDresseurj conpl. Turbosobrealimentador, coirpl. Figure 1 Figura 1

lurbinen-ZustronaehSuse Gas-admission casino Bild 2 Figure 2 Corps d'adnission de turbine Caia ae afluencia de turbina Figure 2 Figura 2

Turbinen-Zustromgehause Gas-adnission casing Corps d'admission de turbine Caja de afluencia de tjrbina Spannpratze Clamping claw Griffe de serrage Oreja de apriete Stiftschraube Stud screw Coujon Prisionero Sicherungsscheibenpaar Lock discs (pair) Paire de rondelles d'arret Par de arandelas de seguridad Sechskantmutter Hexagon nut Ecrou a six pans Tuerca hexagonal Bundbolzen Collar bolt Boulon a collet Perno con collar Sicherungsscheibenpaar Lock discs (pair) Paire de rondelles d'arret Par de arandelas de seguridad Stiftschrauoe Stud screw Gou]on Prisionero Sechskantmutter Hexagon nut Ecrou a six pans Tuerca hexagonal Abdeckring Lagging ring Bague de recouvrement Anillo de recubrimiento

lurbinen-Abstrdmdiffusor Gas exit diffuser

Bild 2 Figure 2 Diffuseur Figure 2

d'echappement de turbine Difusor de evacuacion de la turbin Figura 2

Abstrbnidiffusor Gas exit diffusor Diffuseur d'echappement Difusor de evacuacion Stiftschraube Stud screw Goujon Prisionero Sechskantmutter Hexagon nut Ecrou a six pans Tuerca hexagonal Sicherungsscheibenpaar Lock discs (pair) Paire de rondelles d'arret Par de arandelas de seguridad

lurbinenleitapparat Turbine nozzle ring Bild 2 Figure 2 Distributeur de turbine Distribuidor de oases de turbina Figure 2 Figura 2

lurbinenleitapparat Turbine nozzle ring Distributeur de turbine Distribuidor de gases de turbina

500.03/5

NR 20/R 500.03

5 NoPD Nr. Standard No. No. standard No de noma

Bll.59901-0073 B11.59901-007'i

-01.95 -0533

MAN 361-10,5-nr St

AM 1702-,M10

MAN 361-8,li-nr St

AM 1?01-M8x18

AM 1702-K8

-0097

3

AM 1701-M8x18

AM 1702-M8

MAN 361-8,ff-nr St

1 1

siehe Ruckseite - PTO t.s.v.p. - sigue al dors>

Bestell-t.r. Order No. Ito. de commande No pedido

Benennung Designation

Designation Designacion

fiorn hr. Standard to. No. standard No de nori:ia

517.000

517.001

517.002

517.003

517.001.

517.009

517.01'.

517.C15

517.013

517.029

517.0:2

517*033

517.063

517.061.

517.065

517.066

517.067

517.068

517.078

517.082

517.090

517.098

Lagerung Bild 5 Loo(;ment Figure 3

Lagergehause Boitier ae paliers Lagerbuchse Oouille de palier Abstandshulse Douiile d'ecartement halteschraube Vis de retenue Zwischenring Sague intermediaire

VerschluSschraube Bouchon filete Dichtring Anneau-]oir.t Runddichtring Joint-toriquc Stiftschraube Goujon Sechskantmutter Ecrou a six pans

Sicherungsscheibenpaar

Paire de rondel les d ' a r re t

Flansch

Bride Dichtring Anneau-joint Sechskantschraube Boulon a six pans Sicherungsscheibenpaar Paire de rondel les d ' a r re t Flansch

Bride Dichtung Joint Sicherungsscheibenpaar Paire de rondel les d ' a r re t Sechskantschraube Boulon a six pans VerschluBschraube Bouchon f i l e te Metallkleber

Adhesiv de metal

Bearing Figure 3 Alojamiento Figura 3

Bearing casing Caja de ccjinetes Bearing bush Casquillo de cojinete Spacer sleeve Mar.guito distanciador Holding screw Tornillo fiador Intermediate ring Anil lo intermedio

Screw plug Tornillo de cierre Seal ring Anillo de junta O-ring Anillo circular de junta Stud screw Prisionero Hexagon nut Tuerca hexagonal Lock discs (pair) Par de arandelas de seguridad

Flange Brida Seal ring Anillo de junta Hexagon bolt Tornillo hexagonal

Lock discs (pair) Par de arandelas de sequridad Flange Brida Gasket Junta

Lock discs ( p a i r ) Par de arandelas de sequridad Hexagon bolt Tornil lo hexagonal Screw plug Tornillo de cierre Metal adhesive Adhesive de metal

-0368

DIN 908-M36x2-5.8

OIN 7605-A36x'.2-Cu

AM 1701-M6x18

Af 1702-M6

MAN 361-6,7-nr St

R 571-TV ?8x'.8

M 6l8-27x38-Cu

DIN 933-M10x3C-8.8

MAN 361-1Q,5-nr St

R571-A96

M 618-96x56-38-AF

|MAN 361-13,0-nr St

DIN 933-M12x30-8.8

M 56'.-M10x1

D36 5649/500.03/5


LISTE OES PIECES CONSTITUTIVES INDICE OE LAS PIEZAS INDIVIDUALES

Bestell-Nr. Order No. No. de coooande No de oedido



N R 2 0 / R 500.03

HOPS Nr.

