m-33-diesel-generator-engine-manual.pdf
TRANSCRIPT
HUDONG-ZHONGHUA SHIPBUILDING(GROUP)CO..LTD.
DIESEL GENERATOR ENGINE
DOCUMENT LlST #-----.-------.------.-------------.-----..-----.------------;
Approval plans Please confirm documents in this list and return each one of this list & documents with your signature for approval as soon as ~ossible.
' , Working plans Please receive documents in this list and return one of this list with your signature.
Finish plans Please receive documents in this list and return one of this list with your signature.
customer s~gnature
DAIHATSU DIESEL MFG. CO., LTD. TECHNICAL DEPARTMENT
JAPAN
HULL No.
TYPE
LIST No.
DATE
REVISION
ADK20-421 ( -3 I 1 (1/3) ?
-- . ~ . ~
H 1389N1390A
5DK-20
QE31317020FZ
Aug.10,2005
DRAWN BY
CHECKED BY
APPROVED BY
K. TANABE
// M 8 -
LlST No. DOCUMENTS LIST Q ~ 3 1 3 1 7 0 2 0 ~ z
1°1 NAME
I FOR
PLAN - > i > ! : a : l : > i O i n ' w i = ; n : [ L : ; ; - . . . . . . . . . . . . . . . -:-:-. 5i.i ."' . : . : . . . . 5; 0;. ..... / - 5 i ,.'/ 5 ; o i z i - . . . . . . . . . . . . . . . . . . . . . . . . . . 5 / 0 2 / . . . 5 ; o i z i . . . . . . 5 i o z i . . . . . . . . . . . . . . . . . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . . . . . . . . . . . . . . . . . . . . . -- . . . . . . . . . . . . . . . . . . -:-_:. . . . . . . . . . . . . . . . - . . -:-. .-:- . . . . . . . . . . . . . . . . . . -:-:- . . . . . . . . . . . . . . . . . . -- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . - . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . +-+ . . . . . . . . . . . . -*-;- . . . . . . . . . . . . . . . -:-:-:- . . . . . . . . . . . . . . . . . . -:-- . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TEST RECORDS OF THE DIESEL ENGINE AT SI-IOP. TRIAL
. . F4- e)L&Rag$&!i$g's
ORDERED BY :
1 , . 2. , : MESSRS. HMJONG-ZHONCHUA SHIPBUILDING(GROUP)CO.,LTD. . . , . . .
DEUVER. TO : . ... : . R'4.g. , . . h T h p i - : DITTO. SNO, 1390h
ENGINE TYPE :
B M g d : 5DK-20
ENGINE NO. :
RECORDS OF S H O P TRIAL
9 - Nov. - 2005
DAIHATSU DIESEL MFG CO.. LTD.
MORIYAMA FACTORY. SHIGA
R U N . N l N G T E S T
E W E O V E R H A U L I N S P E C T I O N
CHECKED BY:
QUALITY CONTROL DEPT. APPROVED BY: yy- &,
JUDGMENT
APPROVED BI:/&ai-amy
SPECIFICATIONS z3!2 €3 L
DIESEL ENGINE ?=-f-?-lL#bt .... . ......_.............
g lnr madoi G; rype @mfl-& ,J,Z ~-CYLIP d ~ w l onclne,
, -. - - - - . . - ' .L ~ ( D I ~ . Y . ~ ~ ~ ~ $ L @ P ~ - . ? / L & I Y ! , . 5DK-20 . .......... , ..............
l h b Nu. ..... --- DK52021378 , DK620Z1379 ....... . DK520Z1380 _... 8 % ........ . . . . . . . . . . . - ted out(~111 R rwolu~ion ZE&WIZiiJ'B& 574 kW ( 780 ) PS, : -. , - ... 720 mic-' ...... " cvllnder.8ure & ......... .,.. ...... , ............... -. . . . . .
0 w > y - * \ iag. fi% 5 \ 200 rnm . 300 rmn
A. C. GENERATORS mi%%tt", ........ - . . - . . - . . - . . - - - - . .
11iuiactu;c. ' i!?Qf:Bi NISHISHIBA ELECTRIC CO., LTD. _ . . made ... . . . . I . . . ... ............ ,
t , CY clcV - - I 662.5 ' KVA ' ( 530 ' )I'!W. ...... .. . . . - . . --- - . . .. .. __i_&__ . . . . . G O ,132 . . , ,
itw we, ~ u r h & P.F. I . $ 3 450 V ,. 850 A:,: * , 8 0 % , : ; ,
,ACCESSORY I
WE'Bi% ' , ....... - ..................... ..................................... ,,. .,.
, , M f i Type %% Spec. IL.# . . ........ . .................... . . . ............. ........... . .... ( , ,
C35206 DO1 110 , urbu-chsrgcr 3 gj!!i 1. 1 .H .I. RH143 TO3208 1~163608
. . . . -. . . . . . . . - Air coolcr 9 % .... D.D.K: OH-3QtIZ-1
-- ,, ......................... .................... . .
Governor ZEXEL D ~ s i g n No .......... .. .
105856-5381 3 iBL% RHDG-MC . , . .
Serial No. 59039307 1 59039306 159039305 1 SURVEYOR' s MARK 3E I%
.. .... --- .... . . . . . . . . . , . -. No. i Enp. - - - N o 2 Eng. ., -, , ...... ... . . . . . ............................... ... .. ... No.3 ............ Eng. , . 7- a, ABPQA ABPQA & AUPQA
@ N O . D K ~ ~ O % . J 379 @ N0.DK5207,1300
9-11-05 9-11-05 . 9-11-05 .- - - - . . . . . . . _ . - . . . . - -. .. ... - .- ... ... . . . . . . . . .
ABS 'IYPE APPROVAL ABS TYPE APPROVAL A85 TYPE APPROVAL
A.C, Generator KO 649296 KO 649296 KO 649296 % N0.61Y904AIB-1 N0.619904AlR-2 N0.619904A1B-3
17-0CT.-05 17-0CT.-05 17-0CT.-05
VALVE ADJUSTMENTS % % ~ ~ &
Ii~Lrke vdve %!%ii-
, .
Lxhaust vdve % % *
. ~~ .. . . . . . . . - . . . . . . OPOII (bcroln
Dnprmn 30 r Top clsarsncr i la ~ t 4 s . q ) . . . . . . . . ..,, . . . . . . . . Y7.l.>lbi%; ..
, . . . . . . Close (sRc: B.U.C) '
Oa 35 F , , (TR&&I .................. , ...... , . . . . Injrclion 18rm~1m
Clcarancc. It9 1% rnm 0.31 W"ZblKn
. . .
Clrar~ncc VJ 119 Firine ordcr m n
i 0.31 j$d<{am 1-3-5-4-2
. . . . . . . . ,. . . . . . . . . . . . I.. B s e i n n l n n uFPu~uplne (buh~re T,D.C.) ,
1)errea 147 10
~ l i & l i a n ulcrnnk rola:ioc ' Cluck winc
[Vlcvcd h.w Ule flywh:cU l%:l lilill
( EOK'J~J (774W1M1& i5T) 7z7E;
1 'd 1 1 6 b 'ON K m l w ~ l f i - ~ L W h
- l.ub. uil lemperaturt --
Couling u'aler tenlpernturc - . . . -. - -
Exhnust gu telllperaturc
DAlHATSU DIESEL ENGINE Nu. 2 E s
E m Z M k W ~ & ~ ~ IYPE ; 5DK - 20 R U N N I N G TEST DATA SHEET (1/2) ~ I S X & 4 5 ~ 680A, E n s N o . 1pK520Z1374
The kind oi lonr l , ,
Tins af recording
G ~ n ' e n t o r out.----, -,--, .~ Fuel consbrnpllon
( ~ c c o r d 4 t c with 150 j
Lub. uil Dresswe
. . P ~ l a ! l > g ~ r n ~ ~ . - - .- ,-
. . . . .
M u i n i d n combuctiui~ prernre
~S-4~1 . ' l l b b 'ON ! @ ~ l ~ ~ l l ~ - ~ ~ O l l ~ b K6Gkli 05 B l $ 9 0 0 2
. ~
. ...................................... ~ ~ ..... .....
LuL, oil Iempmtur,
Cooling wotsr tenperalurr -
bhaust gas temperalure
i '
1 ' d l l 6 b 'ON
DAIHATSU DIESEL ENGINE No, 3 ENG, 5 7 4 k W C ~ a o P s j ~ n p ~ : QJ-20
RUNNlNG TEST DATA SHEET (2/2) E~IOIW, 450" 6004 Eas.No. :OK520Zj.3&
. . ................... . . . . . . . . . . I I-.. .-
Protecthg Device ~ c s ~
Over speed b lov )
I Y
M E TEST SHEET OF AUTOMATIC CONTROL DEVICE
B%#Ia3;ea%s
I Eng. Stop Q,,,,
TEST RECORD . m J a t * a I*
NlSHlsHlEA ELECTRIC CO., LTO.
No. 1000. HAMADA. ABOSHImKU. HIMEJI-SHI. JAPAN
&@!PI &it#* m=Flz %B 1000 SMI
T E L 0 7 9 2 - 7 1 - 2 3 5 3 F A X 0 7 9 2 - 7 1 - 2 4 1 6
INVOICE FOR TEST RECORD i i t @ & ~ * % + t : % m
Messrs. ZSXZ DAIHATSU DIESEL MFG. CO. , LTD.
Sh ip No. Work No. 86' B H-139OA (HUDONG-ZHOUGHUA) ISBE
Subject a"a 4 Generator
Job No. Record No. %iEBE 61 9904 @EB%
Date t+
Output & Use ~ h % k U H %
530kW
NO. 1 (NO. 2) (NO. 3) DIESEL GENERATOR
Q u a n t i t y C e r t i f i c a t e No. Z M S B % * ii3 3 S % % a
TEST RECORD 3%&@% P-1/3
Customer & * ik DAIHATSU DIESEL MFG. CO., LTD. '7 Article % % 65 530 kW SYNCHRONOUS GENERATOR M%%E& Test No. %%%% 619904AlB-1,2,3 Ship No. #&% H-1390A (HUDONG-ZHONGHUA Use u Quantity $ 3 Standard Specification %.% ABS CO. , LTD. )
RATING d.%
Type,Form @% NTAKL-VC (Brush-less Excitation System) Phases @ & 3 No. of Poles & 10 P Speed H 720 mid' Frequency 60 Hz Voltage 8%? 450 V Current % ifi 850 A Power Factor a$ 0.8 Servise ZZ;P$O%% CONT. Class of Insulation & ~ D S B F Excitation 165V 67A Excitation of A. C.Exciter $&EBB& BB 70 V 8.0 A Type of Enclosure %BWI,i$ Enclosed Ventilated Machine with Air Filter Exciter iEb%% 16 kVA Permanent Magnet Gen. 1.4 kVA (IP23) Evaluation : Acceptable
*Jd: Ei
8. MEAN VALUE of AIR GAP Unit --- mm No. 1 Gen. 2.25 Ex. 1. 81 No. 2 Gen. 2. 30 Ex. 1.18 No. 3 Gen. 2.22 Ex. 1. 84
Tested by %%% P-fiwl, Approved BY Date OCT. -15,17- 2005 -
3. CONVENTIONAL EFFICIENCY %.&%$ (%)
u NISHISHIBA ELECTRIC C O . , LTD m E E & R X i % E t
Output ffl h 1 25 1 50 1 75 1 100 1 125 Power Factor a$ C T
0.8 1 90.9 1 93.9 1 94.4 1 94.3 1 93.8 1.0 1 91.6 1 95.0 1 95.9 1 96.1 1 96.0 Secondary Wdg.
ZR% 5. OVER SPEED TEST %%&ES%
120 % Speed H&%L!% 864 min? 2 min. 9 Good i3
6. MOMENTARY OVER LOAD .TEST @E%3B%S% 150 % Current %% 450 V P.F. 2% 0.6 2 min. 9 Good &
=R*B -
Test No. %%%% 619904AlB-1 2 3
nce Method E:Embedded Temp. Detect. Method KdE@%& ( ):Reading Value %.3+@
lo. CHARACTER I ST I C TEST % % 11. TRANS I ENT CHARACTERISTICS AND VOLTAGE W A V E - F O R M . @ R m E % % m z F z E E %
-1 Induction motor direct start
a. Presumptive transient voltage regulation
(at 80% starting kVA o f generator capacity)
%W%REPZ@$l ( E %g%@&O 80 %
%% kVAR) 1 4 . x
b. Recovery time f@.%@h? 0. sec. @
-2 No-load voltage wave-form %BR%Frn%%
Deviation factor %%Sb'@ 2%
(Remarks) A. V. R. No. 619904ElC-1,2,3
C r i t e r i a T a b l e
Over load test :150% current, P. F. 4 . 6 for 2 min.
Vibration Air gap (designed value Gen. 2.5 mi) (designed value Ex. 2.0 mm) Temperature rise
530 kW SYNCHRONOUS GENERATOR
Load characteristic test
Test Item Winding Resistance at 115°C designed value (PMG. 0.450) (GEN. A r m . 0. 0084) (GEN. Fi. 2. 07) [Ex. A r m . 0.170) (Ex. Fi. 6.89)
Insulation resistance
Dielectric strength test Efficiency (at full-load, PF 0.8) Set position of Static exciter Over speed test
( 120 % soeed for 2 min.
No-in jury
Criteria Within +lo% to designed value
Arm. not less than lOOMQ Fi. not less than 50MQ No-injury Not less than - % Refer to item 10,ll No-in jury
Not more than 20/1000mm Within f 15% to designed value
Not more than insulation class F rise Voltage regulation within
QB No. 619904AlB
Voltage adjustable range test Transient voltage regulation (at 80% starting kVA) Recovery time (-3.0% final steady-state
voltage) No-load voltage wave form
Construction inspection
jactory standard Good
Not less than 5 % Not more than 15 %
Not more than 0.6 s
Not more than 10 % No difference from aporoved drawing
ABS rule(2003) 1 Good
JEM 1274-1997 JEM 1274-1997
ABS rule(2003) 1 Good ABS rule(2003) Good I J E M 1274-1997 J E M 1274-1997
J E M 1274-1997 1 Good Factory standard Good
...................................................
SPECIFICATIONS FOR
MARINE DIESEL GENERATOR ENGINE
(530kW ACG x 720rpm 3setslship) , ...................................................,
HUDONG-ZHONGHUA SHIPBUlLDlNG(GROUP)CO.,LTD
74500DWT BULK CARRIER
DAIHATSU DIESEL MFG.CO.,LTD. TECHNICAL DEPARTMENT
OSAKA JAPAN
SHIP NO. I H 1389Al H 1390A I DRAWN BY I K. TANABE
ENG.MODEL 5DK -20 CHECKED BY
LIST NO. QE413208lOF.Z
DATE 2. AUG. 2005 APPROVED BY / - REVISION
I . 1 Rules and Regulations
The diesel generator engine will be complied with the requirements of the following rules and regulations of the latest issue.
1) American Bureau of Shipping ------ ABS + ACCU 2) Compliance for Engine International Air Pollution Prevention with Marpol Annex VI 3) Japanese industrial standard JIS 4) Miscellaneous
The other not specifically mentioned in this specifications will be manufactured on the basis of manufacturer's quality control standard.
1.2 Conditions
hi^^^^ .------...------ arnb.temp. max.45"C
relative humidity max.85% barometric press.100kPa Generator & El.motor ---- amb.temp. max.5O0C
General power source --- AC 440V 60Hz 3phase Control power source AC 220V 60Hz 1 phase and DC 24V
Starting air source ------- 3.0MPa (30kgf/cm2) Control air source 0.7 - O.9MPa (7 - 9kgf/cmZ] Steam source ------------- 0.7MPa [7kgf/cm3saturated
1.3 Installations
Diesel engine will be rigidly coupled to the generator and placed together on the common bed of steel plate fabrication.
Diesel generator set should be epoxy installed onto the hull structure.
1.4 Pipe connection flanges
Pipe connection flanges which are connected to the shipyard's piping will be provided of JIS JIS counter-flanges will not be supplied by Daihatsu.
1.5 Name and caution plates
The plates will be written in English Unit is SI system.
1.6 Painting
After coating with anti-corrosive paint in accordance with manufacturer's standard, the finished color will be painted with customer's instruction as follows.
