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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
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.
Page 1 (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
Page 2(3) Project Particulars L23/30H
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 -
Page 3(3) Project Particulars L23/30H
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
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
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
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
Specific Plant Information
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
o
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
o
cvl in
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
Lubricating Oil System
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
Compressed Air System
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
AHYUNDAI -500.25 Edition 01H
Planned Maintenance Programme Descnption Page 4 (4)
L23/30H 720/750 RPM
Description Overhaul to be earned out Check the condition
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
Time Between Overhaul Working
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
Time Between Overhaul
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
Planned Maintenance Programme Descnption Page 2 (4)
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
Time Between Overhaul
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
AHYUNDAI -500.25 Edition 03H
Planned Maintenance Programme Descnption Page 4 (4)
L23/30H 900 RPM
Description Overhaul to be earned out Check the condition
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
Time Between Overhaul Working
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
Time Between Overhaul
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
Lubricating Oil System
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
Compressed Air System
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
AHYUNDAI -500.30 Edition 23H
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 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
Copaslip Copaslip 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
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
lij
o Crankshaft and Main Bearings
lij m Engine Frame and Base Frame
< Turbocharger System
Compressed Air System 81 <c/) (0 § 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 _
155 Engine Performance and Condition ^ < Q LU
CL
Trouble Tracing o 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
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
Lubricating Oil System
Special Equipment
Driven Machinery
Specific Plant Information
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
AHYUNDAI -501.05 Editon 01H
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.
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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
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
Crankshaft and IVIain Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
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
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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
AHYUNDAI -502.01 Edition 01H
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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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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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
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AHYUNDAI -Descnption Page 1 (2) Condensate Amount 502.05
Edition 01H
Ambient air temperature (1 bar)
30 40 SO 70 rc)
S'
1
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i
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0 08
0 06
0 04
0 02
o Relative 0 air humidity
L23/30H
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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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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)
Lubricating Oil System
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)
Cooling Water System
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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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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Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
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
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
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
(OCT
>-o Cooling Water System UJ
Special Equipment
Lubricating Oil System
Driven Machinery
Specific Plant Information
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
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Edition 02H
General
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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
00 12 - ESO
AHYUNDAI - ts^
•[ 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
AHYUNDAI - ts^ 503.02 Edition 01H
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
See Working Card 506 01 00
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
See Working Card 514 01 10
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
Q 9 o CVJ
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
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96 30 ESOUG
(O
02 0 . 7
8 |
Engine Data
— Operation of Engine
^ < Engine Performance and Condition Q UJ
o Trouble Tracing
Specification and Treatment Lubricating Oil, Fuel Oil and Cooling Water
Cylinder Head
Piiston, 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
UJ
o Crankshaft and Main Bearings
UJ u Engine Frame and Base Frame
< Turbocharger System
Compressed Air System
(/) g Fuel Oil System
\j^ I Lubricating Oil System
Ul Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine -< P
Engine Performance and Condition < <
Trouble Tracing o
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
I ^ Crankshaft and Main Bearings o
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
Specific Plant Information
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 (1 5<S<2 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 (2 5<S<3 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
Possible test method
<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
AHYUNDAI -504.04 Edition 03H
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
Possible test method
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
AHYUNDAI -504.20 Edition 04H
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.
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96.02 - ESOU-G
AHYUNDAI -Descnpbon Page 3 (4) Analysis Data 504.27
EdibonOIH
L23/30H
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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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AHYUNDAI - ts^ Descnpbon Page 1 (2) Fuel Oil Cleaning 504.30
EdibonOIH
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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
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Fuel Oil Cleaning Descnpbon Page 2 (2)
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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
AHYUNDAI - ts^ 504.40 Edition 02H
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.
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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
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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.
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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
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Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine _
Engine Performance and Condition < < Q UJ
Q.
Trouble Tracing o 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
I ^ Crankshaft and Main Bearings o
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
Lubricating Oil System
Special Equipment
Driven Machinery
Specific Plant Information
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
*) Depending on project specification
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.
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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.