Standard No. No. standard No de noraa

520.000

520.001

520.005

520.006

520.009

52C.r.S

52C.121.

•o CO

5^1.000

5A1.001

5^.2.000

51.2.001

Laufer Bild 3 Rotor Figure 3

Turbinenlaufer Rotor Verdichterrad Roue de compresseur Labyrinthring Anneau laoyrinthe Mitnenner Entraineur PaSfeder Clavette Magnetmutter Ecrou a aimant

Einsatzstuck Bild 2 Insert Figure 2

Einsatzstuck Insert

Nachleitapparat Bild 5 Diffuseur final Figure 5

Nachleitapparat Diffuseur final

D36 5649

Rotor Figure 3 "otor Figura 3

Turbine rotor Rotor Compressor wheel Rodete compresor Labyrinth ring Junta laberintica Carrier Arrastrador Feather key Cheveta de ajuste Magnetic nut Tuerca con iman

-0795

DIN 6885-A5x5x20-C'.5K

Insert piece Figure 2 Pieza de insercion Figura 2

Insert piece Pieza de insercion

Diffuser Figure 5 Difusor final Figura 5

Diffuser Difusor final

-0002

500.03/6

I siehe RUckseite - PTO t.s.v.p. - sigue al dorso

Bestell-Nr. Order No. No. de commande No de pedido

5'.'..000 •

5'.'. .001

51. ".'.021

5'.'. .032

5'-'. .OSA

5i.i..0'.1

5'.'. .069

5'.'. .07'.

5'''..2C1

5^1..202

5^5.000/1 +

5'.5.0C1

51.5.011.

51.5.000/2 •

51.5.001

+

D36 5649 / 5


Schalldampfer Bild 1. Silencieux Figure •.

Ruckwand Parol arriere Dampfungsplatte Plaaue amortisseur Oistanzrohr Tuyau d'ecartenent Schutzgitter Grille protectrice Vorderwand Parol en avant Stiftschraube Goujon Sechskantmutter Ecrou a six pans Luftfllter (zweiteilic) Filtre d'air (deux pieces) Secnskantschraube Boulon a six pans

Ansauocehauss (radial) Bild 1. Corps d'asoiration (radiale) Figure i.

Ansauggehause Corps d'aspiration Sechskantschraube Boulon a six pans

AnsauQoehause (axial) Bild 1. Corps d'aspiration (axial) Figure i.

Ansauggehause Corps d'aspiration

falls vorhanden if provided s'il existe si existe

00.03/6


Silencer Figure h Silenciador Figura •»

Rear wall Pared posterior Damping plate Placa amortiguadora Spacer tube Tubo distanciador Protection grate Rejilla protectora Front board Pared delantero Stud screw Prisionero Hexagon nut Tuerca hexagonal Air filter (two-part) Fiitro de aire (dos piezas) Hexagon bolt Tornillo hexagonal

Air-intake casino (radial) Figure i. Caia de aspiracion (radial) Figura i.

Air-intake casing Caja de aspiracion Hexagon screw Tornillo hexagonal

Air-intake casino (axial) Figure 1. Caja de aspiracion (axial) Figura i.

Air-intake casing Caja de aspiracion

Norm Nr. Standard No. No. standard No de norma

-0352

DIN 985-W10-8

DIN 935-M8xl6-8.8

-011.6

m 935-M10x35-3.e

-015c

VERZEICHNIS DER EINZELTEILE LIST Of SINaE PARTS


N R 2 0 / R 500.03

Bestell-Nr. Order No. No. de coooande No de pedido



Nora Nr. Standard No. No. standard No d« noraa

51.6.000

51.6.001

51.6.005

5'.6.0C£

5'-c.C15

51.6.020

51.6.C21

51.6.022

51.6.C2I.

51.C.O25

51.6.026

51.6.01.3

51.6.01.1.

51.6.050

51.6.051

51.6.052

51.6.060

51.6.061

Verdichteraehause Bild 5 Corps de corpresseur Figure 5

Spiralgehause Corps a volute V-Provil-Spannschelle Bride de serrage Senkschraube Vis a tete noyee

Einsatzstbck Insert Stiftschraube Goujon Sechskantmutter Ecrou a six pans Runddichtring Joint torique Sechskantmutter Ecrou a six pans Firmenschild Plaque d'usine halbrurdkerbnagel Clou cannel a tete ronde

Einspritzrohr Tuyau d'injection Dichtung Joint Sechskantschraube Boulon a six pans

Flansch Bride Dichtring Anneau-joint Sechskantschraube Boulon a six pans

Verschraubung Vissage Dichtscheibe Garniture

Compressor casino Figure 5

Caia del compresor

Figura 5

Volute casirg Caja espiral Clamp Brida Countersunk screw Tornillo avellanado

Insert piece Pieza de insercion Stud screw Prisionero Hexagon nut Tuerca hexagonal O-ring Anillo circular de junta Hexagon nut Tuerca hexagonal Name plate Placa de fabrica Splined oin Pasador redondo estriado

Injection pipe Tubo de inyeccion Gasket Junta Hexagon bolt Tornillo hexagonal

Flange Brida Seal ring Anillo de junta Hexagon bolt Tornillo hexagonal

Screw connection Racor Seal disc Arandela de junta

-0536 0592

DIN 965-M6x35-i..8

DIN 939-M8x25-e.