Engine and accessories Munsell 7.5BG712 Hot surface over 100°C --- Aluminum heat resisting paint
1.7 Plans Approval 0 copy Working plan ------- 8 copies for first vessel and 8 copies for each next vessel Final plan 5 copies for first vessel and 5 copies for each next vessel Certificate 1 original and 2copies
1.8 Fuel oil
Heavy Fuel Oil (hereinafter called HFO) 600cSt/5O0C Marine Diesel Oil (hereinafter called MDO) 1.5 - 6.0cStI40"C
HFO specification
density 115'C (kgll) j I 0.991 '1 I sulpher (wt %) j 2 5.0
flash point ("C) j 2 60 1 vanadium (mglkg) 1 300
pour point ("C) : 5 30 aluminum(mg1kg) j 5 30 : '2
- CCAl : '3 : '2 water (vol %) j S 1 .O
Notes for HFO pre-treatment '1 : Upon deliberation with separator maker.shipyard should apply the best centrifugal
separation system. '2: To be eliminated as much as possible before engine.
Contents of aluminum and water are to be eliminated less than 1 Omglkg and 0.2vol% respectively.
*3: CCAl means the Calculated Carbon Aromaticity Index.
1.9 Fuel oil when engine starting and stopping : HFO
1.1 0 Notices for operation
The engine.together with proper external system arrangements.can be operated on fuel of viscosity up to 600cSt at 50°C ,still:
- fuel oil viscosity at the inlet port of engine should be kept to 1 4 k 1.5cSt(65+ 5sec.R.W.NO.l) in any case.
- Recommendable low load on HFO burning is 20%(1 10kW) in generator output.
1.1 1 Recommended lubricating oil
System oil API service grade CD SAE30 TBN30 to 40 Governor oil ----- same as system oil SAE30
1.1 2 Fluid holdings in engine
Lub.oil : LO cooler 22 lit. + LO tank 740 lit. = initial filling quantity about 762 lit. (engine in running condition 70 lit.)
Gov.oil : 1.3 lit.
C.Water : engine 70 lit. air cooler 15 lit. + LO cooler 11 lit.
, . 2. PRINCIPAL PARTICULARS
2.1 Type of Engine vertical in-line 4-storoke direct injection trunk piston type with exhaust turbocharger and air cooler
2.2 Direction of rotation ------ clockwise as viewed from generator end
2.3 control start : remote, automatic and engine-side stop : remote, engine-side and emergency-automatic speed adjust : remote and engine-side
2.4 Starting method ---------- air motor start motor required compressed air 0.6 - 0.9MPal6 - 9kgf/cm21
2.5 Cooling system ----------- central cooling (36°C LT-FW)
2.6 camshaft built-up type
2.7 Engine data
Engine model 5DK - 20
Quantity of cylinders 5
( Cyl.bore x Piston storoke \ 200mm x 300mm 1 I Engine rated output 574kWl78OPSl 1
Engine speed 720rpm
Mean effective pressure : 2.03MPa 120.69kgfIcrn7
Mean piston speed 7.2mls
Maximum pressure 5 15.7MPa ( 160kgf/cm2] - ~p
Overload capacity 1 10% for a hour every 12 hours
Required combustion air : 3750m1/h at 25%
1 Exhaust gas volume 3600Nm3lh 1 ( Exhaust gas temperature j about 370% at TIC outlet I
Permissible exh.gas back pressure j
1 Lub.oil consumption 1 . l g/(kWh)(0.8g/(PSlh)]estimated value at full load I 1 Fuel oil consumption '1 : 20lg/(kW h) +5% 1 148g/(PS/h) +5% I 1
'1 Fuel oil consumption is based on the engine output(kW) using fuel lower calorie of 42700kJlkg. under 100% generator load, on condition that the engine drives each one of LO pump and CW pump.
2.8 Type of generator synchronous self-exciting brushless self-ventilated drip-proof bracket type
Maker NlSHlSHlBA ELECTRIC CO.,LTD.
2.9 Generator data
The full detail is given in documents of generator maker.
Generator capacity j 662.5kVA
Generator rated output j 530kW
I Power factor 0.8 lagging I Voltage Phase Freq. AC 450V 3-phase 60Hz
Rating full load continuous
I TY pe self-exciting brushless I I Cooling self-ventilation air cooling type I
Insulation class F
Enclosure IP23
I Bearing self-lubricating double sleeve bearing I 1 Junction box IP44 with cable glands I
2.1 0 Generator supplier Daihatsu
2.1 1 Quantity of DIG set Three(3) setslship
2.1 2 Speed governor
When full load(kW) of generator is suddenly taken off or, when the load(kW) of the generator is suddenly thrown on by steps of 0+ 45- 85+ 1 OD%, the speed variations will be come to within 1 0 % momentary and within 5% permanently.
Momentary speed variations with load changes as above are to be stabilized and in the steady- state condition within 5seconds. The steady-state condition is considered to have been reached when the residual speed variation does not exceed + 1 % of the speed associated with the set load.
IMPORTANCE: Shipyard should offer the Daihatsu the electric load analysis. And Daihatsu should offer the classification society that the Shipyard's electric load analysis is ertified as not to exceed the loading steps of 0-45-+85- 100% in any case, and get the special consideration of the classification society.
3. ENGINE FITTINGS
Each one(l)set is to be attached to the engine except mentioned specially
3.1 Speed regulating system
Governor Bosch made type RHD6 - MC Hydralic type with speed adjustment and speed droop control
Governor motor ----------- power source DC24V . Speed changing time 8 -1 2seconds/Hz
Governor spped control unit --- Installed on MSB. Input: AC220V 60Hz 1 phase. Output: DC24V
3.2 Fuel oil system
Fuel oil final filter ------- 200mesh notch wire duplex type with manual blow off device
Press.relief valve at oil return pipe end
Pressure damper ------- at oil return pipe end and inlet side
3.3 Charge air system
Exhaust turbo-charger ----lshikawajirna-Harima Heavy Industries Co..Ltd, made radial turbine type with the cleaning device of blow side and turbine side type RH 143
Air cooler with fin type fresh water cooled type DH39HZ
3.4 Starting air system
Starting operation valve -for manual start at engine-side
Air motor turbine type
Regulator and relay valve --- with starting magnetic valve(88V), safety valve
Starting air strainer Y-type. 300 mesh
3.5 Lub.oil system
L.O. suction strainer ----- punching board type built in L.O. tank
L.O. pump engine driven gear type 13.4m3lh x O.6MPa 6kgflcm' 1
L.O. cooler multi-tubular type fresh water cooled 1 2m2
Thermostatic valve ------- wax type with hand operating bypass device
L.O. relief valve setting pressure 0.4 - 0.5MPal4- 5kgf/cm21
L.O. filter 200mesh notch wire duplex type with manual blow off device
Turbocharger L.O. filter ----- 280mesh notch wire duplex type with manual blow off device
L.O. tank incorporated in common bed with overflow port capacity 740 lit.
L.O. priming pump ----- motor driven gear rotary type pump 2.5ma/h x 0.2MPa motor 0.75kW A C 440V 60Hz 3phase 1.6A
TEFC(IP44) class B insulation
L.O. hand pump wing pump
L.O. bypass filter port ---I 5 A
3.6 Cooling water system
HT-FW pump engine driven centrifugal +qpe 30ma/h X 25mTH
3.7 Safety devices
Crankcase relief valve --required quantity by the classification society
3.8 Sundries
Leakage oil tank --------- capacity 1 lit,
Flywheel turning device hand operating ratchet type
Flywheel guard steel plate fabrication
Exhaust manifold cover steel plate fabrication with inside lagging
Common bed welded steel plate fabrication
Jack bolts screwed into the common bed
3.9 Local gauge board (consists of following gauges)
Tachometer mechanical type for engne speed Press.gauge bourdon tube type
each one(1) of FO. Charge air, LO, Turbine LO, HT-FW. LT-FW and S A
3.10 Local thermometer liquid filled glass stem type - Fuel oil ----engine inlet - Charge air -----intake manifold - Exhaust gas --each cylinder outlet and TIC outlet (YAMAZAKI made) - Lub,oil cooler inlet and engine inlet - HT-FW ---------engine inlet, engine outlet
and nozzle cooling common outlet - LT-FW LO cooler inlet
3.1 1 Control system
Remote start magnetic valve (88V) ----- DC24V 5.5W
Fuel control magnetic valve (88L) DC24V 15W for fuel control in process of starting
Remote stop magnetic valve (5V) DC24V 15W for the fuel shutdown device of control system and safety system
FO injection pump fuel-cut magnetic valve (5s ) DC24V 15W
for each cylinder fuel cut devices of safety system
Handle switch (HS) remote start stand-by
Turning safety switch(TC1 for remote start stand-by
Speed sensor(TS1 pulse sensing type for engine speed
Speed switch unit signal output for Low speed and Over speed (installed into Engine local control panel)
L.O. priming press eng.starting interlock and alarm(below 0.03MPa off)
Automatic LT-FW valve 2-way valve operated with LO pressure
Start switch box(START & C0S)-----------with remote and local change over switch
3.1 2 ONIOFF switch
Safety stop switch (normal-open dry contact)
- - - - - - - - - L.O. low press. 0.20MPal2.0kgflcrn~ - - - - - overspeed 11 2 - 1 15% by Speed switch unit - - -- ---- CFW high temp. 90°C
Alarming switch (normal-close dry contact)
- - -- - F.O. leakage from injection pipe (high level alarm in the leakage oil tank)
- - - - -- .-- Turbocharger L.O. low press. 0.20MPa[2.0kgflcrn'l
3.13 Analogue sensor for remote displaylalarrn
> - 3.1 3.1 Pressure transmitter DC 24V output 4 - 20mA
measuring point I scale range j normal operation alarm setting j qtyleng
LO engine inlet I 0 - 1.OMPa I 0.40 - 0.50MPa : 0.25MPa low 1
HT-FW engine inle I 0 - O.6MPa : 0.25 - 0.35MPa I O.15MPa low I 1
( Starting air inlet : 0 - 4.0MPa : 1.5 - 3.0MPa I 1.5MPa low ! I )
Control air inlet : 0 - 1.OMPa : 0.6 - O.9MPa : O.6MPa low I 1
3.1 3.2 Thermo-resistance bulb P t l 00 R1001RO= 1.3850
I measuring point I scale range I alarm setting : q 'tylengine
Exh.gas turbochager inlet : rnax.70O0C 600°C high : I
LO engine inlet : max.200°G 65°C high : 1
I HT-FW engine outlet : max.200°C 85°C high : 1
Generator stator windings : max.20O0C 140°C high : 3+ 3(spare)
, \ !
4. Separate accessories
Accessories stated below will be included in the supply scope of Daihatsu, but are to be installed by shipyard.
Expansion joint stainless steel bellows size 250A x 300A for exh.gas turbine outlet ( 1 pc.lengine)
Auxiliav starting air reservoir ------------------ 150 lit. 3.0MPa~30kgflcm21 ( 1 bottlelship)
JW preheater unit electric heater:AC44OV.3phase.60Hz.l OkWx2 pump:6.0m3/h motor:AC440V.3phase.60Hz,O.75kW.IP44.insu.F paneMP44 with cable glands ( Isetlship)
Engine local control panel wall hanging drip-proof type(lP44) with cable glands power source AC220V 3phase 60Hz I DC24V panel is to be installed near engines ( 1 panell3engines)
L.O. priming pump starter wall hanging drip-proof type(IP44) with cable glands power source AC 440V 60Hz 3phase starter is to be installed near engines ( 1 panell3engines)
5. Spare parts and Tools
Spare parts and tools will be supplied in accordance with Daihatsu standard practice which is satisfied the requirements of classification society.
Details will be described in "SPARE PARTS LIST" and "TOOLS LIST".
6 Instruction for DIG set installation
6-1 Exhaust gas system
A section of exhaust gas bellows is supplied to protect the turbocharger from both thermal expansion and vibration from engine, but not to absorb the distortion and weight of the structures on hull including piping and thermal expansion. The exhaust gas piping should be fixed immovably with hull part as close as expansion joint on turbocharger. The load from the exhaust piping on the hull can damage the turbocharger and exhaust gas bellows.
6-2 Starting air system
1) The air supply pipe should be drained at the lowest part of the hull side. 2) The piping of hull side should be flushed before initial running. 3) The air filter at starting air inlet should be disassembled and cleaned at least following period
Before first running Afler official test Before sea trial Before ship delivery
4) Dried air (0.7-0.9MPa) should be supplied for control air.
'OR PREL l M INARY REV. NO.
-1 DESCR l PT l ON
- lv DATE -
CUSTOMER DA I HATSU D I ESEL MFG. GO. , LTD.
REV. - mE A W R . -
D l ESEL GENERATOR
I N D E X S. NO. H-l389A/H-1390A
USE NO. 1 (NO. 2. NO. 3) D l ESEL GENERATOR
DRAWING NAME
SPECIFICATION
OURS 61 9903/4A1 B
SHAFT
ASSEMBLY
TERM l NAL ARRANGEMENT
DRAWING NO.
61 9903AlB
3GT1556
3613854
2GT0036
REMARKS
SPECIFICATION
3 2 OURS 61 9903A1 B
USE NO. 1 (NO. 2. NO. 3) DIESEL GENERATOR SH l P NO. H-1389A/H-1390A SET/VESSEL 3
PART l CULARS CODE ABS I A. C. GENERATOR
! A. C. EXCITER
3 RAT I NG (CONT I NUOUS)
6 LUBR l CAT l NG 0 I L (SELF LUB. )
7 MACH l NE QUANT l T l ES T (Sec) d' : 0.24 Td": 0 .01 7 Ta: 0 . 0 3 2
8 D IST l NGU l SHl NG PHASES COLORS U: RED V: WHITE W: BLUE
9 PA INT I NG (OUTS I DE) MUNSELL 7.5BG7/2
REVISION 0 1
(VIEW FROM GENERATOR TO ENGINE)
I REG I S T E R E D
I ' ,i
MACHINE NO. l ( N0.2,N0.3) GEN.
CABLE GLAND POSITION G
@ 3 2 DRILL 8HOLES
2 0 8 5 SPACE FOR WITHDRAWAL > OF ROTOR - 1 2 3 0 - I- - 8 5 5 , STRAIGHT AXIALLY 2000 rnm DIRECTION OF ROTATION
945 45' WITH THE AXIS 1 6 0 0 mrn
I
SPACE FOR REMOVING r-- THE AIR FILTER
I I
j THERMOMETER (ALCOHOL TYPE)
I I I
I I
SPACE FOR'REMOVING THE BEARING BRACKET
@ 16TAPER REAMER 2HOLES M ~ ~ S C R E W 4HOLES (ADJUSTING BOLT) (MI 6X95TAPER DOWEL PIN)
ADJUSTING PLATES
ROTOR MASS (APPROX.); 1 7 5 0 kg
FAN
F ROTOR EXCITER GD2=290kgo rnZ
"X"
M24 SCREW 2HOLES
SECTION 'A"- 'A" SECTION 'Cn- "C " . . --*
DETAIL OF " X " TOTAL ~ ~ ' = 3 4 6 k g ~ rn2(WITHOUT SHAFT)
I3 W REV.MARK - 480 DATE
VIEW 'Y" a e APPROVED BY mad. - z D . . ' o ~ - w- 20-105 - RE S C A L E
2 ~ 8 R E V I S E D BY N.T.S. 3% C ~ E C K E D B Y t ! ~ P'REPARED B Y .................... YE U N I T S - - m .T& SHAFT
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SDK-20 -AFGS0095 ........... - ..................... kd
M N l ~ H l ~ H l M BLPCTRlC CU., LTD. .....
1 I 2 I 3 I 4 I 5 If%$ R E G I S T E R E D 1. 5. -. I I
I 6
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1 GENERATOR 23 1 I N S U L A T I O N SLEEVE I ROLLED STEEL 8 EPOXY R E S I N .
H 8. R E V . M A R K - $118 D A T E
a P APPROVED B Y
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8E A P P R O V E 0 E Y a?& C H E C K E D BY 8% T I T L E
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M 8 8 9 DRAWING NO.
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I 6 1 P R E S E N T T O
I1
S E C T I ON' 0' -' 0'
S E E N E X T P A G E D R A W I N G ( G L A N D P O S I T I O N V I E W ' X ' l
S E C T I ON' 0' -' 0'
R E S l S T O R I C O P P E R
S E C T I ON 'E ' - 'E'
(SPARE TERMINAL
REPLACEMENT TO SPARE SENSOR I I
S E C T I ON' A ' -' A'
- - ~ - ~
1 REMOVE OUTGOING CABLES FRW TERMINALS FOD MOPUbl TFl lV lPF . -. . . . -. .. ... . - - -. . . . - - .
IREMOVE JUMPER LEADS OR CONOUCTORS FRO SPARE TERMINALS AND RECONNECT THEM TO NORMAL SERVICE TERMINALS.