Replacement and wearing parts:
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
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•[ 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:
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 014 52005 051 52005 254/301 Extra tools 52005 553
Hand tools:
Ring and open-end spanner, 24 mm. Small screwdriver. Measuring tools.
Replacement and wearing parts:
Plate no Item no Qty/
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
AHYUNDAI - ' M A N '
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:
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 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.
Replacement and wearing parts:
Plate no Item no Qty/
95 50 - ESOS
AHYUNDAI -505-01.10
EdItionOIH
Reconditioning of Valve Spindle Seat and Valve Seat Ring
Working Card Page 2 (3)
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:
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 051
Hand tools:
Small screwdrh/er. Ring and open-end spanner 24 mm.
Repiacement and wearing parts:
Plate no Item no Qty/
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:
Working time 3/4 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
Hand tools:
Hammer. NKrogen (N,), or similar. Mandrel for knocking out the valve guide.
Replacement and wearing parts:
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 -
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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:
Working time 1/2 hour Capacity 1 man
Data:
Data for pressure and tolerance Data for torque moment Declaration of weight
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 '
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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:
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
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 '
505-01.30 EdItionOIH
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:
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:
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:
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
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
Replacement and wearing parts:
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
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•[ 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
AHYUNDAI -Working Card
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:
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
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.
Replacement and wearing parts:
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:
Plate no Item no Note
Hand tools:
Steel brush
Manpower:
Working time Capacity
Data:
% hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacementandwearing parts:
Plate no Item no Qty/
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
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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
When ordering spare parts, see also page 500.50.
* = Only available as part of a spare parts kit. Qty./C = Qty./Cylinder
Qty. Designation Benaevnelse
Q 9 to
Ved bestllling af reservedele, se ogsS side 500 50
* = 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
When ordering spare parts, see also page 500.50.
* = Only available as part of a spare parts kit. Qty./C = Qty./Cylinder Qty./ = QtyJIndlvidual
Ved bestllling af reservedele, se ogsS side 500 50
= 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
When ordering spare parts, see also page 500.50.
* = 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
Designation Benaevnelse
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
Qty. Designation Benaevnelse
X 3
When ordering spare parts, see also page 500.50.
* = 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
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S
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TEM
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ND
CO
MP
ON
EN
TS
DE
SC
RIP
TIO
NS
AN
D M
AIN
TEN
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Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubncating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
DA
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TEM
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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
*) Depending on project specification
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:
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
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.
Replacementandwearing parts:
Plate no Item no Qty/
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:
Working time Capacity
Data:
1/4 hour 1 man
Hand tools:
Open-end spanner, 24 mm. Wooden wedge, 2 pieces. Wooden support. Wire.
Replacementandwearing parts:
Plate no Item no Qty/
Data for pressure and tolerance Data for torque moment Declaration of weight
(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:
Plate no Item no Note
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:
Working time Capacity
Data:
1/2 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
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".
Piston Ring No 2: marked with ident. No "top 881502-7" or "0947".
Piston Ring No 3: marked with ident. No "top 881501-5" or "0945".
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:
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:
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:
Working time Capacity
Data:
1/2 hour 1 man
Data for pressure and tolerance Data for torque moment Declaration of weight
(Page 500.35) (Page 500.40) (Page 500.45)
Replacementandwearing parts:
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
i > •
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
Wear Cracks Corrosion/ Pitting Impact mark
D
Remarks-
Serration OK
Wear Cracks Corrosion/ Pitting Impact mark
D Reinarks'
Engine Type:
Running Hours
w o w
S i n cn
Insp. Date:
Serration OK
Wear Cracks Corrosion/ Pitting Impact mark
Remarks'
Serration OK
Wear Cracks Corrosion/ Pitting Impact mark
Remarks-
Serration OK
Wear Cracks Corrosion/ Pitting Impact mark
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).
Replacement and wearing parts:
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
Working Card Page 2 (8)
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!