M1536-Ahfe-6

M 1536-AM8

OIN 1i.76-5x6-St

M 61&-I.8x25x12-AF

DIN 935-M8x25-8.8

R 571-TV 78x1.8

M 6l8-27x36-Cu

OIN 933-M10x3O-6.8

C 5 Pg 29x6-25 DIN 1.632O-M3

D36 5649

Diese Teile nur bei TurboladerausfUhrung mit Lufthilfsantrieb

These parts only for turbocharger design with "Jet assist"

Ces pieces seulement pour turbocompresseur avec dispas auxiliaire d'actionnement "Jet assist'

Estas piezas solo en el diseiTo con "Jet assist"

I 500.03/7

siehe Ruckseite- PTO t .s .v.p. - sigue al dorso

j Bestell-Nr. j Order No. 1 No. de commande I No de pedido

51.6.085 •

51.6.086 *

51.6.087 *

562.000/1 •«•

552.0:1.

56:.005

56:.:i.c

562.061

562.000/2 **

562.100

562.135

1036 5649/5


Haube Cap Chapeau Sombrerete Zylinoerschraube Cheese head bolt Vis a tete cylindrique Tornillo cilindrico Sicherungsscheibe Lock disc Disque de securite Disco de seguridad

Drehzahlaeber Speed transmitter Bile 5 Figure 5 Irars^ettBLr de recire Oinamo-tacometro FioLre 5 Figura 5

"laltescheibe Holding disc Disque de retenue Disco oe sejecion Sechskant-utter Hexagon nut Ecrou a six pans Tuerca hexagonal Drehzahlgeber Speed transmitter Trarsnetteur du nocbre de tours Emisor del numero de revoluciones Stiftschrauoe Stud screw Goujon Prisionero

Drehzahlarzeioer Indicatir.o instrument Biic 5 Figure 5 Indicateur de reaine Indieador de revoluciones Figure 5 Figura 5

Drehzahlanzeiger Indicating instrument Indicateur de regime Indieador de revoluciones Teflon-Panzerleitung Teflon-armoured cable Conduite armee teflonnee Tuberia blindada oe Teflon

• Oiese Teile entfallen bei TurboladerausfUhrung mit Ansauggehause These parts are not required for turbocharger design with air intake Ces pieces ne sont pas necessaires pour turbocompresseur avec bati d' Estas piezas no sor requeridas en los turboconpresores con caja de ad

++ falls vorhanden if provided s'il existe si existe

00.03/7

Norn Nr. Standard No. No. standard No de norma |

DIN 912-M8x50-8.8

AM 128-8x1,2

-0107

M 1536-AM6-6 (OIN 985-M6-6-A2C)

OIN 835-M6xl6-5.6

casing 1 admission d'air. frision de aire.



N R 2 0 / R 500 03

Bestell Nr Order No No de cde No de pedido


Designation Designacidn

Norm Nr Standard No No standard Node norma

578 000 /1 '

578 002

578 003

578 005

578 006

578 010

578 020

578 000/2*

578 501

578 001

578 004

578 005

578 006

578 502

Rein iqunqsemrichtung fur Turb ine (Nassreinigung) Bild 6 Disposit i f de net toyage pour tu rb ine (net toyage a 1 eau) Figure 6

Verschraubung Vissage Dicht r ing Anneau- io in t Dicht r ing Anneau- jo in t Oruckminders ta l ion Stat ion de reduct ion de pression Schild Plaque Dre iwegehahn Rob ine ta trois voies

Rein igungseinr ichtung fur Turbine (Trockenremigung) Bild 7 Oispisitif de net toyage pour tu rb ine (net toyage a sec) Figure 7

Abblasepis to ie ,komplet t m i t Pos 578 001-578 006 Pistolet de purge, compl avec rep 578 001-578 006 Kupp iung m i t Gewinde Connec teur f i l e t6 Absperrhahn Robinet d 'arret Nippel m i t Gewinde Raccord f i le te Kupp iung fur Schlauch Connecteur pour f lexible

Absper rhahn, komp le t t m i t Pos 578 011-578 013 Robinet d 'ar ret , compl avec rep 578 011-578 013

falls vorhanden if prov ided s'il existe SI existe

Washmg device for tu rb ine (water washing) Figure 6 Dispositivo de lavado para turbina (Limpieza por via humeda) Figura 6

Screw connect ion Racor

Sea! rmg A n i l l o d e j u n t a Seal nng A n ' l i o d e j u n t a Pressure reducing stat ion Equipo de reduccion de presidn Metal p late Chapita Three-way cock Grifo de tres pasos

Washmg device for tu rb ine (Dry cleaning) Figure? Dispositivo de lavado para turb ina (Limpieza en seco) Figura?