I I I I I I I I I I I I I I I A48404A50585A68686 C 3 C 4
1 l 1 1 1 1 1 l I I I I I I I
V I E W 'F'
S E C T I O N ' C ' - ' C '
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S. Yamada
u r c n ~ c x E o B Y
S. Yamada i\ull-m
xl. p n r p m o B Y TERM I NAL ARRANGEMENT
V. A. D. (FOR A V R ) M A I N
AVR /
E . T. D. (SEARCH C O I L )
GFGTI 5 5 6 -- em%
P R E S E N T T O
K- TEM 0. -
101
-
102
-
103
-
104
-
105
-
l o 6
-
107
-
l o 8
-
-
NAME OF PART
BEAR l NG
BEAR l NG
OIL RING
OIL RING
PROTECT l VE RES l STOR
AIR FILTER
SPARE PARTS BOX
OUTL l NE
mBA ELECTRIC CO . , LTD .
NON-DR I VEN S l DE
2-68520263 I
DRIVEN SlDE
2-68520564 1 NON-DR I VEN S l DE
4-43361 7610 I
DRIVEN SlDE
4-1074662 I
S l L l CON MODULE
NPN5223P1 I
I mrw STEEL
MASS
NU-9189 90q
H-1389A H-1390A 530kW A. C. GENERATOR NO. 1 (NO. 2. NO. 3) D l ESEL GENERATOR 1
SHIP NO.
z- TEM 0. -
201
-
202
-
203
-
204
-
S t l S m VESSEL
I I I TOOL LIST FOR USE
\lO.l-~0.3 DIESEL GENERATOR (3) 1 O P - ~ ~ O ~ W - ~ ~ O V - ~ O H Z - O . ~ P F - ~ ~ O A I I
L ~ L , " I N D E X l i i 1 SHIP NO. H-l389A/H-1390A 6 1 990314
SKELETON DIAGRAM FOR I I
TITLE
STATIC EXCITER
3HEOSTAT FOR AVR
QT. OUTLINE
SPARE PARTS LIST
SKELETON DIAGRAM
1
TYPE RATING
SL-619903EY1
SKELETON Dl AG RAM _N:619903MC:_! TO ANOTHER AVR TERM. TAKE CARE CROSS CONNECTION. -
C3 C4
MAX. (9.9A) '
( W 2OOW-2OOnx3F SET 670
1 OP-530kW-450V-60Hz-0.8PF-850A USE ; NO.l -N0.3 DIESEL GENERATOR
XMARK:SHIPYARD SERVICE 'REMARK' THE CURREWIN THE BRACKETS SHOWS THE VALUE TO SELECT THE CABLE SIZE.
CONNECTION DIAGRAM
CROSS CURRENT COMPENSATING CIRCUIT
R S T
i U V W C3 C4
STATIC EXCITER
(N-619903ElC-1)
! ! H1 H2
1
220V AC SOURCE SPACE HEATER
SEARCH COlL CIRCUIT
STATIC EXCITER
(N-619903ElC-1)
U V W C3
STATIC EXCITER
- 220V AC SOURCE ~~~~~ COIL 22OV AC SOURCE SEARCH COlL SPACEHEATER SPACE HEATER
XMARK:SHIPYARD SERVICE
z§zmws** NISHISHIBA ELECTRIC CO., LTD.
HIMEJI JAPAN REGISTERED N-61 9903E1 C-2
MOUNT P A N E L
L
w PANEL CUT
L E T T E R S
No. BOX No. P 1
SETS PER VESSEL
I QUANTITY I REMARKS
U S E LIL SHIP No.
-EM NAME OF NO. PART
H - 1 3 8 9 A STAT l C EXC l TER NO. 1 -NO. 3 D l ESEL GENERATOR
SPARE PARTS LIST FOR
OUTLINE - PER S€r -
1
-
1
-
3
-
-
-
- 'ER IES! -
3
-
3
-
9
-
-
-
-
-
-
-
-
RHEOSTAT FOR
AUTOMAT l C VOLTAGt 2 0 2 REGURATOR (AVRI
1 REVISION
-
L
NlSHlSHlBA ELECTRIC CO., LTD DRAWING NO 1000,HAMADA,ABOSHI.HIMEJI.JAPAN,PHONE:0792.7+2111
%PLEASE INFORM US ITEM NO. NAME OF PART, DRAWING NO. MFR'S &QUANTITY ORDERING SPARE PARTS. ni*
INSTRUCTION MANUAL
FOR AC GENERATOR ( N M G SERIES)
NISHISHIBA ELECTRIC GO., LTD.
CONTENTS Page
Generator Construction
Connection Diagram
1. AC Generator Construction
1.1 General Construction
1.2 Stator
1.3 Rotor
1.4 Bearing
1.5 AC Exciter
1.6 Sub-exciter
2. Static Exciter
2.1 Automatic voltage regulator
2.2 Voltage adjusting device
3. Operation
3.1 Pre-operation to normal operation
3.2 Parallel operation
3.3 Overall characteristic of generator
and automatic voltage regulator
4. Maintenance
4.1 Maintenance inspection check list
4.2 Maintenance inspection method
5. Troubleshooting
6. Disassembly and Re.assembly Precautions
6.1 Disassembly Precautions
6.2 Re-assembly Precautions
7. Additional Ordering of Spare parts
Disassembly of AC Generator
Pig 1 . L GENERATOR CONSTRUCTION
No.
@ 0 @
NO.
@ @ @ @
Part's Name Rotary rectifier Bearing bracket Thermometer Oil gauge
No. @ a @I @ @
Part's Name - Stator frame Stator core Stator coil Space heater Embedded thermometer
Part's Name - Terminal box Shaft Rotor coil Rotor core Darnpcr winding
AVR
Fig 1. 2 Connection Diagram
1 . AC Generator Construction
1 . 1 General Construction
This brushless AC generator is made up, as shown in Fig. 1.1, is composed of the following parts.
( 1 ) Generator main body part ( 2 ) AC exciter ( 3 ) Rotating rectifier ( 4 ) Sub-exciter
This generator, as shown in Fig. 1.2, converts sub-exciter output to direct current with AVR (automatic voltage regulator), excites the .4C exciter stator while controlling current, converts 3-phase output of AC exciter rotor to direct current through the rotating rectifier, and supplies exciting current to the field winding. The rotor is supported with the sleeve bearing, and the sleeve bearing on the opposite side has a structure where the shaft current is prevented from flowing by means of the insulating seat. Also, the rotor is supported by 2 systems; the double bearing system for supporting the driven side and the non driven side, and the single bearing system for supporting only the non driven side. The housing of generator has a drip-proof structure where stator frame, bearing bracket, protective cover, etc. are assembled into one unit. The cooling system is a self-ventilation type.
1 . 2 Stator The stator is composed of stator frame, stator iron core, stator winding, AC exciter stator, etc.
@ Stator kame The stator frame is made of a structural steel material. The kame is manufactured by welding assembly. It is made strong enough with due consideration for hull vibration, the atmosphere in the engine room, etc., and the ventilation ducts for sufficiently cooling the generator is also provided. In the upper part of stator frame, a terminal box for main and auxiliary circuits is mounted. Also, in the lowermost part, there is a drain hole for quick draining in case water comes in.
W S t a t o r core & stator winding The stator consists of stator core with silicon steel sheets laminated and stator winding housed in the slot on its inner circumference side. I t is attached to the stator kame. For the stator winding, class F insulation enamel wires are housed in the slot provided in the stator iron core, and the stator winding is applied with varnish dipping treatment after the wedge of insulation material is firmly driven in and securely fixed. Space heater To prevent moisture absorption and dew condensation while the generator has stopped, a space heater is installed on the lower side surface inside the stator frame. Resistance thermometer bulb for embedded tem~erature detector (Option) To measure the coil temperature inside the stator core, the resistance-type embedded temperature sensor may be installed in the internal part of the coil. This sensor is a 3-wire type resistor whose resistance value is 0 "C - 100 Q.
In each phase of U, V, W, one ordinary use and one spare sensors are embedded (6 in total).
@ Terminal box The terminals for main circuit, exciter circuit (including the sub-exciter), space heater circuit, etc. of the generator are concentrated at one place. They are gathered in the terminal box of IP-44 structure.
1.3 Rotor The rotor is composed of shaft, rotor core, rotor winding, damper winding, rotating rectifier, etc.
Shaft The generator shaft is manufactured with carbon steel forgings that sufficiently satisfy the Ship's Classfication Standard. It has satisfactory strength for the characteristics of driving prime mover, and is made into the optimum size considering torsional vibration. Field coil The field coil is prepared by varnishing the enamel wires wound around the iron core. The class F insulation is regarded as standard. Rotor core The rotor core has a structure where the blanked sheet steel is laminated and integrated by pressure tightening with the core retaining plates from the both sides. Damper winding The damper winding is composed of copper rod winding inserted into the holes provided in the circumference of core outer and a short-circuit plate brazed to the both ends of the winding. It limits voltage drop caused by rush load during load operation and increases electrical stability of the generator when unbalanced trouble in parallel operation occurs. Rotating rectifier In the rotating rectilier, silicon-rectifying element is connected to be a 3-phase full-wave rectification circuit. I t is attached onto the shaft.
1 . 4 Bearing The bearing lubrication system contains the self.lubrication and the forced
lubrication systems. In the self-lubrication system, the bearing is lubricated with the oil ring.
@ The bearing is made of casting white metal into the back metal of cast iron. The inner diameter is precisely finished so that the appropriate clearance is secured for oil lubrication.
@ Bearing bracket The bearing bracket is made of cast iron. I t is provided with an oil sump in which the enough oil for bearing can be stored, and structured so that both disassembly and re-installation are easy.
@ Thermometer The bearing is equipped with a rod-type alcohol thermometer. Also, the temperature sensing part is covered with an insulating tube to prevent shaft current.
O Orifice In the case of forced lubrication, an orifice for adjusting the oil quantity is provided on the oil inlet side of the bearing bracket. Also, the orifice is adjusted in a factory before shipment so that oil quantity becomes adequate.
@ Oil gauge The self-lubrication type bearing is provided with a n oil gauge to check for the oil level and the contamination in the oil sump. For the operation, apply oil until the oil surface exceeds the red mark position of the oil gauge.
1 . 5 AC Exciter AC exciter is a rotary armature type 3-phase generator. The stator is k e d and attached inside the frame, and the rotor has a common shaft with the generator .
1 . 6 Sub.exciter The sub-exciter is a permanent magnet type 3-phase AC generator. The rotor is coupled with the generator shaft using bolts, and the stator is attached to the bearing bracket on the non driven side. The output cable of sub.exciter stator goes through the cable hole provided in the bearing bracket and connects to the relay terminal provided in the stator frame of AC exciter.
2 . Static Exciter Figure 2.1 is the standard connection diagram of the exciter. Table 2-1 shows the standard parts List.
I , , I Current transformer for I I , I
Table 2-1 Static Exciter Component Parts Parts Name
2 . 1 Automatic voltage regulator This regulator compares the generator terminal voltage and the reference voltage with each other, and continuously makes an automatic adjustment of exciter field current according to the difference of the voltages, thereby maintaining the generator terminal voltage to the constant value regardless of the amount of load. I t is also possible to regulate the generator terminal voltage in the range of approx. f 5% of the rated value, using the voltage setting device.
2 . 2 Voltage adjusting device The voltage adjusting device VAD is a variable resistor used to set the generator voltage. I t is normally installed a t an easy-to-operate location on the main switchboard.
Type No. Q'ty
L 1
V A D R S
A V R I Automatic voltage regulator / VZKUP- 4 A I 1
cross current compensation Voltage Adjusting device Resistor
I
NRV3- 101 1
! 1
3 . Operation
: ~ ......... ~ ........ ~~ ~ ........ ~~~ ......... 2
Fig. 2.1 Exciter Connection Diagram
Before operating the generator, fully check the inside of the generator. Check if there are any foreign substances, protrusions, loose screws, etc. Also, see to it that the area around the machine is always kept clean.
3 .1 Pre-operation to normal operation 3 . 1 . 1 Precautions before operation
Prior to operation, inspect the followings and check for equipment and operational safety.
3.1 . 2 Operation before generator running Adjust the resistor for voltage setting (VADhearly to the center (the scale position) "6".
Remarks
Using a 500V megger.
Inspection & Confirmation Items 1.Interfusion of foreign substance
2.Electric wire connection part
3.Lubricating oil
4.Measurement of insulation resistance
Criteria & Methods
Remove chips and dust.
Check if there are no loose screws
Ensure that the lubricating oil level exceeds the red mark on the gauge. (in the case of self-lubrication) 1 M W min. for both stator and rotor windings
3 . 1 . 3 Precautions at the start of operation 1 ) Check for each section
At the start of operation, check the following items and stop generator operation if an abnormality is present, and investigate the faulty point. Be careful not to touch the rotating part by the hand during operation.
2 Voltage establishment Since the PMG corresponds to separately-excited power supply, no initial excitation is required. When the voltage not is established, refer to Section 5 "Troubleshooting".
Remarks
Refer to Section 4.
Inspection & Checking Items
1. The sound when start
2. Lubricating condition
Criteria & Methods
No abnormal noise caused by interfusion of foreign matter, etc. is allowed In case of self-lubrication, the oil ring should rotate smoothly. In the case of forced lubrication, check for oil flow.
3 . 1 . 4 Normal Operation 1 ) Inspection and checking for each portion
When the operation is started, check the following items.
No-1oad & On-
load vibration and abnormal noise
3 . 2 Parallel operation When the generator is operated in parallel with other generators already in on-load operation, always use the following method for smooth and careful operation.
Remarks Inspection &
2. Bearing temperature rise
3. Oil leakage
3.2.1 Putting into parallel operation 1 ) Operate the prime mover governor and adjust i t nearly to the frequency of
Checking Items Criteria & Methods
Note the vibration of a cover, etc. caused by poor tightening.
Note rapid temperature increase.
Check the inside after operation stops.
the generator intended to parallel with the bus bar. The difference between them should be within approx. 0.2 Hz (the synchronism indicator pointer turns once per 5 seconds). This is the recommendable value for easy operation and paralleling without giving large shocks to the generator.
Refer to Section 4.
Voltage adjustment The voltage is set so that the rated voltage is generated near the center of voltage regulating resistor (VAD) (near the scale position "6") in the factory test. Also, the adjustment range is *5% max.
2 ) Ensure that the difference of voltages between the generator for paralleling and the bus bar is within 10 V. If the difference is large, the circuit breaker may be tripped due to no-load current after paralleling, or abnormal voltage may be generated in the field circuit and cause field circuit failure.
3 ) Make fine-adjustment of the governor and synchronizing, checking the synchronism indicating lamp or synchronism indicator, then throw in the circuit breaker.
[CAUTIONS] (a) In the synchronism indicating lamp, the phase agrees when the center
lamp goes out and the other two lamps reach the maximum brightness. (b) In the synchronism indicator, the phase agrees when the pointer comes
just above the center (zero hour point of the clock). (c) When the bus bar side load significantly fluctuates, i t is difficult to
operate the governor to make the synchronism indicator stand still a t the synchronous point. If the indicator pointer angle deviates zk 10 degrees or more from just above the center, be careful not to turn on the circuit breaker.
(d) In expectation of the circuit breaker turn-on time, start the operation to turn on the circuit breaker before the synchronous point comes, and throw it on just a t the synchronous point. I t is the correct method. In particular, be careful with a manual circuit breaker.
3 . 2 . 2 Electric power sharing adjustment When synchronizing is completed, control the bus bar-side generator governor to decrease the speed, minding the eequency, and control the synchronized generator governor to increase the speed. The load is gradually shifted and shared.
3 . 2 . 3 Reactive power adjustment With the load balanced a t the load-sharing ratio of each generator, check to see if there is no significant difference in generator power factor and current ratio. Normally no adjustment is required, but when a substantial differential is present, carry out fine-adjustment according to the following procedure: With VAD of the generator in lagging power factor down and that of the generator in leading power factor up, adjust so tha t the power factor becomes the same.