1.2. Bearing Shells for 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
Working Card Page 4 (8)
•
L23/30H
1.3. Bearing Shells for Re-use.
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
1.4. Bearing Shells for Re-use.
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
Connecting Rod Big-end and Main Bearing Shells 506-01.16
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
Criteria for Replacement of Connecting Rod Big-end and Main Bearing Shells
Working Card Page 6 (8)
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
AHYUNDAI -Working Card
Page 7 (8) Criteria for Replacement of
Connecting Rod Big-end and Main Bearing Shells 506-01.16
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
Criteria for Replacement of Connecting Rod Big-end and Main Bearing Shells
Working Card Page 8 (8)
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:
Working time Capacity
Data:
1 1/2 hours 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
52006 52006 52006 52006 52006
Item no
021 033 116 141 224
Note
Hand tools:
Open-end spanner24 mm. Clean lubricating oil.
Replacementandwearing parts:
Plate no Item no Qty/
50601 50601 50601 50601
093 103 115 127
1/cyl 1/cyl 1/cyl 1/cyl
95 50 - ESOS
AHYUNDAI - M A N '
506-01.20 EdItionOIH
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:
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
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.
Replacement and wearing parts:
Plate no Item no Qty/
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:
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
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.
"
Replacement and wearing parts:
Plate no Item no Qty/
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.
§
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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:
Working time Capacity
Data:
1/2 hour 1 man
Replacement and wearing parts:
Plate no Item no Qty/
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
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:
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 452
Hand tools:
Adjustable spanner.
Note
Replacement and wearing parts:
Plate no Item no Qty/
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
AHYUNDAI - 1 ^ \ Working Card
Page 1 (2)
Grinding of Seal Face on Cylinder Liner and Cylinder Head
506-01.45 EditionOIH
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:
Working time Capacity
Data:
1 hour 1 man
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.
52005 205
Note.
Hand tools:
Grinding pasta.
Replacement and wearing parts:
Plate no. Item no. Qty. /
50610 031 1/cyl.
95 50 - ESOS-G
AHYUNDAI -506-01.45
EditionOIH
Grinding of Seal Face on Cylinder Liner and Cylinder Head
Working Card Page 2 (2)
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
AHYUNDAI -Working Card
Page 1 (2) Dismantling of Piston and Cylinder Liner
at Low Overhaul Heights 506-01.50
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:
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:
Working time Capacity
Data:
I'A hours 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
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.
Replacementandwearing parts:
Plate no Item no Qty /
95.50 - ESOS-G
AHYUNDAI - ^S^ 506-01.50
Edition 01H
Dismantling of Piston and Cylinder Liner at Low Overhaul Heights
Working Card Page 2 (2)
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
When ordering spare parts, see also page 500.50.
* = 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
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 ogsa side 500 50
= Kun tilgaengelig som en del afet reservedelssaet Antal/C = Antal/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
Designation Benaevnelse Item No
Cylinderliner
Sealing ring
O-ring
Cylinderfonng
Taetningsnng
O-nng
Qty. Designation Benaevnelse
I S
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 tilgaengelig som en del af et reservedelssaet Antal/C = Antal/Cylinder
97 05-ESOS
AHYUNDAI - 1 ^ \ Plate
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
Designation Benaevnelse Item No
Cylinderliner
Sealing ring
O-ring
Flame ring
Cylinderfonng
Taetningsnng
O-ring
Flammenng
Qty. Designation Benaevnelse
o 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 tilgaengelig som en del afet reservedelssaet Antal/C = Antal/Cylinder
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
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine -< P
Engine Performance and Condition < < O LU
0. Trouble Tracing o 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
I ^ Crankshaft and Main Bearings ^ o
Engine Frame and Base Frame LU 2 1 -
Turbocharger System
Compressed Air System
ii <co
Fuel Oil System co S lU t"
Lubricating Oil System ^ ^ >-o CO (0
Cooling Water System LU
Special Equipment
Driven Machinery
Specific Plant Information
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:
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.
52006 261 20-120 Nm.
Hand tools:
Allen key, 12 mm. Ring and open end spanner, 19 mm. Socket spanner, 19 mm.
Replacement and wearing parts:
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
507-01.00 EditionOIH
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:
Working time Capacity
Data:
2 Hours 2 men
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 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.