Blow-gun, complete w i t h Items 5?8 001-578 006 Pistola de soplado, compl con pos 578 001-578 006 Coupl ing w i t h thread Acop lamiento roscado Stop cock Gr i fode cierre Nipple w i t h threaded Boquil la roscada Coupl ing for hose Acop lamiento para manga

Stopcock, complete w i t h Items 578 011-578 013 Grifo de cierre, compl con pos 578 011-578 013

-0012

DIN2353-CL15-St

DIN?603-A18x24-Cu

DIN7603-A14x18-Cu

siehe Rucksei te- PTC t s V p - sigue al dorso

036 5649 500 03/8 1091

Bestell Nr Order No No decde Node pedido

578 011

578 013

578 035

579 000*

579 029

579 030

579 042

579 044

579 080

579 089

579 090

579 091

579 120

579 121

579 122

579 123

579 124

579 126

579 127

579 128

579 130

579 178


Absperrhahn Robinet d'arret Nippel mit Gewinde Raccord filets

Schild Plaque

Reinigungseinrichtung fur Verdichter Bild 8 Dispositif de nettoyage pour compresseur Figure 8

Behaiter Reservoir Schraubverschluli Visde fermeture Sechskantschraube Boulon a six pans Sicherungsblech Toled arret Saugrohr Tuyau d'aspiration Schlauch Tuya flexible Schlauch Tuyau flexible Schlauchschelle Collier AnschluGstuck Piece de raccord Metallkleber Adhesiv dem^tal Hydrometerhahn Robinet Dichtung Joint Verschraubung Vissage Rohr Tuyau Schlauch Tuyau flexible Schlauchschelle Collier Halterung Support Schild Plaque

' falls vorhanden if provided s'il existe SI existe

Designation DesignaciOn

Stop cock Grifode Cierre Nipple with threaded Boquilla roscada

Metal plate Chapita

Washing device for compressor Figure 8 Dispositivo de lavado para compresor Figura 8

Tank Recipiente Screw plug Tapon roscada Hexagon bolt Tornillo hexagonal Lockwasher Chapa de seguridad Suction pipe Tubodeaspiracibn Hose Tubo flexible Hose Tubo flexible Hose clamp Abrazadera Connection piece Pieza de racor Metal adhesive Adhesivode metal Cock Grifo Gasket Junta Screw connection Racor Pipe Tubo Hose Tubo flexible Hose clamp Abrazadera Bracket Soporte Metal plate Chapita

Norm Nr Standard No No standard Node norma

-0057

DIN931-M8x65-8 8

DlN432-8,4-St

R597-E21X12

M618-21x2?-Vf

DIN2353-DL15-St

R59?-E14x12

036 5649/SOO 0 3 / 8

-o 00

Bestell-Nr. Order Ho. No. de cooaande No de oedido

591.000 +

591.001 ++

591.050

591.C70

599.001

D36 5649


LISTE OES PIECES CONSTITUTIVES INDICE DE LAS PIEZAS INDIVIDUALES


Verschaluna am Cover on Turbinerzustrbnoehause Gas-adnissio" casirc Bild 2 Figure 2

Revetenert sur corps d'ad-ission Revestimiento er caia afluencia 0? turbine turbina Figure 2 Figura 2

Verschalung und Isolierung Covering and isolation Revetement et calorifugeaoe Revestimiento y aislaniento Schild, zweiteilic Metal plate, two part Plaaue, deux pieces Chapita, dos piezas Blechscnraube Self-tapping screw Vis Parker Tornillo autorroscarte

* falls vorhanden if provided s'il existe si existe

++ Nur ir Verbirdung mit Turbinenzustrdmgehause lieferbar Can only be supplied with gas-aa"ission casing Livrable seulement en liaison avec bati d'admission a la tjrbina Se suninistra solo junto con la caja de aomision de aire a la turbina

RumoforuDoe Cartriooe Bild 9 figure 9 Groupe base Grupo base Figure 9 Figura 9

500.03A

NR20/R 500.03

9

Now Nr. Standard No. No. standard No de noraa

DIf. 7971-83,9x9.5

-0-00

I

lURBINEN-ZUSTRiJMGEHAUSE GAS-ADMISSION CASING CORPS D'ADMISSION DE TURBINE CAJA DE AFLUENCIA OE TURBINA

NR 20/R 500.03

L15 222 10

TURBINEN-ABSTRMIFFUSGR GAS EXIT DIFFUSER DIFFUSEUR D'ECHAPPEMENT DE TURBINE DIFUSOR DE EVACUACION DE LA TURBINA

EII.SATZSTUCK INSERT PIECE INSERT PIEZA DE INSERCIOf-

TURBINENLEITAPPARAT TURBINE NOZZLE RING DISTRIBUTEUR DE TURBINE DISTRIBUIDOR DE GASES DE TURBINA

VERSCHALUNG AM TURBINEN-ZUSTRORGEHXUSE COVER ON GAS-ADMISSION CASING REVETEMENT SUR CORPS D'ADMISSION DE TURBINE REVESTIMIENTO EN CAJA AFLUENCIA TURBINA