3 . 2 . 4 Separation from bus When the generator in parallel operation i s separated from the bus bar, follow the procedure described below. 1 ) Control the governor of driver for the generator to be paralleled off to
decrease the speed, and control the governor of driver for bus bar side generator to increase the speed. The load of the generator to be ~Eparal leled is shifted around zero.
2 ) When kW has been reached nearly " 0 , trip the parallel-off device circuit breaker.
3 . 3 Overall characteristics of generator and automatic voltage regulator 3.3.1 Static characteristics of automatic voltage regulator
The static characteristics ofAVR used for this series of generator are as shown in Fig. 3.1.
- 3 a. - 6 u > 6
0 450V I n w r voliage
Fig. 3.1 Characteristics of AVR
3 .3.2 Overall characteristics of generator and automatic voltage regulator The generator no-load & full load saturation characteristics are as shown in Fig. 3.2 1 and 2. The field current characteristics A.B controlled with AVR characteristics (Fig. 3.1) are superposed on them. Now, assuming that the generator is operating by the rated rotation with 1 No-load sa~urarion curve
no load, the generator terminal voltage becomes voltage VO a t the intersecting point B ofAVR output curve and no-load saturation curve for setting. If the load is increased here, the saturation curve moves .- to the direction of 1'. Assuming that the exciting current (equal I : to AVR output current) does not
T I ' , '
increase remaining I'B, the generator : voltaee lowers to VL. However. I 8 I ' D i '.\ Field cu r ren r -
since AVR has the characteristics shown in Figure 3.2 A-B, i t detects
Fig. 3.2 Overall characrerirtic of A.C. generator -
micro changes in voltage caused by load increase, increases the exciting current up to I'B to reduce the difference f?om the reference voltage (formed inside AVR) to zero, and maintains the generator terminal voltage a t the value B" . Thus, the generator voltage is maintained a t a certain point on the curve A-B, whereas the load increases and decreases. Also, if curve A'- B' is vertical to the voltage axis, AV = 0, and the voltage variation becomes zero. On the contrary, if the angle formed by the voltage axis becomes small, the voltage variation becomes large. For our generator, the variation is adjusted to approx. f 1%, considering the stability during operation. However, when parallel operation is performed, a reactive compensating circuit is provided and the voltage is adjusted so that it
4 . Maintenance Check I t is advised to frequently carry out the maintenance inspection of a generator. Periodic maintenance inspection extends the Lifetime of a generator.
4 . 1 Maintenance inspection check list
Monthly
Interval
Daily
-vibration - tempenlure
2. Check electric circuit - Earth fault by earth lamp
3. Check loading condition - Voltage, output kW, current
1. Check insulation resistance Caution: Before checking insulation resistance, disconnect and earthed
the ldadr from A.V.R.
Maintenance 1 Refer t o 1. Check bearing
- L.O. condition - oil,ring - nolse
I 2. ~ o ~ t s and nuts I
~~ ~~~
Every 6 1. Change lubrication oil and clean bearing(s). rnontllly At the same time, check lilting or seating o i bearing
; 2. Clean generator I inspect generator winding and air I i r e r i ior dir t , dust and ail and salt vapor i
I Tighten all bolts and nuts. I
accumulation. Blow out contamination by dry and oil free compressed air. Wipe ofraccumulated vapor by a lint iree cloth and adequate solvent
3. Check electrical connection 1
3. Check ventilation openings Check air intake opening and its air idler, clean or replace the filter, i l neceirarv.
- Inspect far loose electrical connection - inspect cracked, frayed, or oil soaked insulation.
Tighten or replace as neccerrary.
4. Check static exciter -Check all wirs and cables lo r frayed or damaged insulation. - Check al l conneclionr t o b e sure they are tight. - Remove cover and remove dirt and dust by lowpressure moisture-free
compressed air or wiping with a clean cloth.
Refez t o separated a i r m l e r manual
4 . 2 Maintenance inspection method Maintenance inspection of each part should be carried out smoothly with a correct method.
4 . 2 . 1 Temperature rise Equipment temperature rise is one of the effective means for judging the absence or presence of nonconforming portions. Referring to the following table, check the temperature a t each section.
Table 4.1Allowable Temperature Rise Limit (Ambient Temperature 45'C)
Equipment Place
Armature winding (Class F insulation)
Rotor winding (Class F insulation)
Bearing
Measurement Method
Resistance method
Resistance method
Allowable Temp. Rise Limit
9 5
9 5
Thermometer method
4 5
4 . 2 . 2 Rectifier check method For the silicon rectifier, use the resistance range of "Tester" and check according to the following procedure.
1 ) Remove the lead wire to the field winding connected to the rectifier stack, either one of the DC side protecting resistors, and two of the three AC exciter output lead wires. If this is not done, the measurement cannot be made since it is affected by the resistance of field winding and exciter winding.
2 ) Rectifier acceptability should be judged according to Table 4.2 below. Table 4.2 Rectifier Acceptability Judgement Criteria
Polarity
Reverse
4 . 2 . 3 Air gap measurement Unbalanced air gap (stator & rotor iron cores) causes abnormal vibration of the generator and worsens its electrical characteristics, resulting in shorter service life of the machine. Also, such unbalance is attributable to loose mounting bolts, base strain, depression caused by a worn bearing, etc. Sraior When unbalance exceeding the specified value occurs, be sure to adjust the gap as well as the centering. S O O K io
The following is the air gap measurement measured
procedure: 1 ) Prepare a clearance (gap) gauge.
(Preferably 300mm to 500mm long) 2 ) Remove the generator cover.
Fig. 4 . 1 Spoir lo bc m e a l l r e d for g a p 3 ) As shown in Fig. 4.3, measure 4 spots
on the circumference of a circle. 4 ) Check if the difference between the maximum and minimum values of gap
falls within 20% of the average values of the gap measurement. Adjust the gap if it exceeds the above value.
5 ) When a clearance gauge is inserted, always Gap gauge do it a t an angle of approx. 15 degrees to the shaft center. Since the rotor surface is slotted and the rotor does not have a concentric circle, the minimum gap may not always be measured if the gap gauge is inserted ~ i g . 4.4 Inserting m g ~ c or gap gauge in parallel with the shaft.
4 . 2 . 4 Bearing and Lubricating Oil Since the bearing and related parts are critical in particular in mechanical functions of a generator, maintenance inspection should be carried out carefully according to the procedure described below:
1) Check the oil level and degree of contamination periodically with a n oil gauge. 2 ) At the start of operation, ensure that the oil ring is rotating. 3 ) When the forced oil lubrication system is employed, check the lubricating oil
for flow and color through the oil sight on the oil outlet side, and ensure that no abnormal condition is found.
4 Control the temperature with a bearing thermometer. Check the temperature regularly every day, and be careful with rapid changes in temperature rise. The bearing temperature 80 to 85°C on the thermometer reading is the maximum standard during normal operation. The possible causes of bearing overheat are as follows. Remove the cause.
a. Low level of lubricating oil b. Contamination and deterioration of lubricating oil c. Excessive thrust load is applied due to installation failure d. The shaft journal part makes intense contact with the upper half part of
bearing due to the failure of direct coupled centering e. The bearing journal part is rough due to electrolytic corrosion caused by
shaft current f. Bearing abrasion or wear causes the bearing gap to increase, and abnormal
contact is made. For the bearing gap, measure the shaft outside diameter and bearing inside diameter in a few or more places with a micrometer. Also, the most precise measurement method is such that before taking out the bearing lower half part, a thin lead wire is placed on the shaft, the upper half part of bearing & bearing cover are put thereon for tightening, and the gap is calculated according to the compressed lead wire size. Calculate the bearing gap by the following equation, and replace the bearing if the calculated gap is exceeded.
C = The gap on the top part
c = D ~ & + o . I or the bearing (mm) 1000 D = Sllaft diameter (mm)
The prerred lead
Bearing
"
Shall
Fig. 4 .5 Mcmmcrnenf of gap 01 bearing
5 ) Check that the oil ring side face is not abnormally worn and the screws in the divided part are not loose.
6) To clean the hearing, use a soft waste cloth free from fiber fray and wipe away
oil. Also completely mop up all oil sediments, dust and metallic powder if deposited at the oil reservoir bottom.
7 ) For lubricating oil in the case of self-lubrication, use the followings or their equivalents: Additive turbine oil I S 0 V G 6 8
For lubricating oil in the case of forced lubrication, the equivalent to the prime mover lubricating oil is supplied. The oil quantity is described in the completion document for both lubrication systems.
4 . 2 . 5 Vibration The balance is satisfactorily adjusted during in-shop test. However, when a significant change occurred in vibration value for some cause, this abnormality may lead to machine failure; i t is, therefore, necessary to investigate the cause in order to take adequate action therefor.
1 ) Cause and countermeasure Cause for abnormal vibration I Countermeasure 1.Foreign material is attached I Remove the foreign material
1 i t within the value 5 1 lOOmm 5.Loosen bolts and nuts / Retighten the bolts and nuts of each part
to the rotor I 2.Unbalance of electrical load
to each phase 3.Inequality of air gap 4.Miss-alignment
4 . 2 . 6 Cleaning of coil, etc. When lower insulation resistance is identified in the stator or rotor, clean them according to the following procedure. Also, when no insulation resistance returns to normal even if the following work is conducted, contact the specialist or our company.
1 ) Cleaning agent used Use non-flammable solvent.
2 ) Cleaning method Using a clean waste cloth moistened in solvent, wipe off the seriously stained portion. The rotor has a bare live part and if dust adheres to such a part, lower insulation resistance may be caused. Therefore, careful cleaning is required.
Remove the unbalance of load
Adjust the air gap Check the deflection of couplings and correct
6.Inproper bearing touch or wide bearing gap
7.Layer short of rotor coil
Adjust the fitting or replace with spare bearing The rotor coil needs to be either repaired or replaced
4 . 2 . 7 Insulation resistance The insulation resistance is one of the important factor for judging the acceptability of electrical equipment performance. An insulating material will change with time due to heat, moisture, vibration, mechanical damage, dust or dirt, oxidation, chemical changes by acid or alkali, independent or combined influence of salt contents, air and oil or the like. The degree of deterioration depends on the environment in the installation place, operating condition and handling frequency. Even if close attention is paid to this equipment, oxidation etc. may give rise to deterioration. Particularly, storing the generator without being used is not preferable. Insulation resistance lowers due to deterioration of the insulator itself, granted that the other factors are constant. From this reason, measuring insulation resistance in a given period of time is useful to check the insulation condition and to check if that equipment is suitable enough to use. Therefore, it is necessary to take the followings into consideration in measuring the insulation resistance.
a .Measure insulation resistance and record the measurements periodically. (Also measure the temperature and humidity.)
b .Measure this insulation resistance in a hot condition immediately after equipment stop.
c . When the equipment is subjected to overload operation or exposed to moisture, water contents, seawater and dust or dirt and always indicates the low resistance value, measure the insulation resistance frequently.
d .In addition to measurement in a hot condition, measure it occasionally even during shutdown a t a room temperature. (By measuring it in a cold condition, the record for influence of moisture and temperature upon its machine insulation resistance is obtained.)
e . Prior to this measurement, the portion using a semiconductor (AVR, etc.), such as a transistor and silicon rectifier, should be isolated from the circuit so that no abnormal voltage is applied, or short-circuited.
1 ) Measuring Method D.C.500V megger shall be prepared. a . Cut off electrical connections as far as possible.
Normally the connections and auxiliary equipment can be isolated by opening the power switch, circuit breaker and contactor. However, when the measurement data is judged to be below the proper value for operation, detach all cables in the terminal par t before measurement. The equipment insulation resistance may often be higher compared with the cables, etc. and the measurement value may make no sense. When the measured value of equipment itself is too low, proceed with this measurement sequentially to the individual portions while cutting off the internal connections until the place where the measurements are lowering is made clear.
b . Short-circuit each terminal of main circuit and exciter circuit, etc. by the blocks. Ground the terminal group on the non-measured side.
c . At the initial moment, the insulation resistance tester pointer may deflect near zero depending on the equipment distributed capacity. Since the resistance value will increase gradually as the charging goes on, read the value of megger after one minute.
d . After completion of this measurement, do not forget to disconnect the short-circuited conductor or lead. (NEVER leave it connected.)
2 ) Judgement of measurements Statorwinding. 1 MQmin. Rotor winding . . . . 1 MQmin.
3 ) Countermeasures taken when the insulation resistance is faulty a . When lower insulation resistance was judged to be attributable to
external conditions, including existence of excessive moisture, dew condensation water on the insulator surface and conductive dust sticking, ensure that the insulation resistance has returned to the satisfactory value after cleaning and drying, then start operation.
b . When the variation &om the previous data has become suddenly large even with moisture and other conditions taken into consideration, separate each section to a small part sequentially as described in para. 1)-a above, and check the cause of lower insulation resistance.
4 . 2 . 8 Check for Exciter The resistors are attached inside the terminal box in the generator upper part: check to see periodically (approx. once per 6 months) if the screws in the connection part and mounting part are not loose or broken.
5. Troubleshooting
6. Disassembly and Re-assembly Precautions 6 . 1 Disassembly Precautions
1 ) During disassembly work, exercise the greatest possible care so as not to damage the insulators and other equipment.
2 ) For a protective board, use a press board 0.8 to 1.6 mm thick. 3 ) To lift up the whole generator, never fail to use the lifting lugs on the stator frame. 4) Store the adjustable liners and bolts, etc. used for the stator frame leg in bulk in
the respective locations. 5 ) During disassembly work, check to see if the space heater circuit is OFF. 6 ) When the bearing is taken out from the bearing bracket, check the alignment marks so that the insertion direction is not confused.
6 . 2 Reassembling Precautions 1 ) Clean the interior rotor and stator with dry compressed air. Check and maintain
the journal part carefully in particular. 2 ) When the parts in the rotary part were detached, ensure that the turning stopper
is provided securely. 3 ) Clean the bearing and bearing bracket internal sections with cleaning agent or
detergent, such as perchloroethylene, and take meticulous care so that no foreign matter intrudesinto the lubricating oil.
4 )When the bearing is assembled, apply lubricating oil to the bearing journal surface and insert the bearing.
5 ) When the bearing thermometer is inserted, apply lubricating oil into the hole for bearing thermometer.
6 ) Do not fail to remove all protectors or guards used during operations work.
7 . Additional Ordering of Spares To place an additional order with us for the spare parts, specify your required parts according to the following:
1 ) DWG No. in Spare Parts List As shown in Fig. '7.1, "DWG No." is described a t the right lower corner in the Spare Parts List.
2 Item No. of the spare parts
Fig. 7.1 Space parts list
DISASSEMBLY OF AC. GENARATOR
Referring to the attached drawing a t next page, carry out the works as follows.
1.Remove the oil drain plug of bearing bracket and discharge the oil.(In case of the
forced lubricating system bearing, also remove oil supplying and oil discharging
pipes and the oil sight box)
2.Remove the cover @ , and disconnect the lead cable of the exciter (J , K) and the
sub-exciter(Ul,Vl,Wl) a t the terminal on the exciter frame.
3.Remove the connecting bolt of sub-exciter stator @ from bearing bracket , then
install the stud holt(1ength : 200-250mm) to the right and left side bolt holes of the
bearing bracket.
4.Insert the protective board (thickness : about 0.5mm) into the air gap part of the
sub-exciter.
5.Remove the sub-exciter stator along the stud bolt. Incase of this work, be careful
not to damage the lead cable a t the cable hole of the bearing bracket.
(It's necessary t o use the protective board and the stud bolt , so the sub-exciter rotor
is permanent magnet type)
6.Remove the thermometer a. 7.Remove the cover @. &Remove the bolt joining the upper and lower parts of the bearing bracket , and
remove
the cap 8 and the upper half of insulating seat@ , and the upper half of bearing.
9.Remove the oil ring @. (In case of forced lubrication , this work is not required
because
it has no oil ring)
10.Take the fan @ off from the fan boss.
1l.Remove the bolts connecting the prime mover coupling and generator coupling.
12.Li "C" part of the shaft with rope , turn upward the lower half of the bearing, and
draw i t off.
13.Hang the bearing bracket @ ,turn it upward along the shaft and remove it.
14.Apply rust preventing oil on the shaft journal and cover i t with protective wrapper.
15.Insert the protective board into the exciter rotor.
16.Insert the protective board into the generator gap. (Insert i t up to the thickness as
close to the measurement of gap as possible.)