Replacement and wearing parts:
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:
Working time Capacity
Data:
3 hours 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
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
When ordering spare parts, see also page 500.50.
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
Designation Benaevnelse
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 "aft" 7 cyl. engine
Camshaft "aft" 8 cyl. engine
Camshaft, Intermediate, 6 cyl. engine
Camshaft, intermediate, 7 cyl. engine
Camshaft, intermediate, 8 cyl. engine
Camshaft "fore" 6 cyl. engine
Camshaft "fore" 7 cyl. engine
Camshaft "fore" 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, agter 7 cyl motor
Styreaksel, agter 8 cyl motor
Styreaksel mellem 6 cyl motor
Styreaksel mellem 7 cyl motor
Styreaksel mellem 8 cyl motor
Styreaksel "for" 6 cyl motor
Styreaksel "for" 7 cyl motor
Styreaksel "for" 8 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
When ordering spare parts, see also page 500.50.
= Only available as part of a spare parts kit. QtyJE = Qty./Engine
Ved bestllling af reservedele, se ogsa side 500 50
= 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
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
lij m Engine Frame and Base Frame
< Turbocharger System
Compressed Air System
<co (o 5 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
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
1 .
. 1
.
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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:
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
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:
Plate no Item no Note
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
Replacement and wearing parts:
Plate no ttem no Qty/
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
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:
Working time 1/4 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
52008 022 Exhaust 52008 010 Inlet 52010 011
-
Hand tols:
Ring and open end spanner, 24 mm. Big screw driver.
Replacement and wearing parts:
Plate no Item no Qty/
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
When ordering spare parts, see also page 500.50.
= 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
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Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine _
Engine Performance and Condition < < O UJ
CL
Trouble Tracing o 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
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
Specific Plant Information
Tools
Final Plan
AHYUNDAI - ' M A N '
• [ 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.
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W W ~ ^ k 4
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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
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VZZZZZ zzzzzzzzzzzn
^hTri/n/jjjjJijhj-
Leakoil
r Waste oil outlet
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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
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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.
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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
(Please see "Electrical drawing on final plan") 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 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.
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1
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A K, TUl- t *
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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
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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.
AHYUNDAI - ts^ Working Card
Page 1 (2) Functional Test and Adjustment of Safety,
Alarm and Monitoring Equipment 509-01.00
EditionOIH
L23/30H
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:
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:
Plate no Item no Note.
See Related Procedure
Hand tools:
See Related Procedure
Man power:
Working time Capacrty
Data:
hours man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty. /
96 03- ESOU-G
AHYUNDAI - ' ^^MAN'
509-01.00 EditionOIH
Functional Test and Adjustment of Safety, Alarm and Monitoring Equipment
Working Card Page 2 (2)
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:
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
52009 016
Hand tools:
Allen key, 4 mm. . Allen key, 2 mm.
Replacement and wearing parts:
Plate no Item no Qty/
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
AHYUNDAI - 1 ^ \ Working Card
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:
Plate no Item no Note
Hand tools:
Screw driver. Testing pump. Ring and open end spanner, 10 mm.
Manpower:
Working time Capacity
Data:
1/2 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
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.
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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.
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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:
Plate no Item no Note
Manpower:
Working time Capacity
Data:
1/2 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Hand tools:
Screw driver. Special testing devices.
Replacement and wearing parts:
Plate no Item no Qty/
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)
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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:
Functional test and adjustment of safety alarm and monitoring equipment, 509-01.00
Related procedure:
Special tools:
Plate no. Item no. Note
Hand tools:
Manpower:
Working time Capacity
Data:
1/2 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
91.03-ESOS-G
AHYUNDAI - ' M A N '
509-05.02 EditionOIH
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:
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:
Adjustment and test of analogous pressure transmitter.
Starting position:
Functional test and adjustment of safety alarm and monitoring equipment, 509-01.00
Special tools:
Plate no Item no Note
Hand tools:
Ring and open end spanner, 10 mm. Testing pump.
Related procedure:
Manpower:
Working time Capacity
Data:
1/2 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
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
509-05.04 EditionOIH
(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:
Plate no Item no Note
Hand tools:
Special testing devices.