Bild 2 - Figure 2 - Figure 2 - Figure 2

r

591.001-591 .070-591.060-

501.001-

501.005-501.007-501.( 501.006-501.072-

S D36 5649 500.03/10

LAGERUNG, LAUFER BEARING, ROTOR LONGEMENT, ROTOR ALOJAMIENTO, ROTOR

NR20 /R

L15 224 L15 225

500.03

n

Bild 3 - Figure 5 - Figure 3 - Figura 3

517.019

517.001

517.063 517.064 517.065 517.066

517 .090 517 .098 517.004 517.015 517 .OU 517.002 517 .003

517.068 517.067 517.078 517 .082

517.090 517,098 517.029 • 517.032 • 517.033 —,

42277

520.009 520.124

520.018

I D36 5649 500.03/11

00

SCHALLDAMPFER, ANSAUGGEHAUSE SILENCER, AIR-INTAKE CASING SILENCIEUX, CORPS D'ASPIRATION SILENCIADOR, CAJA DE ASPIRACION

N R 2 0 / R 500.03

L15 215 L15 216 12

Bild k - Figure ^ - Figure ^ - Figura 't

544.201 544.034 544.041

546.001-

544.069 544.074

544.202

5A5.0U •5^5.001

5^6.001 — 546.005

35 42265

I D36 5649 500.03/12

VERDICHTERGEHXUSE, NACHLEITAPPARAT

COWRESSOR CASING, DIFFUSER

CORPS DE COMPRESSEUR, DIFFUSEUR FINAL

CAJA DE COMPRESOR, DIFUSOR FINAL

NR20 /R 500.03

L15 217 13

DREHZAHLGEBER SPEED TRANSMITTER IRAI.SMETTEUR DE REGIME DIKAI-tO-TACOMETRO

DREHZAHLANZEIGER INDICATING INSTRUMENT INDICATEUR DE REGIME INOICAOOR DE REVOLUCIONES

• o 00

Bild 5 - Figure 5 - Figure 5 - Fig-ra 5

-546.060

• 546.061

517.018

562.061 • 562.005-562.004-562.040-

546.005 • 546.043 • 546.040-546.044-

rx' D36 5649 500.03/13

REINIGUNGSEINRICHTUNG FUR TURBINE (NASSREINIGUNG) WASHING DEVICE FOR TURBINE (WATER WASHING) DISPOSITIF DE NETTOYAGE POUR TURBINE (NETTOYAGE A L'EAU DISPOSITIVO OE LAVADO PARA TURBINA (LIMPIEZA POR VIA HUNgPA)

NR20/R

L 15 201

500.03

14

Bild 6 - Figure 6 - Figure 6 - Figure 6

fe

00

r>. D36 5649 500.03/14

REINIGUNGSEINRICHTUNG FURTURBINE (TROCKENREINIGUNG) WASHING DEVICE FOR TURBINE (DRY CLEANING) DISPOSITIF DE NETTOYAGE POUR TURBINE (NETTOYAGE A SEO DISPOSITIVO DE LAVADO PARA TURBINA (LIMPIEZA EN SECO)

NR20/R

L15369

500.03

15

Bild 7 - Figure? - Figure? - Figura?

D36 5649 500 03/15 1091

REINIGUNGSEINRICHTUNG FUR VERDICHTER WASHING DEVICE FOR COMPRESSOR DISPOSITIF OE NETTOYAGE POUR COMPRESSEUR DISPOSITIVO OE LAVADO PARA COMPRESOR

N R 20 / R

L 1 5 228

500 .03

16

i i l d 8 - Figure 8 - Figure 8 - Figura

579.080 579 .030—f

I I < I I I I I I

36 42 280/2

I cn CO

D36 5649 500.03/16

RUMPFGRUPPE CARTRIDGE GROUPE BAS GRUPO BASE

NR20 /R 500.03

L15 218 17

Bild 9 - figure 9 - Figure 9 - Figura 9

00

517.000 520.000

fe

D36 5649 500.03/17

SonderL ie fe rung Ex t ra supply L l v r a i s o n spec ia le Sun in is t ro especial

VERZEICHNIS DER RESERVETEILE LIST OF SPARE PARTS

LISTE DES PIECES OE RESERVE LISTA DE PIEZAS DE RESERVA

N R 2 0 / R

X11.59400-0076 S I I .59/^00-0075

500.03

21

Kioto / Box / Caisse / Cojo X11.59500-0115

Be9t«ll-Nr Ord»p No No.coaaand* No.podido

Benennung Oesignat!on Oisignat I on Dec ignacion

Sklzze Sketch Croquls Croquic

Baaerkungen ReiBorks Re»or<iue» Obtervaci ones

Mongo - Q u a n t i t / Quant i t 4 - C a n d i d a t

R o s a r v e S p a r e R e s e r v e R e s e r v a

B e t r i eb W o r k i n o F o n c t i on Func i on

fop TurbinenzuslrongehSuse pour corps d'odnicsion d» lurbine

for Gos-odai33ion casing para caja d* af luencia de turbina

501.006 St i ftschraube Stud screw Gou j ovi Pr i s i onero

o

3!g=g L9

2 4

501.007 Sicherungsscheibenpaar L o c k d i SCS ( p a i r ) Paire de rondelles d'arret Par de orandelos de saguridod

16.6 24 24

501.008 SechsUantmutter Hexagon nut Ecrou a six pans Tuerca hexagonal

VM -*^ 17 24

fur Lageruno pour logeaent

for beoring poro alojamiento

517.002 L a g e r b u c h s e B e a r i n g b u s h D o u i i l e de p a l i e r C o s q u i l l o de c o j i n e t e

517.018 Rundd i c h t r i ng 0 - r i ng Jo i n t - t o r i que An i l l o c i r cu la r de junta

517.029 St 1ftschraube Stud screw Gouj on Pr i s i onero

SM

tesa 27 T

5 1 7 . 0 3 2 I S e c h s k a n t m u t t e r H e x a g o n n u t E c r o u a s i x p a n s T u e r c a h e x a g o n a l