17.Remove the fixing bolt of the exciter frame @ and place the exciter stator on the
exciter rotor.
18.Slacken the rope at "C" pa r t , place the rotor on the generator stator core, and
withdraw the exciter stator frame.
19.Hang at " B and " C parts of the shaft , transfer the rotor to the non-driven end
, and separate faucet from the driving shaft, and transfer the rotor further.
20.Place the rotor on the stator core , and withdraw the fan @ .
21.Attach the joint shaft a to the flange, change the rope hanging to "A" part and
with further moving, and the center of position "G" of the rotor goes out of stator.
22.Bind the rope at the center of gravity "G" and , with single rope lifting, pull the
rotor out of the stator.
NISHlSHlBA ELECTRIC CO., LTD.
Head Office & Factory:
Tokyo Bran&
Tohoku Branch:
Kansai Branch:
Chubu B m c h :
kyushu Branch
1000 Hamada, Aboshi - ku, Himeji, 671 - 1280, Japan.
Shiba SIA Building, 6 - 10, Shiba 1- chome,Minatn - ku, Tokyo, 105 - 0014, Japan. Phone : Tokyo (03) 3454 - 6411 Facsimile : (03) 3454 - 6340
Takeyama Kousan Kimati - dori Building, 8 - 28, Kimati - dori 1 - chome , Aoba - ku, Sendai, 980 - 0801, Japan. Phone : Sendai (022) 262 - 4820 Facsimile : (022) 215 - 3263
Shin - Osaka Iida Building, 5 - 33, Nishimiyahara 1- chome, Yodogawa - ku, Osaka 532 - 0004, Japan. Phone : Osaka (06) 6397 - 3472 Facsimile : (06) 6397 - 3475
Toshiba Nagoya Building ,33 - 10, Meisei 2 - chome, Niihi - ku, Nagoya 451 - 0064, Japan. Phone :Nagoya (052) 532 - 1831 Facsimile : (052) 532 - 1861
Toshiba Fukuoka Building, 4 - 1, Nagahama 2 - chome,Chuo - ku, Fukuoka 810 - 0072, Japan. Phone : Fukuoka (092) 722 - 2448 Facsimile : (092) 722 - 2300
Chugoku Branch : Grand Otemachi Bdding, 11 - 2, Otemachi 2 - chome, Naka - ku,Himshima 730 - 0051, Japan. Phone : Himshima (082) 244 - 1830 Facsimile : (082) 247 - 4098
O p e r a t i o n M a n u a l
f o r
Air F i l t e r
I M P O R T A N T
Before operating the product, read thoroughly the Safety Precautions and Notes o n Operation and Maintenance described in this Operation Manual so as to become familiar to their contents. Keep this operation manual at your fingertips even after reading it.
--
NlSHlSHlBA ELECTRIC GO., LTD.
1 Safety P r e c a u t i o n s 1 1 . Foreword Thank you for your purchasing our product, Nishishiba Generator. T h e product and the operation manual contain important information on safe use of the product and preventive measures against personnel injury and product damage. Operators should read this operation manual before starting operation and observe the contents of the manual.
Besides the operation manual, be sure to read the safety indications and operation name plates designed to prevent injury to operators or bystanders, and material d a m a ~ e and attached to the Kenerator mainframe before operation.
that they can Keep these safety-indications and operation nameplates clean so be read at any time, and d.0 not detach any of them. In the case of dirty or damaged name plate, contact us for a new name plate.
Keep the operation manual at your fingertips even after reading daily operation.
it for your
Ahen you hand the generator to end user, be sure to attach this operation manual to the machine.
2 .Qualification of Operator I
.This generator shall be operated by qualified operator in accordance with laws and regulations (the Industrial Safety and Health law, and the likes)
.Even in work not regulated by laws and regulations, work shall be carried out under the guidance of expert who is well informed of generator and i t s operation.
3 . Safety Indications and Safety Signs T h e product and the operation manual contain important information on safe use of t h e product and preventive measures against personnel injury and product damage. Understand the follow in^ safety indications and read the text and observe the - contents described.
[ Explanations of Safety Indications]
C A U T I O N
A
Indication
This indicates pressing D A N G E R , and if it is not avoided, personnel death or serious injury results, therefore, it is the most emphasized special information.
Meaning of indication
This indicates potential danger, and if it is not avoided, middle or slight injury may result, therefore, i t is a special information. O r it indicates potential danger leading to only physical damage.
N O T E 1 : Serious injury includes loss of sight, injury, burn (high temperature and low temperature), electric s h o c k , fracture, poisoning, and so on ca;sing aftereffect and requiring hospitalization or regular outpatient treatment for a long t e r m .
N O T E 2 : Medium damage or injury includes burn, electric shock and so o n not requiring hospitalization or regular outpatient treatment f o r a long term, and material damage includes damages in properties, and facilities.
/ Safety P r e c a u t i o n s / [ Explanations of Safety Signs ]
1 Sign I Meaning of Signs -
Indicates what is prohibited (what should not be done). Its concrete prohibited contents a r e indicated by illustration or text in or around the sign.
Q Indicates what is compulsive (what should be done) Its concrete compulsive contents a r e indicated by illustration or text in or around the s i g n .
Contents
1 . N e c e s s i t y o f A i r F i l t e r ......................................... 5
2 , M o u n t i n g p o s i t i o n o f A i r ................................. 5-6
3 . S t r u c t u r e o f A i r F i l t e r ......................................... 6-7
4 . M a t e r i a l of A i r F i l t e r ......................................... 7
5 . D e t a c h m e n t a n d A t t a c h m e n t o f A i r F i l t e r ........................ 7
..................................... 6 . M a i n t e n a n c e a n d I n s p e c t i o n 8
1.Necessity of Air Pilter An electric system functions as the nervous system of vessels, and especially in an A t generator, i t functions as the cardinal system, thus, it has the most important function in vessels. Different from generators to be used on land, AC generators for vessels are used under rather bad conditions such as atmosphere containing a lot of oil drops, salt content, uater content, dust and so on, and high temperature and severe humidity. An air filter i:, arranged to filter oil, salt, water, dust and so on in air, and thereby supply purified cooling air to a generator, and maintain its performance.
2.Mounting Position of Air Filter An air filter is mounted at the cooling air supply side of a drip-proof generator. There are 2 mounting methods of air filter, namely mounting at only one side of the generator main body (as shown in Pig.l), and mounting at both the mainframe s i d e and the terminal box (as shown in Pig. 2).
I Air filter
I I t - A i r f i l t e r
Air f i l t e r
F i g . 2
3 . S t r u c t u r e of A i r F i l t e r T h e s t r u c t u r e of a i r f i l t e r i s shown i n F i g . 3 and P i g . 4 .
A - A c r o s s s e c t i o n
A i r f i l t e r m o u n t i n g
A i r f i l t e r
f r a m e
P i g . 3 S c r e ~ t y p e
Air flow
Fig. 4 Insertion type
4.Material of Air Pilter We use the following air filter as our standard one:
I Heat resistanre temperature 1 100
Manufacturer
Product No.
Material
Retention volume
Toyobo G o . , Itd.
F / #292-K
Polyester (flame resistance)
580gl
. A i r filter
Recycle through cleaning
Air filter mounting frame
Up to 10 times
5. Detachsent and Attachment of Air Filter T h e filter frame is of screw type for easy detachment and attachment. T h e air filter is of screw type or of insertion type. In the case of screw t y p e , remove screws to take out air filter, while in the case of insertion type, pull up a i r filter frol the cover.
6.Maintenance and Inspection
1. Before maintenance inspection work, be sure to turn OFF the generator .Otherwise, you may be caught in .
2. Do not carry out work in a hot line status. Otherwise, electric shock may result.
Clogging of air filter owing to dust and dirt will decrease the cooling air amount o f generator and cause overheat of generator, therefore, pay sufficient attention in your inspection. (1)Check the air filter for clogging owing to dirt about once a month.
Judge the dirt degree by the measurement of supply and exhaust temperatures of power generation.
(2)Cleaning Interval : Cleaning interval may differ with service environment, but clean the air filter once in 3 to 5 months.
(3)Cleaning Method : Remove the air filter from the mounting frame, and clean it in the following procedures: (a)In the case of dust with much carbon or o i l , dip the air filter in neutral
detergent liquid for several minutes, and push and clean the air filter by use of its cushioning property. D o not use organic solvent such as benzene.
(b)Wash dust away by jetting cold or hot water by use of a hose. (c)In the case of only dry d u s t , blow dust away by jetting compressed air.
($)Notes in Cleaning (a)In water cleaning, avoid strong water jet. (The use of spray nozzle ill not
damage the air filter and will be effective.) (b)Do not rub or squeeze the air filter. (Be sure to push and clean it. The
material of air filter is hydrophobic, so leave it alone after cleaning to dry it up.)
(c)Rhen attaching the air filter to the mounting frame after cleaning, make sure that it is completely dry.
(d)The air filter can be recycled up to 1 0 times or s o .
NISHlSHlBA ELECTRIC CO., LTD.
Head Offioe & Factory:
Tokyo Branch:
Tohoku Branch:
K m a i Branch:
Chubu Branch :
kyushu Branch:
1000 Hamada, Aboshi - ku, Himeji, 671 - 1280, Japan.
Shiba SIA Building, 6 - 10, Shiba 1- chome,Minato - ku, Tokyo, 105 - 0014, Japan. Phone : Tokyo (03) 3454 - 6411 Facsimile : (03) 3454 - 6340
Takeyama Kousan Kimati - dori Building, 8 - 28, h a t i - don 1 - chome , Aoba - ku, Sendai, 980 - 0801, Japan. Phone : Sendai (022) 262 - 4820 Facsimile : (022) 215 - 3263
Shin - Osaka Iida Building , 5 - 33, Nishimiyahara 1- chome, Yodogawa - ku, Osaka 532 - 0004, Japan. Phone : Osaka (06) 6397 - 3472 Facsimile : (06) 6397 - 3475
Toshiba Nagoya Building, 33 - 10, Meisei 2 - chome, Nishi - ku, Nagoya 451 - 0064, Japan. Phone :Nagoya (052) 532 - 1831 Facsimile : (052) 532 - 1861
Toshiba Fukuoka Building, 4 - 1, Nagahama 2 - chome,Chuo - ku, Fukuoka 810 - 0072, Japan. Phone : Fukuoka (092) 722 - 2448 Facsimile : (092) 722 - 2300
Chugoku Branch : Grand Okmachi Building, 11 - 2, Otemachi 2 - chome, Naka - ku,Hiroshima 730 - 0051, Japan. Phone : Himshima (082) 244 - 1830 Facsimile : (082) 247 - 4098
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Ishikawaj ima-Harima Heavy Industries Co., Ltd
TOKYO JAPAN
Water washing procedure o f
RH.. 3 type Turbo Charger t u r b i n e s i d e
D A I H A T S U D I E S E L MFG. C O . , L T D . T E C H N I C A L D E P A R T M E N T
O S A K A , J A P A N .
CHECKED BY
A P R . 1 5 , 2 0 0 2 APPROVED BY --- .- -- -
W~~ Water Washing procedure of RH..3 type Turbo Charger turbine side.
(Appl icable for the engine specified to use HFO.)
To remove ond reduce the corbon occumulotion on tul.bine blades by impoct force of fresh wader drips occderoled with i-iigh velocity exiiaust gos flow, conduct the water-injection fro~n \~ate~,pouring noule fitled ot furbo chorger inle! exlioust gas pipe. Water injected is portiolly evc~poroted and the remaining is clischorged tlhrougli droin pipe.
1 .Interval of the Water Washing Conduct the woshing with the interval oi every 250 hours
2.Engine Load Conditions for Washing. Adjust ond keep the engine Iood to produce the exhaust gas of turbochcrger inlet temperature to be from 300 to 350°C for about 10 min.ond then corry out the woshing.
3. Washing method ( 1 )Connect gouge boord @ with rubber hose @ to the water-pouring nozzle @I on
turbo chorger inlet exhaust pipe . (2)Connect the rubber hose @I to the gauge boord @. (3)Open the stopper volve 13.ond fill fresh water in the line before the
water-pouring noule Q oncl close the stopper volve O after woter pressure settled down.
(4)Open the droin cock @I. (5)Fully open the water-pouring noule @. (6)Slowly open the stopper valve @ to obtain the water pressure of 0.05 to
O.OBMPo(0.5 to O.Bkg/crn2) watching the pressure gouge a. (7)Water-pouring time i s about 5 to 7 minutes. (8)In case of woter doesn't disc:horge through drain pipe over 5 rnin. woter-pouring .
adjust wafer pressure to obloin the volume of woter discharge to be obouf 0.1 Llmin.
(9)Close woter-pouring noule 0 offer specified 5 - 7 rnin. (10)Confirm that woter discharge has finished, close the droin cock @.
( 1 1JAfier wafer-pouring cleaning. keep the engine running with some load for about 5 lo 10 minutes.
Note: 'While the woter-pouring, keep watching and poy otlention not fo lead excess of water-pouring or drain pipe blocking with carbon.
"Even if dischorge of drain can't confirmed, do not conduct woier-pourifig over 7 ~ninutes.
'After woter-pouring cleaning, remove the lubber hose from woshing noule?.
I .
- -
/ w a t e r - p o u r i n 9 C l e a n - i n s P r o c e d u r e o f - ~urbine]
W a t ( 0 .
G a u e e ( 0 - 0 . 2 M P a ) / Q
D e t a i I " A "
-- -- e r p r e s s u r e 0 5 - 0 . O B M P a ) W a t e r
b o a r d
/ ~ o s e c o n n e c t i o n -
A Supplement to instructions manual of RH143/163,1831203
1. The points o f Inspection
1.1 Every 400 hours: Check all fixing bolts = Note This check is to prevent a leakage of exhaust gas and lubrication oil due to looseness of bolt and nut.
1.2 Every 1200 hours: Check the rotation of rotor
A caution Check if the rotor rotates smoothly by hand. If the rotor rotates heavily or touching noise occurs, the turbocharger must be dismantled for inspection. (Refer to the Instruction
1.3 Every 4800 hours: Chec
1.3.1 How to measure clearances @)Axial clearance
: Push turbine shaft to turbine side end by hand. :Set dial gauge to zero.
: Push turbine shaft to compressor side by hand. : Record the reading on dial gauge. :This reading is axial clearance.
1.2 1200 U+BEJS: !?-E>0-9cr)B$iK% (Photol)
A 2% "/f>n-9%+BLL. ~I#WI\YB%<B <BhI~iEST3-0 E<B6Ee+%&Ea~6%el~z%T .PUIPH~Q~~%E~~TTFSL\~ (FdB32 BAPBu 1.3.3 qi??%,FLT<f?$l\,
ZzZq 1.3 4800 U+W& 1.3.1 9-P>0-9D9')75>Xfi@/Eti1ll
Z% ~i5!Jzm9')77>Xa~ti14 Photo 2 : 9-f>~-9%9-f>fl4l~H-6tt8+~
@Radial clearance : Set the dial gauge pointer at the top end of compressor impeller and set dial gauge to Zero.
Repeat the measurement at least 3 times, and check if the average recording is within permissible range in below Table 1.3.2. In case of overhaul or inspection, refer to the Instructions manual and Chap. 1.3.3.
A Caution Cover Lub. oil inlet and outlet with rag to avoid dust invasion.
Compressor impeller is made of ALalloy. Be careful not to make the impeller blades bent or damaged.
1.3.2 Permissible range of clearance (mm)
Turbo- Axial Radial charger (When delivered)
RH143 0.06-0.12 (0.45-0.60)
0.08-0.15 /203 (0.45-0.60)
1.3.2 9 1 ) 7 7 > ~ 3 % @ (&fi rnrn )
1.3.3 Overhaul and inspection Instructive points of overhaul
FiJlJ It is recommendable to have overhaul cleanina and ins~ection at everv about 4800 hours use. I; 1 7 case heavy contaminaiion is found, the interval of overhaul should be adjusted as occasion demands.
Be careful the carbon covered over the shroud part of turbine housing is quite hard to remove it and looks like metallic surface. Gas passage
Check if there is groove due to erosion on th surface of gas passage.
Radial tip clearance at gas outlet part
Clearance R1 +R3. R2+R4 (Design value in mm)
RH143/163 0.70 x 2 = 1.40
RH183/203 0.90 x 2 =1.80
Clearance R Measuring Position R4 R2
R3 :Clearance gauge
Please check and clean if carbon and sludge of lubricating oil accumulate at back wall of turbine impeller and groove of seal ring. (Refer to Chap.3)
m Soak only turbine wheel part up to rear wall in hot water or carbon removal solvents.