Mampower:
Working time Capacity
Data:
1/2 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
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
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
Hand tools
Allen key.
Replacement and wearing parts
Plate no Item no Qty /
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
When ordering spare parts, see also page 500.50.
* = 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
When ordering spare parts, see also page 500.50.
* = Only available as part of a spare part kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder Qty./R = Qty./Regulating device
Ved bestllling af reservedele, se ogsS side 500 50
= 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
Designation Benaevnelse
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
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
98 14 - ESOS-V
AHYUNDAI - ts^ Plate
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
Designation Benaevnelse
Housing for panel
Bracket for panel
Pressure gauge (PI 01)
Pressure gauge (PI 10)
Pressure gauge (PI 21~22)
Pressure gauge (PI 23)
Pressure gauge (PI 31)
Pressure gauge (PI 40)
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
Designation Benaevnelse
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
(Please see "Electrical drawing on final plan")
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
(Please see "Electrical drawing on final plan")
General
Fig. and Description Range Code Item No.
^ • 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
Fig. and Description Range Code Item No.
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
AHYUNDAI - ts^ Plate
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
3S»-zr
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
(Please see "Electrical drawing on final plan")
General
Fig. and Description Range Code Item No.
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
AHYUNDAI - ts^ Plate
Page 1 (2) Lambda Controller 50910-02H
L23/30H
in I
s o
^
J ...
<|:
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
Designation Benaevnelse Item No
Regulating arm, complete
Pick-up, incl. sleeve
Lambda cylinder, complete
Regulenngsarm, komplet
Pick-up, incl afstandsnng
Lambdacylinder, komplet
Qty. Designation Benaevnelse
I Q 9
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 reservedelssast Antal/E = Antal/Motor
9714-ESOS
AHYUNDAI - 1 ^ \ Plate
Page 1 (2) Starting Box 50935-01H
(Please see "Electrical drawing on final plan") L23/30H
( 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
When ordering spare parts, see also page 500.50.
= 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
(Please see "Electrical drawing on final plan")
50935-01E
L23/30H
-INSTRUMENT BOX. L . . J
L . . J
E>
AHYUNDAI- M A N '
50935-01E Starting Box Plate Page 2 (2)
(Please see "Electrical drawing on final plan")
L23/30H
Qty.
1/E
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
Push button with cover
Push button with cover
Qty. Designation Benaevnelse
s Only available as part of a spare parts kit. QtyJE = QtyJEnigne.
. Kun tilgaangelig som en del af et reservedelssaat Qty/E - OtyTMotor
aot70co
, ®
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
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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
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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.
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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)
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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
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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)
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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
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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.
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•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.
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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)
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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
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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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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).
25
V^SSSSMD
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
26
•ViMmMD
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
27
WHgWHD
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
28
• 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
29
WMSSSMD
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
30
- W O O D W A R D
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.
31
Vi^SSMSD
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
32
•y^oSSSEMD
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
PARTS LIST FOR FIGURE 6-1 (Sheet 2 of 5)
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
REFERENCE NUMBERS 108 THROUGH 149 ARE NOT USED
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)
35
ViSSSSSSD
PARTS LIST FOR FIGURE 6-1 (Sheet 3 of 5)
REF NO. PART NAME QUANTITY
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
•WooC)WAbD
REFERENCE NUMBERS 150 THROUGH 195 ARE ON THIS PAGE
REFERENCE NUMBERS 196 THROUGH 199 ARE NOT USED
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
Figure 6-1 Parts Illustration for the UG Dial Governor (Sheet 3 of 5)
37
WOO(>WA^D
PARTS LIST FOR FIGURE 6-1 (Sheet 4 of 5)
REF NO. PART NAME QUANTITY
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
REFERENCE NUMBERS 200 THROUGH 219 ARE ON THIS PAGE
REFERENCE NUMBERS 220 THROUGH 249 ARE NOT USED
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)
Figure 6-1 Parts Illustration for the UG Dial Governor (Sheet 4 of 5)
39
W66bWAbn
PARTS LIST FOR FIGURE 6-1 (Sheet 5 of 5)
REF NO. PART NAME QUANTITY
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
REFERENCE NUMBERS 250 THROUGH 293 ARE ON THIS PAGE
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
WOODWARD GOVERNOR COMPANY
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
WOODWARD Manual 03013
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.