D365649 5 0 0 . 0 3 / 2 1 12 .90

Sonderli eferung Extra supply Livraison speciale Suministro especial

VERZEICHNIS DER RESERVETEILE LIST OF SPARE PARTS

LISTE DES PIECES DE RESERVE LISTA DE PIEZAS DE RESERVA

NR20/R

X I I . 5 9 4 0 0 - 0 0 7 6 S11 . 5 9 4 0 0 - 0 0 7 5

500.03

2 2

K i s t e / Box / C a i s s e / C a j a X11.59500-0115

Beste l l -Nr Order No No .conmondel No.pad!do

Benennung DesIgnot i on Oes ignot i on DesIgnoeI on

Skizze Sketch Croquis Croquls

Banerkunoen Remarks Renarques Obsefvoc!ones

Menge - Quant i t r Quon t i t a-Cond i doel

R e s e r v e S p o r e R e s e r v e R e s e r v a

B e t r i e b W o r k i n g F o n c t I on F u n c I on

fur Logerung pour logeaent

for bearing paro alojamiento

5 1 7 . 0 3 3 S i c h e r u n g s s c h e i b e n p o a r

L o c k d i s c s ( p a i r )

Paire de rondelles d 'a r re t

Pap de orondeUs de seguridod

10.8

517.064 Di chtr i ng Sea I i ng r i ng Ann6aU-J o i nt An iI Io de j unta

5 1 7 . 0 6 6 S i c h e r u n g s s c h e i benpaar L o c k d i s c s ( p a i r ) Paire de rondelles d 'ar re t Por de orandelfls de seguridad

16.6

517.068 D i ch tung Gasket Jo i nt Jun t a

5 1 7 . 0 7 8 I S i c h e r u n g s s c h e i benpaar

L o c k d i s c s ( p a i r )

Poire de rondelles d 'ar re t

Par de arandelas de seguridod

19.5

Above - mentioned items are optional. Extra payment is to be required.

D365649 500.03/22 12.90

VERZEICHNIS DER WERKZEUGE LIST OF TOOLS

LISTE O'OUTILLAGE LISTA DE HERRAMIENTAS

NR20/R

XI I .59600-0126 E l l .59600-0124

500,03

31

K i s t e / Box / Caisse / Caja X11 .59700-0118

Bestell-Nr. Order No No.commande No.pedido

Benennung Designatlon Designat ion Des i gnac i on

Skizze

Sketch

Croquis

Croqui s

(Gevlcht kg) (Weight kg) (Poids kg) (Peso kg)

Menoo Quant i Ty Quanti te Cond i dad

Bemerkungen Remarks Observoc!ones Remorques

596.008 Segment Segment Segment Segmento

•)

(0.530)

596.009 Sp i ndel Sp i ndle Broche HusiLlo

95 *)

^ ^

CN

3 (0.069)

596.010 Sechskantmutter Hexagon nut Ecrou a six pans Tuerca hexagonal

19

10

• )

( 0 . 0 1 7 )

Above - mentioned items are optional. Extra payment is to be required.

*) Abbou Rumprgruppe(599.001 ) Removing cortridge(599.001 ) Demontage du groupe de base(599.001) Dcmontaje del grupo base(599.001)

D365649 500.03/31 12.90

AIR COOLER

INSTRUCTION MANUAL

° - ^ '" DONG HWA PRECISION IND. C O . , LTD

CONTENTS

I DESCRIPTIONS

n STRUCTURES

m OPERATION

IV MAINTENANCE AND INSPECTION

DURING OPERATION

V CLEANING

VI PURCHASE SPARE PARTS

FOR MAINTENANCE

I . Description

The Donghwa air cooler is a heat exchanger cooling the air supplied diesel engine to

the specified temperature for improvement the performance of engine. It is called fin &

tube type heat exchanger and used for MAN B&W, SULZER MAIN DIESEL ENGINE

and etc.

The heat removed from air is carried away by the cooling water (sea water or fresh

water). The cooling water flows on the inside of the fin-tube, while air flows along

the outside of the fin-tube.

We call a cooling water side as Water Side and fin-tube side as Air Side. The

cooling methods of water side are differential into F.W(Fresh Water) cooling & S.W

(Sea Water) cooling, and Central cooling system.

n . STRUCTURES

Air cooler mainly consists of cooler insert and casing. Cooler insert is made up of

tube bundle and water cover.

n - 1 . Tube bundle

The bundle has several multi-finned tube block arranged in the direction of the air

flow. According the cooler capacity, the number of block and size of each tube block

are decided.

Both ends of the finned tubes are installed in the tubesheets by tube expansion with

mechanical tube expander. And special hydraulic ball expander is used for the

preference adherence of fin and tube. Fin-tube block is immortally fixed at tubesheet

so that is unable to take apart each other.

The two side plates serve for protecting the finned-tube and for reinforcing the

cooler performance by preventing air by-pass.

n - 2 W A T E R COVER

Water cover has water inlet & outlet nozzle, partition plate for controling water

pass, air vent & water drain connection and chemical cleaning. And there is two jack

bolt to easily detach cover from bundle for cleaning. Two water covers, the channel

and reversing cover, are tightly bolted to corresponding tubesheet with gasket. Here

water inlet & outlet nozzle detached cover is called channel cover and the opposite

cover is called reversing cover. When the cooling medium is sea water, there is zinc

anode or soft iron on water cover inside to protect cover from corrosion. The

corrosion protecting medium, zinc anode or soft iron, is connected as flange type to

exchange it when it was wear away and is bolted with gasket to water cover.

m O P E R A T I O N

ni- l Cooling Water Side

The bundle is to be filled with water and at the same time the air vent valve is to

be opened so that the air in the bundle can escape through it. There is no more air

bubbles in the escaping cooling water (it means air vented completely and the bundle

has been filled with water), close the air vent valve tightly. If air remains in the

tubes, which will not only deteriorate the performance, but also may cause accidents

during operation, so that special care is required. After the cooler is filled with

water completely, it may be O.K to operate the air cooler. When the pressure and

temperature reach the normal operating condition, confirm that there are no

abnormalities in regard to bolts, nuts, and gaskets. If water should be leaking from

the gaskets, retighten the bolts and nuts. Continuously water leak even after

retightening, the gasket should be exchanged for a spare gasket.