Recommended replacement interval of floating and thrust bearing is 2 years.
This part must be covered by rust preventive oil.
In case of turbine wheel cleaning by soaking in hot water or carbon removal solvent, rust preventive oil must be applied to the turbine shaft from groove for seal ring to the end of compressorwheel side before soaking of it. If protection is not enough, corrosion can be occurred. (Refer to Fig. 2)
Seal ring must be replaced at every overhaul and remove the carbon deposits from sealing groove, if accumulated. As for the wear of sealing groove of turbine shaft, refer to Fig. 3.
I[ Worn area
@Rix Unusable For reference:Standard Dimension
G %- :@%22€ISE
2. Cleaning of Turbine side parts Carbons at shroud part of turbine housing and turbine wheel normally include very hard layer of Calcium and Vanadium. Therefore clean them by hard wire brush or scraper. (Remove the dropped deposits in turbine housing surely alter cleaning.)
2.1 Cleaning procedure
Turbine wheel (Sample after cleaning: Photo 6) 1) Remove the carbon carefully by wire brush or
scraper. 2) If it's hard to remove the carbon, soak only
turbine wheel in hot water or carbon removal solvents according to Chap. 1.4 Fig. 2.
Turbine housing (Shroud part) 1) Remove the carbon carefully by wire brush or
scraper. 2) If it's hard to remove the carbon, penetrate the
cleaning solvents in way of covering by wet rag that is soaked with solvents.
3) Photo 7, 8 show a sample of utilizing cleaning tools. This pneumatic tool that has bundled about 30 wires (2mmlpc) works effectively to remove carbon deposits on gas passage. Use it not to damage material of turbine housing itself. Also do not use it for cleaning of turbine wheel in order to prevent the damage for turbine wheel.
9-f>/\95>!7-(5179F3) 1 ) E1\74-t?775+X9b-/fl=TTSl~
h-*>g%kLr<t:si\o 2) h-*>h~%kLIZ<l\%eI$31X%Iz
% I ~ ; Z % ~ % ~ T ~ ~ ~ ~ F I Z % ~ $ % ~ ~ S B$eT<t:$l\o
3) Photo 7. 8 I&17-74?775TcT)ISE (O%FP%. x@ % 2mm/l *kt 30 * EE%;tahbT6;L). T/H f iXSB30h - * > E U ~ ~ * ~ * Y ~ % ~ L I Z G % P % ~ Z O ) A ~ ~ Z E % E H $ ~ ~ ~ E ~ I ~ I \ ~ ~ >~D@H5hllL)&!htbl\%. ZZLTR HLT<t3L\, ~. @H5E&96%HW&L)Z3-DT9 - f > ~ ~ a I ~ ~ l = l k ~ H L G L \ T < t : $ L \ ,
RH143-203AP-1 .RO
.The degree of contamination on turbine wheel and its surrounding area differs from the individual operating condition. Even after the certain running hours shorter than the recommendable overhaul interval, thick carbon may accumulate on turbine wheel and the area surrounding it. Excessive unbalance causes touching of turbine impeller and compressor wheel at shroud part, which may lead to damage of bearing part. Therefore special care should be taken so as to overhaul and clean earlier for prevention if engine is running with heavy fuel oil.
Remove the carbon deposits on turbine wheel evenly as much as possible. Uneven cleaning may cause the unbalance of rotor.
Confirm that the rotor can turn smoothly by hand after cleaning.
In case of the coated turbine housing, do not damage or tip the coated parts when cleaning gas passage.(Fig 1 XPos.1)
3. Accumulation of carbon deposits Oil leakage or bearing damage can be occurred by coking of lubrication oil around the sealing section, because of heat soaking from turbine impeller alter engine stopped. Photo 10 shows slightly coked deposits in LO space around seal ring at turbine side Photo l l and 12: After cleaning. If accumulated carbon deposits are observed around it, remove deposits and do not damage the sealing surface. The seal ring must be renewed at every overhaul.
In order to mitigate the coking phenomenon, idling operation before engine stop is recommended for more than 15 minutes. (Ref. Fig 4) In case it is impossible to do idling, start a priming pump as soon as engine stopped and supply Lub. oil for more than 15 minutes. (Remark 1)
Remark 1 Such priming pump may automatically or always be operated during standstill according to the engine specification. For the detail, consult with engine builder
A Caution In case the engine is forced to stop emergency, the following measures must be done. LO stop
Coolingdown by Lub. oilpriming pump should be done immediately.
i'l Before restarting of the engine, check the rotor condition according to Chap. 1.2. (Inspection at every 1200hours) In case abnormal condition of rotor is observed, carry out the cleaning and overhaul inspection of the turbocharger.
Engine stop with cooling
779-9-1)>9%WE
FOREWORD
To make full utilization of the IHI Exhaust-Gas turbocharger (hereinafter briefly called "turbocharger"), i t is important to comply with the procedures for operation and maintenance as well as instructions contained in this instruction manual. Operate the turbocharger after reading through this instruction manual.
CAUTION
1. Order and inquiry (1)When ordering the parts, clearly indicate the
following symbols in your order sheet.
Type RH.. . Serial - No. As stamped on the rating
plate of turbocharger (Refer to Fig. 1)
Part number and designation As pre Fig. 2 and parts list Quantity J
(2) Address your order and inquiry to our agencies and service offices or engine builder's service stations.
2. Exemptions of liability In respect of accidents during the guarantee period that are recognized as being clearly attributable to IHI' s design or manufacture, IHI will make repairs free of charge, but IHI will assume no responsibility even during the guarantee period for the following accidents.
(1)Accidents due to the use contrary to the instructions contained in this manual
(2) Accidents due to a neglect of periodic replacement of wearing parts
(3)Accidents due to the use of parts other than IHI genuine parts
(4) Accidents due to the use in excess of the rated capacity
3. Communication Regarding the doubts about this instruction manual, obscure points therein, special cases not stated therein or any disorder, etc. , please contact the engine manufacture or the nearest IHI business office.
1. Construction and function 1.1 Construction of turbocharger The RH143/163 type turbocharger consists essentially of a mixed flow turbine and a radial flow compressor, assembled as a single unit.
(1) Turbine The exhaust gas from the diesel engine flows through the turbine housing to the turbine wheel and provides the rotating torque to the turbine shaft. The exhaust gas flows through the exhaust housing to the atmosphere. Seal ring and heat shield are provided so that gas may not adversely affect the bearings.
(2) Compressor The compressor wheel fitted to the turbine ) shaft receives the rotating torque, induces air through the silencer, and delivers it to the cylinders after compression. Seal plate and seal ring are provided so that air and oil may not leak.
(3) Bearing A . Thrust bearing Since thrust force is constantly applied to the turbine shaft, the thrust bearing is provided to prevent move of the shaft due to thrust force.
B. Journal bearing A floating type is employed. In comparison . with the ordinaly fixed type, a dual oil film is formed on the internal and external faces of. the bearing. The bearing bush rotates and the sliding speed of each bearing face is lower than the turbine shaft speed, resulting in an increase of dynamic stabilization.
1 . 2 %@iE!. % o m 1.2 SecLional drawing and parts lis
49H 2. R H 1 4 3 / 1 6 3 %i@k$h%@i%~ fq& 1. %%25 Fig. 2. Sectional drawing for type of RH143/163 Table Parts list .
T h r u s l c o l l a r ( b e a r i n g s i d e )
- 5 S e a l i n g bush - 6 S h a l t end hexagon n u t - 1 S e a l r i n g
20 - I Compressor wheel 30 - I Compressor h o u s i n g
- 2 Cross - recessed head screw M6x21 - 3 Compressor s i d e c l a m p - 4 l lexagon head b o l t M8xZO - 5 Compressor s i d e l o o 1 - 6 Hexagon head b o l t M8x25 - 1 S p r i n g l o c k washer 8 - 8 P l u a C3/8 - 9 P u e i i n g
35 - I D i f f u s e r 10 - I Sea l p l a l e ( compressor r i d e )
- 2 Sea l p l a l e ( b e a r i n g s i d e ) 50 - I D e a r i n g h o u s i n g
- 2 B e a r i n g bush Snap r T n g Hexagon head b o l l M6x35 S p r i n g l o c k washer 8 0 r i n g Heat s h i e l d Knock p i n B l a i n d f l a n g e P u c k i n g Hexagon head b o l l Max25 S p r i n g l o c k washer 8 F l o a l i n g j o u r n a l b e a r i n g T h r u s t b e a r i n g T u r b i n e h o u s i n g T u r b i n e s i d e c lamp Hexagon head b o l l Max16 S i l e n c e r A i r l i l l e r l lexagon head b o l l hl8x30 S p r i n g l o c k washer 8 Exhaust h o u s i n a - P l u g P u c k i n g T u r b i n e s i d e T o o l S l u d b o l l M8 l lexaaon n u t Y6
1.3 Structual drawing
4 3. R H 14311 63%Bf%.%&8H Fig. 3. Structual drawing for ty p e of RH1431163
6 R H 3 4 0 IS
2. Operation ,c., :,-
2. 1 Lubricating oil ..,: -. i
The RH turbocharger can be connected to the lubricating oil system of the diesel engine. Therefore the lubricating oil must have the quality mentioned in this manual as well as according to the engine builder' s recommendation.
I
SAE No.
2.1.2 Interval for oil changes and replacement of filter
The oil must be changed according to the engine builder's recommendation. Ensure that the fine filter preceding the turbocharger is kept clean, and the filter element must be cleaned or replaced periodically.
2.1.1 Recommendable oil specification
2. 2 Operation For new or overhauled turbocharger. note the following points.
API Service class
SAE No.
Maximum 1.0. temper- ature at the inlet of turbocharger (' C)
2 0
2 . 2. 1 Before taking into service All pipes have to be fixed in a way that there are no forces which could deform the casing. Any deformations on the casing can affect the bearings.
All lubricating oil pipes must be cleaned thoroughly before taking into service.
3 0 CC. CD
Before starting the engine, always operate the prelubrication system with inlet oil pressure 0. 5 - 1.0 (kg/cmzC).
4 0 20
6 0
Cooling-water must be circulated in the bearing housing.
Pipeworks must be vented at the highest point.
3 0
8 0
Use only fresh water.
4 0
9 0
2. 2. 2 When first taking into service Check all gas, air, oil, and water pipe connections for tightness.
Oil inlet pressure must be 2 - 5 (kg/cm2) during operation at least 1 (kg/cm2) at idling. Oil inlet pressure must be at least 1.2 (kg/cm2) at low load operation (gas inlet temperature is less than 450°C and turbocharger speed is less than Nmax X 0 .6 )
Temperature increase of cooling water in bearing housing must be adjusted 4 - 8 ('C) at full load by putting orifice plate in water exit line to get property water quantity.
Before stopping engine, idling must be done at least for 5 minutes not to carbonize the oil by the heat from turbine wheel. In case i t is impossible, the engine must be stopped after starting up of priming pump. Priming pump must be operated at least 5 minutes after stopping the engine.
according to operating conditions, following intervals are recommended
2.3.1 Periodical inspection and maintenance
Application
Inspection Marine engine & generator points
Checking of clamped parts for tightness
Rotating condition of turbine shaft
lnspection interval
Every 4 0 0 hrs
Every 1 2 0 0 hrs.
Every 2 4 0 0 hrs.
Every 4 8 0 0 hrs.
item
Checking of clearance of turbine shaft
Disassembling. cleaning and inspection
Cleaning and inspection of oil filter In accordance with instruction manual of the engine manufacture. Engine oil change
lnspection of oil pipe system
lnspection of intake and exhaust pipe system
, . . 2.3.2 EPJI&S~~ 2. 3. 2 Procedures for periodical inspection 2. 3. 2. 1 %$%6lf%Dfi$% 2. 3. 2. 1 Checking of clamped parts for Lightness
&SD$'lbE. t ~ E D @ a + % f i @ L T F S Check up clamped parts(bo1ts & nuls) for
L'o tightness.
2. 3 . 2. 2 Rotating condition of turbine shaft After removing suction pipe or silencer. check up the rotating condition of the rotor by listening to the rubbing noise. II' there are any during rotation or the rotor does not rotate smoothly, the turbocharger shoud be dismantled.
2. 3. 2. 3 Checking of clearance of turbine shaft Clearances must be measured in accordance with following figure.
Allowable axial clearance is shown as follow.
(~xial clearance) 0.06 - 0.12 (rnm)]
Allowable radial clearance is shown as follow.
When measured clearances are over the high limits or when the scoring or excessive wear is observed on the bearing surfaces, replace thrust and journal bearing.
For safety operation, replacement of thrust and journal bearing every 2 years is recommended independent of operation hours or clearance measurements.
I 4 . kb52P~Wi01,3i!$Jgffl Pig. 4 . Measuremenl ol bearing clearances
10
I 6" 2. 3. 2. 4 Disassembling. cleaning and inspection
Dismantle the turbocharger from engine. disassemble, clean, and inspect i t in accordance with following 3.
2. 3. 2. 5 Cleaning and inspection of oil filter & engine oil change
In accordance with instruction manual of the engine manufacture.
2. 3. 2. 6 Inspection of oil pipe system Check up the clamped parts for tightness and oil leak from oil pipe connections.
2 . 3. 2. 7 Inspection of intake and exhaust pipe system.
Check up the clamped parts for tightness and air & gas leak from pipe connections.
2. 3. 3 Operation figure of engine I t is advisable to keep a close check on the whole engine data and record i t in a log book, since this allows conclusions to be drawn regarding the condition of the turbocharger.
If these data deviate appreciably from earlier figures, find out the causes.
The following should be entered in the engine log book.
.Output of the engine
.Engine speed
.Air inlet temperature
.Pressure of charged air
.Air temperature after compressor
.Air temperature after charged air cooler
.Exhaust gas temperature after cylinder
.Exhaust gas temperature before turbocharger
.Lubricating oil temperature before turbocharger .Lubricating oil pressure at the inlet of turbocharger or the outlet of oil tank
3. Maintenance I C I \ 3.1 Cleaning \
3.1. I Turbine shaft, casing and compressor wheel Dip the parts in warmed solvent to make deposit soft. Remove the deposit with a plastic scraper or a hard-bristled brush. Do not use a wire brush.
3.1.2 The other parts and filter of silencer Clean them in light oil.
3.1. 3 Notice Do not dip a silencer in solvent.
Do not dip a O-ring in light oil
Clean all parts by blowing air and wipe them by waste clothes after washing. Especially, clean the oil passage in the bearing casing and the thrust bearing by blowing air.
3.2 %#MZg 3.2 Tools 3.2.1 fizfd#l#gS 3. 2.1 Necessary tools 3.2.1. I (53$@%& LT*&lci$E) 3. 2.1.1 Special tools (supplied by IH1) ,,-9azgg ------------- 1 fl Designation Quantity
y-k1)7?'a]~~7'j{+ -------- 1 rn Turbine shaft locking tool ------- 1 ;If77' '179. HRT7' j 4 t ------ 1 rn Seal ring ST plier --------------- 1
Snap ring RT plier --------------- 1
3. 2. 1. 2 General tools Open ended spanners (10/13/24) Torque wrench (13mm. 80kgf .em) Torque wrench (13mm. 250kgf .cm) Torque wrench (24mm. 510kgf .cm)
:left-hand thread Torque driver (45kgf .cm) Plastic hammer Screw driver
3. 2.2 Measuring tools Magnetic base Dial gauge
I .. - 3. 3 MTlkZfB , L 3.3 Disassembling the turbocharger m% 5. i!%%&%@$m~%%P.c?~& Refer to fig. 5. Disassembling and assembl ing.
~&wB Caution i!a%@%17~. ?to GK$5-$gZiZli, !l3+9-t. 7ffllJ Before removing turbocharger from engine.
@iq@jlaRS L&%H6-laflS iZflifTFS L x 0 fit clamps on turbine side foot .as shown o n Fig. 6-1.
3. 3.2 fgEs0@9k L - 5-1 %g.c?TS L \ 3.3.2 Removing silencer -Refer to fig.5-1 @l;;R$. kE (M8) %~Q%%o ORemove hexagon bol ts(M8).
@im%%@~b%o @Remove silencer.
~ ~ ~ % & @ cl !%%I%, & ~ 3 % 7 % @ ~ 3 L fi Take care no to damage the punched metal
L \ L 5 IZ <*.&ST ?5 L \ o when dismantaling silencer.