WOODWARD Manual 03013
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.
WOODWARD Manual 03013
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.
WOODWARD Manual 03013
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
SOLENOID PLUNGER GUIDE
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.
WOODWARD Manual 0.3013
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.
WOODWARD Manual 03013
LOCK NUT-
PLUNGER STOP PLUG
SOLENOID COIL
ADJUSTING SCREW
BALL
SHUTDOWN ROD
1/8 INCH
SOLENOID PLUNGER GUIDE
WITHOUT LATCH
RESET BUTTON
RESET BUTTON RETAINER
LOCK NUT
PLUNGER STOP
SHUTDOWN ROD
PLUNGER FRICTION SCREW
SOLENOID PLUNGER
SOLENOID PLUNGER GUIDE
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.
WOODWARD Manual 03013
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
WOODWARD Manual 03013
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.
WOODWARD Manual 03013
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
WOODWARD Manual 03013
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
WOODWARD Manual 03013
03000^8-47
Figure 6. Cover Assembly (With Speed Setting Motor)
11
WOODWARD Manual 03013
03000-B-49
Figure 7. Energize to Shut Down With Latch
12
WOODWARD Manual 0.3013
• ' 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
WOODWARD Manual 03013
-^
18
. " A .
75 V
42
71
72
73
74
22
03000-A-298
Figure 9. Vibration Resistant Energize to Shut Down Without Latch
14
WOODWARD Manual 03013
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 ©
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 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
WOODWARD Manual 03026
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
WOODWARD Manual 03026
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
WOODWARD Manual 03026
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
WOODWARD Manual 03026
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
WOODWARD Manual 03026
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
Power source or motor speed controller incorrect
Voltage incorrect
Motor fautt
Insulation incorrect
Motor stiaft has overload
Reduction gear box problem
Bearings worn
Power source or motor speed controller incorrect
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
WOODWARD Manual 03026
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
WOODWARD Manual 03026
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
WOODWARD Manual 03026
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.
WOODWARD Manual 03026
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.
WOODWARD Manual 03026
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
WOODWARD Manual 03026
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
WOODWARD Manual 03026
13
WOODWARIJ ©
WOODWARD GOVERNOR COMPANY
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
Datasheet Pressure controls type KPS
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
Datasheet Pressure controls type KPS
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
Datasheet Pressure controls type KPS
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
Datasheet Thermostats, type KPS
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
Datasheet Thermostats, type KPS
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
Datasheet Thermostats, type KPS
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
Datasheet Thermostats, type KPS
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
Data sheet Pressure control MBC 5000 and 5100
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
Data sheet Pressure control MBC 5000 and 5100
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 bellows
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^^^^I * ^'Inzi v^^^^^^^H
^I^M^I^^^
ttCjl ^^^E^^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
Data sheet Pressure transmitters MBS 5100 and MBS 5150
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
Data sheet Pressure transmitters MBS 5100 and MBS 5150
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
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Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
DA
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TEM
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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
*) Depending on Project Specification
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 ^ \
^
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:
Working time Capacity
Data:
1 1/2 hours 2 men
Replacement and wearing parts:
Plate no Item no Qty /
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
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
Edition 05H Checking of Main Bearings Alignment (Autoiog) Working Card
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
Edition 05H Checking of Main Bearings Alignment (Autoiog) Working Card
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
Replacement and wearing parts:
Plate no Item no Qty/
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
AHYUNDAI -Working Card
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:
Working time 2 hours Capacity 2 men
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
Replacementandwearing parts:
Plate no Item no Qty/
96 20 - ESOS
AHYUNDAI - M A N ^
510-01.10 EditionOIH
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
96 20 - ESOS
AHYUNDAI - f ^ ^
• ^
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:
Working time Capacity
Data:
2-4 hours 1 man
Special tools:
Plate no Item no Note
Handtools:
Ring and open end spanner, 19 mm.