During operation, do not exceed the permitted condition. If do exceed, contact us and

consider the operation condition. If you don't, we don't take the responsibility of

resulting problem.

m-2 Air Side

Make sure that the operation on the cooling water side is normal, and then the

cooler is fed with air. When the operating temperature has been reached, check on

the air leakage. The charged air temperature inlet and outlet of the cooler is checked

up and the cooling water quantity is to be corrected, if required. After operation start

for the air side, once more confirm that the connections of the cooling water side and

the air side are secure.

in-3 Operation Stop

When stop the operation, first stop the air side and then the cooling water side.

When stop period will continue several days, open the drain valve in the cover and

drain all water from the cooler to prevent from corrosion and freezing during the

winter.

in-4 Cooling Water Velocity-

Cooling water velocity is limited in view of erosion, corrosion, and fouling so that

do operate over the minimum velocity. And the best tube inside velocity is staying

the recommended velocity range.

Material

Copper

AI-Brass

Copper-Nickel (9:1)

Copper-Nickel (7:3)

Steel

Recommended velocity

(m/sec)

1.0 ~ 1.5

1.4 ~ 2.0

1.8 ~ 2.5

2.4 ~ 3.5

1.5 ~ 3.0

Minimum velocity

(m/sec)

1.0

1.0

1.0

1.0

1.0

*Note : Please never operate at the minimum velocity for the prolonged periods to

prevent causing serious fouling.

IV Maintenance and Inspection during operation

IV-1 Cooling Management

(1) With use for a long time, various contaminations are deposited inside of tubes

and fins. It cause to deteriorate the performance of the air cooler, so following

items should be checked during operation

• Temperature difference between inlet and outlet side of air and water

• Pressure loss for air and water

When a pressure loss has been doubled of initial condition, execute washing

and cleaning.

(2) When running the engine at part loads as well as during maneuvering or

running in winter season, the temperature or the amount of cooling water

passing through the air coolers should be regulated so that the air temperature

at the outlet of the cooler does not drop too low. If the air is cooled down to a

dew point temperature, considerable amount of condensed water will collect in

the air receiver. If the charged air temperature is above the dew point,

condensates will form only where the air comes in contact with surface whose

temperature is below the dew point. At this time, it is advisable to control the

cooling water source temperature by adjusting circulation valve but inevitably if

the cooling water quantity for the air cooler is controlled, the outlet valve

should be throttled.

IV-2 Electrochemical Corrosion Protect ing Metal

When the cooling water is sea water, a protection metal is installed inside the

cover of the air cooler to protect the cooler from corrosion.

In order to protect the electrochemical corrosion of the cooler, the anode plates are

installed in the cover. When operation is continued after the protectional metal has

been used up, notable corrosion will occur for the cover in case of standard

equipment or for the tubes and tube plates when the cover is equipped with

anticorrosion rubber lining etc., so that this metal should be periodically and should

be replenished as required. The anode plate has to be exchanged for new one

regularly. Generally the consumption of the anode plate in new cooler is very fast.

So the first exchanging has to be done within 6 months. After that time the

exchanging intervals are decided in accordance with the degree of the consumption

on the last inspection.

Care should be taken that the surface of the protection metal and the threaded part

are free of oil, paint, etc.

IV-3. Cover Coating Management

At the inside of the cover is coated with tar epoxy resin, neoprene lining, etc to

protect the cover from corrosion by the cooling water, the inside coating should be

inspected when the cover detached for inspection, cleaning, etc. If there is any

damage, it should be repaired immediately. If you don't, local corrosion will occur at

the damaged part, and finally the cover will be destroyed.

And also when you detach the cover, careful handling is required so that the

surface will not be damaged.

IV-4. Use of the plug

When the tubes are broken because of corrosion or for some other reason, use the

accessory plugs to plug both ends of the tube. The plug should be installed

according to the followings

(1) Drain the water completely from the cover.

(2) Detach the cover installation bolts and nuts, and detach the cover. When it is

difficult to detach the cover from the casing, the jack bolts should be used.

(3) Drive the plug into both ends of the broken tube.

IV-5 Inspection

Normal hydro test pressure of water side is 6Kg/cm^. And air side test • is done

during operation whether leak or not. and general test pressure is 3Kg/cm^.

The holding time of air side and water side pressure test is 30 minutes. Only clean

fresh water is used for the water pressure test of the cooler. Add soluble ferrous

sulphate(FeS40, 7H20) to stimulate generating the protective film at new cooler. The

quantity of soluble ferrous sulphate is Ippm per hour.

It takes a time to be generating the protective film at new cooler tubes. So it is

very harmful directly to contact tube with dirty harbour water. If dirty harbour

water contact, the dirt film immediately generate on tube and will hinder the

build-up of a protective layer.