3. 3. 3 177' b1i)zg$af119L L - (qm 5-1 Bp,BT& L \ 3. 3. 3 Removing compressor housing -Refer to fig. 5-1 @Remove hexagon head bol ts(M8x20.25) @Remove compressor side clamps. @Remove compressor housing.
Take care not to damage the compressor blades when removing compressor housing.
3. 3. 4 Removing diffuser -Refer to fig. 5-1 @Remove a cross-recessed head screw(M6). @Remove diffuser.
Do not remove diffuser except for inspection or replace.
3. 3. 5 Removing exhaust housing & turbine side foot -Refer to fig. 5-1
@Remove exhaust housing. @Remove turbine side foot.
Before removing turbine side foot, insert a support under turbocharger.
3. 3. 6 ln. bvi)%$Dl$.$$ L - !$a 5-1 %!gF 3 L \ 09-t' ?$bBliZEa%?-t' ?$~f~kbt:oji./r. 3. 3. 6 Pulling out compressor wheel
l~@i$1?6. -Refer to fig. 5-1 O$lbltrE (Ml2) &fl@b%~ Olnstall turbine shaft locking device to
+DR. SdMtvE liZ%Y. T%DTC&ST gas outlet flange of turbine. housing. $ L \ o @Remove shaft end hexagon nut (M12).
@1?7' blt3$%%@60 This nut is left-hand threaded.
127' b,14t3Slaf&fl1 9 hiBil%fJ%@kk. %$ @Pull out compressor wheel. % 100 ('c)E~TDZET%$K@&T~> G When i t is difficult to pull out by hand. %81? TF S L \ o heat compressor wheel evenly below 100 ' C .
7 Removing seal plate -Refer to fig.5-1 @Remove hexagon head bolts(M8) and ; &
spring lock washers. @Using the removed 2 bolts. push up seal
plate (compressor side. turbine side) with sealing bush. Take care not to damage the '0" ring and not to dip in the light oil.
8 Removing thrust collar and thrust bearing -Refer to fig. 5-1
@Remove thrust collar (compressor side) @Using the removed 2 bolts for seal plate.
push up thrust bearing. @Remove thrust collar (bearing side)
9 Removing turbine housing -Refer to fig.5-2 @Remove hexagon head bol ts(M8). @Remove turbine side clamps. @Remove turbine housing.
The material of the bolts(M6) for turbine hosing is heat-resisting steel, therefore do not mix them with other bolts.
When removing is difficult, tap the turbine housing by using plastic hammer.
10 Pulling out turbine shaft -Refer to fig. 5-2
Do not remove seal ring except for inspection or replace.
11 Removing heat shield -Refer to fig. 5-2 When removing is difficult, tap heat shield by using plastic hammer.
12 Removing seal ring -Refer to fig.5-3 3. 3. 12. 1 Removing seal ring (compressor side)
@Remove sealing bush from seal plate. @Remove seal ring from sealing bush by
using seal ring plier which is supplied as a tool.
3. 3. 12. 2 Removing seal ring (turbine side) @Remove seal ring from turbine shaft by
using seal ring plier which is supplied as a tool.
When removing seal ring by using seal ring plier, hold seal ring by finger. not to apply excessive stress.
3. 3. 13 Disassembling bearing -Refer to fig. 5-4 @Remove outer snap ring by using snap ring
plier which is in the tools. Take care to prevent damage to floating journal bearing by using plier.
@Remove floating journal bearing.
Do not remove inner snap ring except for inspect ion or rep1 ace.
Handle these bearing parts with care to prevent damage.
3.3.14 Removing compressor side foot ORemove hexagon head bolt (Ma) . @Remove compressor side foot.
3 . 4 Reassembling the turbocharger Refer to fig. 5. Disassembling and assembling
Reassemble components after cleaning. I 5 Check and replace the damaged parts if necessary.
3 . 4 . 1 Reassembling compressor side foot alnstall compressor side foot to bearing
housing.
3. 4 . 2 Reassembling bearing -Refer to fig. 5-4 @Install floating journal bearings in
bearing bush. Before inserting the journal bearings. dip them in the lubricating oil.
@Install outer snap ring in bearing bush by using snap ring plier.
Make sure snap rings are firmly seated in bearing bush grooves.
Install snap rings in the direction that the smooth rounded surface to the floating journal bearing.
Turn gap of snap rings to downwards
Take care to prevent damage to floating journal bearing by using plier.
3 . 4 . 3 Reassembling seal ring -Refer to fig. 5-3 3 . 4 . 3 . 1 Reassembling seal ring(turbine side)
@Install seal ring in turbine shaft groove by using seal ring plier.
3 . 4 . 3 . 2 Reassembling seal ring(compressor side) @Install seal ring in sealing bush groove
by using seal ring plier.
When installing seal ring by using plier. always hold seal ring by finger.
3. 4 . 4 Reassembling heat shield -Refer to fig. 5-2 @Install heat shield to bearing housing.
3 . 4 . 5 Reassembling turbine shaft -Refer to fig. 5-2
@After installing seal ring to turbine shaft, install turbine shaft to bearing housing from turbine side.
- Before installing turbine shaft, apply lubricating oil on the shaft.
-Turn gap of seal ring to upwards.
9-t. ~ $ h ~ $ l h & c i i ; i i ~ ~ ~ ~ ~ m l c ~ % a - Before installing turbine shaft, ascertain #%L'$%@z L-CT & L\,, that there is no foreign body in the bearing
housing. - 9-t. ?flll~-kY~V.%.l Y Z $ i ~ t $ h % A k &
?-t* ?$hii&i!sl7?mfi~ G$H+iACiS%E%C\ F o r saftey inserting of turbine side seal f: L % % , ring, vertical installing of turbine shaft + D @ ~ c lip- 'c* ?flllY-klJ?l+ $bG9-'c- ?@'$ is recommended. L ~ k % b * T % h L 7 7 : S L \ o At inserting of turbine shaft, place the
center of it to the center of turbine shaft.
3 . 4 . 6 9 - 7 - (;fa 5-2 S E T S L \ 3 . 4 . 6 Reassembling turbine housing @$?Mii;ilcEP L f : 4 ~ I i z $ ; h + 2 ~ 9 - t . r s B -Refer to fig. 5-2
% u % s s ~ z $ ~ + & ~ ~ Olnstall turbine housing to bearing housing 09-t'yfllllltt8REtj.lv;'fiffit'kE (Ma) %HX by aligning the mark.
i 3 l f 6 0 @Install turbine side clamps and hexagon k%i;tEb1ii 250 (kgf.cm) TTo head bol ts(M8). t \ f f i t ' ~ b ~ i ~ i i i % i $ r f k ~ ] % ~ $ L T T S L \ O Tighten bolts by 250 (kgf.cm).
0 9 - k ' Y $ l f i ~ ~ Z ? ~ % ~ i ~ i f , @%Hz L T Apply seizure prevent compound on bolts. % < o @Install turbine shaft locking device.
3.4.1 X j A b f i ? . ~i~Ei9fia$KC 3 . 4 . 7 Reassembling thrust collar and thrust - i3H 5-1 SETS L \ bearing -Refer to fig. 5-1
@;li~Ei)i ($E?flIl) %9-k'Y$b7iCBh%ao @Insert thrust collar(bearing side) to @XiAEi91b%$$%~8aI*11t' YDDgiC$b* turbine shaft.
-~mi$ i f 6. @Set thrust metal into the knock pin of ~iAb$?biLii& 5h> k&fl.#&b%mk L. % bearing housing. :&EBit$h9s~D%:&Xk%b*TTHiqCf 6. Apply lubricating oil on the thrust
OXiAEfii (1~7 ' brYflll) Gf-9-t. ~$hi;#A% 6. bearing. Install thrust bearing to bearing housing with aligning lubricating hole.
3 . 4 . 8 Y-lb7. k-ba&a - (qR 5-1 Z%!flT$ L ' @Insert thrust collar(compressor side) to a'&a 4 %Y-lb7. b - b l ~ # A % 6 0 turbine shaft.
+ a @ , .&in Y l~HXi;tlj 54af:Y-lb'IY!/. a% U h ~ + l ; i l $ l ~ f i 6 ~ 5 i ~ # A L 7 T ~ L ~ o 3. 4.8 Reassembling seal plate -Refer to fig. 5-1
0011~1' G $ ~ ~ E & Z Z D % ~ ~ C $ ~ ~ ~ A G ~ @Insert sealing bush in seal plate. +D@, 01171' hi& I:t%f:b?!El~f~ 6fi~ 'dr Turn gap of seal ring to upwards. 5 :-&%T 8 L'o @Insert "0" ring in the groove of bearing
@.&a Y GTBiAAf:Y-h7' )-I%, $$%g$iC housing not to be twisted. $H&O0 Olnstall seal plate inserted sealing bush
@I\'$@&, z m t ' b b (M8) % @ i q l f 6 0 to bearing housing. Hi3;fEb'lli 80 + 5 (kgf.cm) T % , @Install spring lock washers and hexagon
head bolts. Tighten bolts by 80 + 5 (kgf.cm).
4. Faults 4.1 Symptoms of faults and possible causes
When any troubles have occured in turbocharger. its function can not be obtained sufficiently. In such case, after making sure that there is no abnormality in the engine, check turbocharger in accordance with the following procedure and take an appropriate measure.
4.1.1 Exhaust gas temperature higher than normal or charged air pressure lower than normal
Possible causes ;
@Dirty filter of silencer @Dirty compressor wheel or diffuser @Damaged turbine wheel @Exhaust back pressure too high
4.1.2 Vibration or noise of turbocharger larger than normal
Possible causes ;
@Heavy dirty or damaged turbine wheel @Heavy dirty or damaged compressor wheel @Damaged bearings @Bad fitting of air and gas piping @Bad fitting of turbocharger
4.1.3 Lubricating oil pressure too low Possible cause :
@Dirty or clogged lubricating oil filter
4.1. 4 Too large lubricating oil consumption Possible causes ;
@Too high lubricating oil pressure @Worn seal ring @Bad fitting of lubricating oil piping
4. 1. 5 Surging of the compressor ' Possible causes :
@Increase of the friction resistance in the charged-air cooler or filter of silencer
5.2 BEZ& @ % h F i E % L d F Z % E P ? # D E. b 7 E % %ME L 7
T* L'o
@17Y 7h;@& 4 , ZB3 (75%B{3Uk) Tl-9 & L L L G \ P S ~ I Z - & ~ ~ L 7 7 ; S 1 r \ ~
0 7 k % 4 - 10 $ ! b ~ ~ 7 . & 7 k b a tr%5?mfij&$%hiji ' X a -&0
- E l D ' & 7 k B i i R11143/163 # K 0 . 2 (liter) T3-0
@ & 7 k i t 1 \ ; r ~ ' K 77' a t ; r t t . : - k . w , z % @ ~ ~7 T* L'o
33%Bk L U r n . ; r h c ~ i % g @ 7 k h i % f i i A & a % t.S&~m~t.ti 9 33-DT. & 7 k ~ r i ~ a ~ % g w ' q 9 -cT s L\,,
6 & 7 k D j j ; j G 2 T % h Z E d f:Cif;llZEEhi%4L L d 3- 0
@.G7kt~I&at&[email protected]'& 5&fs~\g4i i . lo f ) G 2 i z R E & 7 k L T T $ L \ ~
0'&7k?&E$% 3 - 4 l E l t T 9 7 t i !~f jk~4LhiZ!Y, L i twD177. I , , / W ~ & f i h ~ t L < E X a iZ&% %i.m L177' wwFjtsat:it~;ws L T T S L \ O
@.G7k'l&i%%/J,fs < t. t 15 !dp~7k tBf i$kgT17 Y 7 % L E@ s .t?.-cTs C \ a
5. Cleaning the compressor wheel in service 5. 1 General Compressor wheel should be cleaned periodically
The cleaning interval differs depending upon operating condition, but i t is suitable to clean about once a week in service.
The compressor wheel can be cleaned during operation by injecting water.
I f the deposit is very heavy and hard, the compressor wheel must be dismantled for cleaning.
The injected water does not act as a solvent. the cleaning effect can be achieved by the physical impact of the drops on the deposit.
Use "Blower Wash" or clean water containing no additives either in the form of solvents or softening agents.
Regular cleaning of the compressor wheel prevents or delays the formation of a deposit; but i t does not eliminate the need for normal overhauls, for which the turbocharger has to be completely dismantled.
5. 2 Procedure @Open all drain cocks in charged air pipe. @The water should be injected during the engine is running warm and at the highesl possible load. (above 15 % load)
@For an effective cleaning, inject all the water required within 4 to 10 seconds. This water quantity is 0. 2 (liter) for RH143/163.
@For injection a hand-pump or a vinyl injecter may be used. The specified water quantity should be observed, because entering uncontrolled water to turbocharger and engine causes a trouble.
@Either charged air pressure or exhaust gas temperature changes after injecting water.
@ I f pressure or temperature does not change. i t may only be repeated after 10 minutes.
OThere is no change in performance even repeating 3 or 1 times injection, which causes the deposit to be very heavy and hard or the compressor wheel to be damaged. In this case, the compressor wheel should be dismantled for checking or cleaning.
@After injection, the engine should be run loaded for at least 15 minutes.
PNUn Lutlricating oil inlet
n
Enrm Lubricating oil outlet
flR5- 1 . e$afiWIR (1 I Fig.5-1.Disassembling and assembling (11 Rh
Disassembling
FE-3. :/-U27' fiEUCi8 Fia.5-3.Seal rinss arranqement
Lutricating oil outlet * BUIIWCPUIH,~TZI'. w l y sellure prevent c o w o u M on Dolt d e n tlgntening
F~E-2. mfimnfl (21 Fig .5-2.Disassembling and assembling 121,
flR5-4. .?177' I J i ? ' RR'dh841 Fig .5-4 .Snap rings arrangement
Fig. 5 .Disassembling and assembling
Service office
\ I L TSU 9-$-;/XYA;1: TSU Turbo Systems United
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%E1*9-PXB East Japan Service Dept. 7130-0013 %SS@ZEIE#% 1 T B 2-1 Area Central Building 18F 2-1, Kinshi
711.*+;/ I- 711.h'lb 18 E 1- chome, Sumida-ku, Tokyo 130-0013, JAPAN
TEL 03-5611-5983-5986 03-5950-0491 (24hrs)
FAX 03-5611-5997
TEL +81-(0)3-5611-5983-5986 +81-(0)3-5950.0491 (24hrs)
FAX +81-(0)3-5611-5997
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JAPAN
(EH*+- EX%) TEL 078.200-3092 FAX 078-200-3096
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53 j%G TO PRIMING PUMP
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HUDONG & ZHONGHUA SHIPBUILDING (GROUP) CO.,LTD.
S.No.Ii1389A S.No.HI39OA
DAIHATSU DIESEL MFG. CO., LTD.
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No.2 G/E CONTROL CIRCUIT
No.2 SAFETY G/E CIRCUIT
No.? G/E LAMP CIRCUIT
No.3 G/E CONTROL CIRCUIT
No.3 G/E SAFETY ClRCUlT
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SEQUENCE DIAGRAM
513 SHIP INSTALLATION
m:7 ATTACHED ENCINE
MAIN DIESEL GENERATOR ENGINE LOCAL CONTROL PANEL
SEOUENCE DIAGRAM
MAIN DIESEL GENERATOR ENGINE LOCAL CONTROL PANEL
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E17 SHIP INSlAUAnDN :scALc / MAW DIESEL GENERATOR ENGINE
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E:7 ATlACHED ENGINE
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SHIP INSTALLATION -I""- / I MAIN DIESEL GENERATOR ENGINE LOCAL CONTROL PANEL
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SHIP INSTALLATION
ATTACHE0 ENGINE
MAIN DIESEL GENERATOR ENGINE LOCAL CONTROL PANEL
SEQUENCE DIAGRAM
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Kyosan Electric Mtg. Co., Ltd.
E:7 SHIP INSTALLATION
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SOURCE
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hL R X I
N l I > 1 1 1 1 I 1 I I 0 DELAY
SE'i zowc. 011 DELAY YT BSEC.
--
MAIN DIESEL GENERATOR ENGINE LOCAL CONTROL PANEL
SEQUENCE DIAGRAM
1"*" / I MAIN DIESEL GENERATOR ENGINE /
-~ -
o h < = LOCAL CONTROL PANEL 25.JUL.'O5 SEQUENCE DIAGRAM
.on"""
SPEED SWTCH UNIT
OY DELAY SET ISCC.