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
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
(Only available, if installed as per T/V calculation) L23/30H
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
Crankshaft 7 cyl. engine
Crankshaft 8 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 6 cyl motor
Krumtapaksel 7 cyl motor
Krumtapaksel, 8 cyl motor
••• Item nr 021 kraever en individuel tilpasning for montenng, kontakt MAN B&W, Holeby
Item No Qty. Designation Benaevnelse
CM iO I s 9
When ordering spare parts, see also page 500.50.
* = Only available as part of a spare parts kit. QtyJE = Qty./Engine Qty./W = Qty./Counterweight Qty./C = QtyVCylinder
Ved bestllling af reservedele, se ogsS side 500 50
* = 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 ^ \
•
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
Designation Benaevnelse Item No
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
When ordering spare parts, see also page 500.50.
* = 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
(Only available, if installed as per T/V calculation) L23/30H
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
(Only available, if installed as per T/V calculation) L23/30H
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
Engine Performance and Condition
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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine
Engine Performance and Condition
Trouble Tracing
Cylinder Head
Camshaft and Camshaft Drive
Control and Safety Systems Automatics and Instruments
Crankshaft and Main Bearings
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
o < P
Q LU Q. O
Specification and Treatment Lubricating Oil, Fuel Oil and Cooling Water
Piston, Connecting Rod, and Cylinder Liner
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
AHYUNDAI - ts^ Working Card
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:
Plate no Item no Note.
Hand tools:
Allen key, 12 mm. Ring and open end spanner, 17 mm. Loctite 243
Related procedure:
Manpower:
Working time Capacity
Data:
1/4 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
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
When ordering spare parts, see also page 500.50.
* = 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
Designation Benaevnelse
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
§
When ordering spare parts, see also page 500.50.
* = 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
Designation Benaevnelse
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
When ordering spare parts, see also page 500.50.
* = 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
Qty. Designation Benaevnelse
When ordering spare parts, see also page 500.50.
* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cylinder Qty./D = Qty./Safety cover
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 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
Engine Performance and Condition
Trouble Tracing
Specification and Treatment Lubricating Oii, 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
Crankshaft and Main Bearings
Engine Frame and Base Frame
Turbocharger System
Compressed Air System
Fuel Oil System
Lubricating Oil System
Cooling Water System
Special Equipment
Driven Machinery
Specific Plant Information
Tools
Final Plan
Engine Data
Operation of Engine ~
Engine Performance and Condition ^ < O LU
Trouble Tracing o
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
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
Specific Plant Information
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
*) Depending on Project Specification
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
AHYUNDAI -512.01 Editon 01H
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:
Working time 34 hours Capacity 2 men
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
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.
Replacementandwearing parts:
Plate no Item no Qty/
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 ^
*
Working Card Page 1 (3)
Water Washing of Compressor Side Turbocharger Type NRI 5/R - NR20/R - NR24/R - NR26/R.
512-05.00 EditionOIH
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:
Working time 1/4 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
Hand tools:
Replacement and wearing parts:
Plate no Item no Qty /
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.
512-05.00 EditionOIH
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
512-05.05 EditionOIH
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:
Working time Capacity
Data:
1/4 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty/
See the special instructions for turbocharger.
91 45 - ESOS
AHYUNDAI- ' M A N ' makVif
512-05.05 EditionOIH
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.
1) Run the engine with as high a load as possible.
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:
Working time Capacity
Data:
1/4 hour 1 man
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
Replacement and wearing parts:
Plate no Item no Qty /
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.
1) Run the engine with as high a load as possible.
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:
Plate no Item no Note
Hand tools:
Related procedure:
Manpower:
Working time Capacity
Data:
1/2 hour 1 man
Replacement and wearing parts:
Plate no. Item no. Qty. /
See the special instruction for turtjocharger.
Data for pressure and tolerance (Page 500.35) Data for torque moment (Page 500.40) Declaration of weight (Page 500.45)
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
AHYUNDAI - ' M A N '
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
Item No Qty. Designation Benaevnelse
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
Gasket reversing cover
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
Gasket reversing cover
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
Gasket reversing cover
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
When ordering spare parts, see also page 500.50.