V Cleaning

Use the cooler for a long time, various contaminations are deposited inside of tubes

and fins. It cause to deteriorate the performance of the cooler. Check the cooler outlet

air temperature and if it is increased considerably , and water side pressure loss is

doubled when compared initial condition, you must execute cleaning.

Water side cleaning of the bundle should be carried out, if a considerable increase in

air temperature measured at the outlet of the cooler. Keep in mind that a slight

fouling at the water side is too much influencing to air cooler performance. Air side

cleaning of the bundle should be carried out if the pressure loss of the cooler has

been about double of the initial condition.

V - 1 . Wate r side Cleaning

(1) Use Brushing Tools

® T u m off the blower

(2) Close the cooling water supplying valves and discharge pipe valves

® Open the drain valve so that the bundle is to be empty.

® Disconnect pipelines, and take off the both water covers using the jack bolts,

if necessary.

© If the unit comprises zinc protection plates or soft iron, these should be

examined for their condition when water covers are detached. Damaged or

wore down zinc plates or soft iron have to be exchanged new ones. The

cover has to be sandblasted and given a new coat of tar epoxy, if the

damaged cover area is large. Covers made of bronze or gunmetal don't need

protective coats of paint and zinc protection plates but at that case soft iron

is usually used for generating protective film on the tube surface.

(E) Using the provided nylon brush tool, clean all tubes while they are still wet.

(Z) Rinse each tube with water to remove the brushed off dirt.

® And then it is make sure that the tube inside is clean, and replace the covers

and gasket after checking up the water side connections again.

® After completely reassembled, operate water pump and do hydrotest to check

leaking.

® All work is done, open valves and operate the cooler.

(2) Chemical cleaning

When it is impossible to remove the fouling with tube brush, it is effective to

circulate chemical cleaning solution. But, it take a considerable cautions, because

if chemical cleaning fails, the tubes and others will be damaged, resulting in

shortening the life of apparatuses remarkably. After finishing chemical cleaning,

circulate fresh water so that cleaning solution is not remain in the cooling

water. If you have no experience in chemical cleaning, consult the manufacturer.

Chemical cleaning should be carried out by circulating method as built-in or by

dipping the bundle into some cleaning solution after pull out it from the casing

or between the air ducts. Working methods are following

® Turn off the blower

(2) Close the cooling water supplying valves and discharge pipe valves

@ Open the drain valve so that the bundle is to be empty.

® Mix the chemical solution with water to specific concentrate, and sufficient

amount as calculated water side volume.

(E) Connect circulation pump and chemical tank at chemical connection on water

cover. And then run pump and circulate solution.

(E) When chemical cleaning has been done, stop pump and drain the solution

through drain valve.

© After solution draining, add neutralizer at chemical tank and neutralizing the

remained solution.

® Finish all of above steps, check again and run the cooler.

V - 2 . T h e Air Side Cleaning

(1) At moderation condition, it is possible to clean out by washing with hot water

and compressed air.

(2) But there are some deposits such as oil, grease, carbon, etc., it is preferable to

clean it with steam blasts(3~7 kgf/cm2, ISOt; of less) or hot water and

compressed air.

(3) It is impossible to clean by above, chemical cleaning must be carried out.

Detach the bundle from the casing and dip it in cleaning solution. Chemical

cleaning method is available as built-in by circulation of solution, when the

cleaning system -is equipped on board. After the bundle has been cleaned, it

should be throughly flushed, dried, and properly reassembled.

Consideration should be taken to choose the chemical solution and cleaning

process and must follow the guidance of chemical supplier not to attack tube

or fin material.

(4) When all work is done, you should add neutralizer and dissolve the remaining

solution

V - 3 . Recommended chemical agent and supplier

FOR

WATER

SIDE

FOR

AIR

SIDE

Chemical

SAF-ACID

ACC9

Supplier = Drew Ameroid Japan Co., Ltd.

Minato Ise Bldg.

12-1, 3-Chome, Kaigan-Dori,

N a k a - k u , Y o k o h a m a - s i ,

Xanagwa-Ken, 231, Japan

Phone : 045 - 212 -4741

Faxsimile : 045 - 212 - 4754

= Drew-Chemical = Drew Ameroid Japan Co., Ltd.

= Drew Chemical Co.

New York, USA

* Please consult chemical supplier's description.

VI Purchase Spare Parts for Maintenance

During operation period, exchanging from old parts into new ones is necessary for

maintenance. For purchase, you know the detail structures and if necessary, refer to

section n Structures and attached drawing.

The air cooler's parts names are tube bundle, water cover, gasket or packing, bolt,

nut, anode, anode cover.

The ordering methods are following

1) See the nameplate and write down followings

SHIP NO., MANUFACTURE NO.

MANUFACTURING DATE, CLASS

If there is not name plate or hard to see, you can also find at left or right side

of tubesheet.

2) Check 1) and numbers and names that you need parts.

3) Contact us by in person, mail, telephone, or fax and inform us.

4) Reconfirm your ordering list.

Tel. +82 - 051 - 970 - 1110, +82 - 051 - 970 - 1112

Fax. +82 - 051 - 970 - U U , +82 - 051 - 970 - 1031

Im02-A Inst. Manual With Final Drawing Vol 1 for Diesel Generator Engine.tif

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