' = 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
Qty. Designation Benaevnelse
I S
When ordering spare parts, see also page 500.50.
* = Only available as part of a spare parts kit. Qty./E = Qty./Engine Qty./C = Qty./Cyllnder
Ved bestllling af reservedele, se ogsS side 500 50
= Kun tilgaengelig som en del af et reservedelssaet Antal/E = Antal/Motor /\ntal/C = Antal/cylinder
98 34 - ESOS
AHYUNDAI - 1 ^ \ Plate
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
When ordering spare parts, see also page 500.50.
* = 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
When ordering spare parts, see also page 500.50.
* = 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
Qty. Designation Benaevnelse
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
ABGASTURBOLADER EXHAUST-GAS TURBOCHARGER
TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT TURBOSOBREALIMENTADOR DE GAS DE ESCAPE
SOBREALIMENTADORES TURBOSOFFIANTI A GAS Dl SCARICO
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
ABGASTURBOLADER EXHAUST-GAS TURBOCHARGER
TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT TURBOSOBREALIMENTADOR DE GAS DE ESCAPE
SOBREALIMENTADORES TURBOSOFFIANTI A GAS Dl SCARICO
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
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ro o
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t f l
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3 t f l f * & k-C -
o c:
- 3 3
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3 54
t f l
o cn L. 3 t f l l_ O t l
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tfl a>
ro L_
- O *> I . CJ CT» L-ro 1
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iiil
iijiiiiilji:!:
t%'x**'***.*;*
•!*!<*i*M*;''
D36 5642E 3 .54-1
ABGASTURBOLADER EXHAUST-GAS TURBOCHARGER
TURBOCOMPRESSEUR A GAZ DECHAPPEMENT TURBOSOBREALIMENTADOR DE GAS DE ESCAPE
SOBREALIMENTADORES TURBOSOFFIANTI A GAS Dl SCARICO
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.
SEQUENCE OF OPERATIONS
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)
SEQUENCE OF OPERATIONS
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
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)
SEQUENCE OF OPERATIONS
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 Open-end wrench SW 17
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 Open-end wrench SW 30
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
TURBOCOMPRESSEUR A GAZ D'ECHAPPEMENT TURBOSOBREALIMENTADOR DE GAS DE ESCAPE
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. V^erk-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 Grur^iausstaUung 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 V^erkzeuge 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 i^es 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 emball^es dans des sacs en mati^re plastique, tl convient de les stocker bien graiss^es. Des pieces devenues rouillfees doivent 6tre nettoy^es et graiss6es. II est recommand^ de commander de nouveau des p i^es de reserve us^es 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 n^essaires 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
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 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
VERZEICHNIS DER EINZELTEILE LIST OF SINGLE PARTS
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
VERZEICHNIS DER EINZELTEILE LIST OF SINGLE PARTS
LISTE OES PIECES CONSTITUTIVES INDICE OE LAS PIEZAS INDIVIDUALES
Bestell-Nr. Order No. No. de coooande No de oedido
Benennung Designation
Designation Designacion
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
Benennung Designation
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
Designation Designacion
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
LISTE DES PIECES CONSTITUTIVES INDICE DE LAS PIEZAS INDIVIDUALES
N R 2 0 / R 500.03
Bestell-Nr. Order No. No. de coooande No de pedido
Benennung Designation
Designation Designacion
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
Benennung Designation Designation Designacion
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.
VERZEICHNIS DER EINZELTEILE LIST OF SINGLE PARTS
LISTE DES PIECES CONSTITUTIVES INDICE DE LAS PIEZAS INDIVIDUALES
N R 2 0 / R 500 03
Bestell Nr Order No No de cde No de pedido
Benennung Designation
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
Benennung Designation
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
VERZEICHNIS DER EINZELTEILE LIST OF SINGLE PARTS
LISTE OES PIECES CONSTITUTIVES INDICE DE LAS PIEZAS INDIVIDUALES
Benennung Designation Designation Designacion
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