0 si
, 1IP
4Y N32
ic.
SHEET Nm. m E:7 SHIP INSTXLATION " / i MAIN DIESEL GENERATOR ENGINE
LOCAL CONTROL PANEL SEQUENCE DIAGRAM
MAIN DIESEL GENERATOR ENGINE LOCAL CONTROL PANEL
72 ,1111 '"5 SEQUENCE DIAGRAM
MAIN DIESEL GENERATOR ENGINE LOCAL CONTROL PANEL
SEQUENCE DIAGRAM
\ ,
FOR MNN SMTCH B O W 0 FOR ENGINE CONTROL ROOM CONSOLE
C
ti m
d z U1 $
L, E17 ATTACHED ENGINE 8 5 w E L L SHEET 14..
E : w 6 D
"7 5 = : a > % ."
sE ? 2 E z ? ~1 2 u I MAIN DIESEL GENERATOR ENGINE - NORMAL CLOSE
FOR L.O. FOn ENCINC CONTROL ROOM CONSOLE -
PRIMING PUMP STIIRTER -0"A.H "'"'"ED ""W" """ "%$ WO.".. 1 (7) 1 l < S 2 0 0 5 0 4 1 - 21 9 - Kyosan Electric Mfg. Co., Ltd.
~ 0 ~ 7 ~
-"*" / 2 5 . J L L . 0 5
LOCAL CONTROL PANEL SEQUENCE DIAGRAM
i l P No. SPARE PARTS LIST FOR U S E S E T S P E R V E S S E L
I LOCAL C O N T R O L PANEL 11390A MAIN DIESEL GENERATOR ENGINE I
I
.EM NAME OF N o. PART
3 R E L A Y
5 T I M E R / mb 6 O C P O W E R T m
0,
k
7 F U S E E L E M E N T
D I S C O N N E C T I N G
D I S C O N N E C T I N G S W I T C H
C O N T R O L l o S W I T C H
MFR'S NAME K Y D S A N E L E C T R I C M A N U F A C T U R I N G CO.. L T O
WOF - 'ER ;ET
8 4
-
9
-
1 2
3
2 4
-
3
- 6 - 1 2 - 1 5 -
6
3
-
3
'ER
8 4
-
9
-
12
-
3
-
2 4
-
3
- 6 - 1 2 - 15 -
6
-
3
-
3
REMARKS r
DRW. NI
OMRON CO. I--- OMRON CO '
OMRON CO. I G 6 8 4 B N O D C 2 4 V - ( W I T H S P A R E I )
OMRON CO,
OMRON CO + OMRON CO
UTSUNOM I Y /
S E l K O E L E l +--- S E l K O E L E
S E l K O E L E
KS2005041-30
L O C A L C O N T R O L PANEL 11390A M A I N D I E S E L G E N E R A T O R E N G I N E
i I P N o . SPARE PARTS LIST FOR U S E
E M NAME OF Uo. PART
S E T S PER V E S S E L
P U S H B U T T O N SW l T C H
P I L O T L A M P G L O B E
P U S H B U T T O N l 3 S W I T C H
S E L E C T O R l 4 S W I T C H
15 R E L A Y P U L L E R
16 P I L O T L A M P
OUTLINE
Y O S A N E L E C T R I C A N U F A C T U R l N O C O . L T D
-
f
ARE
1
- 1
1 - 2 - 1 -
I
-
I
1
3 3
1
-
1
-
4
-
j R 3 0 G P R - 1 0 'In l o c k t y p e
F U J I E L E C H l T E
L U E I I Z U M l DENK
4 B N 1 1 0
l Z U M l DENK
l Z U M l OENK
P 6 B - Y 1 F O R G 6 B - 4 B N D
OMRON C O ,
-
-
-
-
I
I -
I
-
-
N
l O E 4 I N T E R N A T I O N A L R E C T I F I E R CO..
N l H O N C H E M I - C O
HUDONG & ZHONGHUA SHIPBUILDING (GROUP) CO.,LTD.
DAIHATSU DIESEL MFG. CO., LTD.
MAIN DIESEL GENERATOR ENGINE L.O. PRIMING PUMP STARTER
RULE : ABS-ACCU
I 2 I 3 I 4 I 5 6 I 7 I 8 1
INS IDE LAYOUT No. I
PROTECTION QRADE I P 4 4
PA INT COLOR
MUNSELL 7 , 5 B G 7 / 2
WElOHT ABOUT 7 5 K 9
ONE ( 1 ) SET PER VESSEL
NAME P L A T E
H 0 . l H A I H D I E S E L 8EH. EHO. L . O . P R l U l H O PUMP I T l R T F l l NAL 'E P L A T E
"e.1 Y l l l i DIESEL OF". THO. L .0 . P R l Y l H P PUYP S I A R T E R
Ha.3 Y l l H O lE IFL (IEH FHO. L O . P R I I I I H a P U P I T l A T S R
PAL< I An 1 MAIN DIESEL GENERATOR ENGINE L.O. PRIMING PUMP STARTER
OUT LINE
SOURCE AC440V 60Hz
L.O. PRIMING PUMP (FOR NO.^ G/E)
THERMAL RELAY
SCOPE
1.4-2.2A
--
n n A A R K R E V I S I O N
E S I G N E D CHECKED
., K / , p p p B
B Y
Kyosan Electric Mfg. Co., L t d .
DATE
~ ~ . J u L . ' O ~
SCALE DWO.NO.
/ 1 K S 2 0 0 5 0 4 1 A - 2 0 1
,,,,
MAIN DIESEL GENERATOR ENGINE L.O. PRIMING PUMP STARTER
SEQUENCE DIAGRAM (No.1 G / E )
1 I 2 I 3 I e 4
SOURCE ENG. RUNNING A C 4 4 0 V 6 0 H z (FROM D/G ENG. L.C.P)
R2 52 T2 v % Z
0
E a 5 0 0
6 0
"3 "I
(L IL
Y W > 0 0
251 I1
L.O. PRIMING PUMP (FOR N o 2 G/E)
THERMAL RELAY
ADJUSTING I SETTING I MOTOR SCOPE
---1
243 OFF
M
OFF O K A Y SET 1SEC.
KT25 KTM I-
A I I 6 I MAIN DIESEL GENERATOR ENGINE A I I I L.O. PRIMING PUMP STARTER
K S 2 O O 5 0 4 1 A - 2 0 2
Kyosan Electric Mfg. Co., L t d .
1 I 2 I 3 ENG. RUNNING
SOURCE AC440V 60Hz
(FROM D/G ENG. L.C.P) , \
R3 53 T3 L L LL Z 0 0
E E F 0
e 0
0 0 rCI 0
IL n W W > > 0 0
351 JI
I
L- - - - -__I
L.O. PRIMING PUMP (FOR N0.3 G/E)
THERMAL RELAY
SCOPE
1.4-2.2A
4 I I I 4 I MAIN DIESEL GENERATOR ENGlNt A I I I L .O. PRIMING PUMP STARTER
HIP No. SPARE PARTS LIST FOR U S E SETS PER VESSEL
L.O. PRIMING PUMP STARTER MAIN DIESEL GENERATOR ENGINE -11390A I
NAME OF OUTLINE 4 1 I SCONNECT I N G ;W l TCH a H H mT 3
F 1 5 4 k - 4 8 4
MAGNET l C CONTACTOR & THERMAL RELAY
T l MER
P I L O T LAMP GLOBE
P I L O T LAMP GLOBE
P I L O T LAMP
FUSE ELEMENT 1-1 0; 12
k 5 0 4 T
MFR'S NAME KYOSAN E L E C T R I C MANUFACTUR I NG CO., L T D DRW. Nc
N 1 - N G - 'ER IS5
3
-
3
-
3
-
3
-
3
-
3
-
6
-
1 2
-
-
Y - 'ARE
-
I
-
I
-
1
-
1
-
1
-
I
-
6
-
1 2
-
-
-
REMARKS
C H R l 6 - A 2 0 2 E F - 0 2 2 1 - F 0 8 8 - P E
KRAUSBNAIMER
SC-013H C O I L AC220V THERMAL 1 . 4-2. 2P
MlTSUBlSHl ELEC
OMRON G O
H3CR-HBL ( 5 ) OFF DELAY AC220V
IZUMI DENK I
I lZUMl DENK
UC- 1, 3 A
UTSUNOM l Y i ELEI
l NPUT
w OUTPUT
D C O - 2 4 V V A R l A B L E
....................................................................... DIESEL GENERATOR ENGINE
L. 0. PR I M I NG PUMP
TYPE: TLGM-2. 5
PUMP: 2. 5ma,'h x 0. 2MPa
MOTOR:AC440V. 3 ~5.60Hz. 0.75kW. 1.6A, CLASS B ........................................................................
L. 0. PRIM I NG PUMP
~ m ~ i % ~ B l & THREE-PHASE [NDUCTLON MOT '.
Rated Current : 1 .6A SIIIELD NMIK 62047,~ 6 z o d z z Starting Current : 9.5A
CABLE - GLAND 2UB
~ ~ U I F g?Lfis: I P 4 4 -I$- rcccssoar
(MANUFACTURE LENGTH)
FLOW
a
\ 1 ( S E T LENGTH) 1
0 m a D R A l N
l'k 43 S P E C I F I C A T I O N S
L = 2 2 0 hw. &Mrt%TBZ, ( N A i l l l l l K L TO B E REMOVED A F T E R I N S T A L L T I O N
LATERAL MOVE A Y ;tss~mt A Y
WORKING P. b R E h WORKINFG 1. @RS"@ SPRING RATON /<2Z&
EX1 NSlON C O N T R A C T l ION -1 E C C E N T R I C
0. 0 0 3 M P a G
M A X . 5 5 0 '4
A P P L I C A T I O N S E N G I N E EXHAUST GAS
......................................................................................................
DIESEL GENERATOR ENGINE
JACKET WATER PREHEATER UNIT
? $ Y
DAIHATSU DIESEL MFG. CO., LTD. TECHNICAL DEPARTMENT
OSAKA, JAPAN
SNo.
TYPE
LIST No. . - - - - -. - - --
DATE
REV I S I ON
adk20-3291-3 [ lo ] I #465 1 (1/15)
-
-
QZZZ466950FB - - -- - - - - - - -. - - -
Sep. 12,2001
A : Rev i sed on Jan. 15,2003 (by Quan)
B : Rev i sed on Aug. 8,2003 (Gland s i ze) (by Quan)
DRAWN BY
CHECKED BY
APPROVED BY
wq Qf&l
-
PREHEATER UNIT
;HIPYARD
AESSRS
YPE
;ID€ COVERS
30TTOM PLATES
'AINT COLOR
.FTER OF UAME PLATE
3RAWING & 3OCUMENT
SOURCE CAPACITY
COLOR OF VINYL CAP
INTERNAL WIRING
-.
DRAWING COPIES . . . - -- . . . -
REMARKS
i U DONG SHIPYARD I CLASS I ABS-ACCU
IAIHATSU DIESEL MFG. CO.. LTD. S-NO. I I
IEAD FRONT SELF SUPPORTING AMBIENT TFMP 50'C
SHEET STEEL
S H E n STEEL --
MUNSELL NO. 7.5BG 7 / 2
ENGLISH I MATERIAL I PHENOLIC
ENGLISH -
A C 4 4 0 V 3 0 6 0 H Z 1 0 KW 2 SET HEATER
AC V 0 HZ KW SET
PUMP AC 440 V 3 0 6 0 HZ 0 . 7 5 ~ ~ 6.0 rnvh 1 SET -
TRANSFORMER AC 440 2 2 0 V 1 0 60HZ 4 0 0 VA SO / 2 4 V
CONTROL CIRCUIT I AC 220 V 6 0 HZ / AC 24V
SOURCE AC 4 4 0 V 3 0 6 0 HZ ---
POWER CIRCUIT CONTROL CIRCUIT : NUMBERING R(U) : GREEN . P(+) : RED EARTH : GREEN/YELLOW S(V) : YELLOW . N(-) : BLUE T(W) : BROWN
POWER CIRCUIT : 660V SCP BLACK CONTROL CIRCUIT : 660V SCP or 600V STYLE 1015 1 .25rnm2 REMARK CIRCUIT :
APPROVAL DWG WORKING DWG COMPLETION DWG 3 COPIES 3 COPIES 3 COPIES
MODEL I PART NO I WEIGHT - -
SSE20000 1 SSE000751A ABT 150kg - . - -. -. - . -
-- - - - - -. - - -. - APD SHEET hO. '
02 - SCALE -- CHK
N / 5 2 z K z z - - ~ -- . . ~
DATE DESCRIPTION DWN Y. K. KIM . - - - -, -. - =@ -.
TITLE ; 1304 459 sims~ooug EOo&ri~ G6kD W. TEI. : +82-55-231-6707-8. FAX : -8709 GENERAL SPECIFICATION
I DRAWING NO. ; S S E 0 0 0 7 5 1 A
SYMBOL NAME 1
OVER LOAD -
H I HEATER
@ AC MOTOR -- -
COIL OF @ AUXILIARY RELAY -- - COIL OF @ MAGNETIC RELAY
SIGNAL LAMP -
@ PUMP . MOTOR
@ BALL VALVE --
@ SAFATY VALVE
ALARM & BUZZER
u m lr TRANSFORMER
f - >lh THERMAL RELAY
I [ Eb I TEMPERATURE SWITCH I CONTACT
NORMALLY OPEN
CO CONTACT NORMALLY CLOSED
TRANSFER SWITCH ~ ~ - ]
SYMBOL NAME I . -
$ F I FUSE
Y Y I CONNECTION OF --I- I ELECTRIC WIRE - I TERMINAL OF PARTS
OUT SIDE WIRE
CONTACTOR OR OF PUSH BUTTON
CO CONTACT OR OF PUSH BUTTON
ITG I TOGGLE SWITCH
- .- ~
I I APD ( SHEEl - - NOT
-- DESCRIPTION Y. K. KIM
TITLE ; 1304
- TEL : +82-55-231-8707-8, FAX : :6709 1 SYMBOL LIST I
2HTR IHTR l O K W BOTH 1 OKW 2OKW
OFF 0
F 130
- C 1 JACKET WATER PREHEATER UNIT
SINSUENG ELECTRIC CO LTD. re1 : t82-55-231-6707-8 / Fox : 231-6706' ,.
I -- -u
Moteriol : SUS304, O.f
-. -. . - - -- - ~ -. - ..... ~ ... . . ..~ CHK SCALE
.- .- -- - , -- 2003.08.02 FOR APPROVAL --- - - .. . .. . . . . -. .
REV 1 DATE DESCRIPTION DWN Y. K. KIM -- - . - -- .- - .. . . - -- TITLE : 1304 @a S!mSuomg EOmQrie Gao kd.
TEL : t82-55-231-8707-8, FAX : -0709 NAME PLATE TABLE & LIST - . - - .... . -, . . . - . . . . . - . . . . .. . . . . - . - . . - .- -- -
N A M E .. ......... ..
NO FUSE BREAKER
MAGNETIC CONTACTOR
OVER CURRENT RELAY
..............
....... ..
. . . . . . .
FUSE -
PlLOT LAMP
PILOT LAMP
.....
....
PUSH BUTTON -- - CAM SWITCH
. . .
TEM'P CONTROLLER .....
LIMIT THERMOSTAT
..
COMPOUND GAUGE - - - - - . - .
THERMOMETER
-.
TYPE I SPECIFICATION REMARK Q'TY MPKER
4 c ; -
WHITE
GREEN 1 I IYONGSUNG GREEN 2 YONGSUNG
RED 1 4 JYONGSUNG
RED 1 1 JYONG SUNG
I 1 1 HANYOUNG
-. -
-- . - - - APO SHEET NT ....... -~ -- ---- 0 5
CHK SCALE
DESCRIPTION Y. K. KIM . -- - -. . .- , .......
TITLE : 1304
TEL : +82-55-231-8707-8, FAX : -8709 MATERIAL LIST ~ --
DRAWING NO. ; SSE000751A
I WNIROL PANEL
WATER INLET
WATER O U n E l
2 T E M P SENSOR 1 N S 304 I I PllOD Ohm
I !CONTROL PANEL I SSLW I 1 I I
TITLE : 1304 4PD SHEET NO. 63 8h1%@~ilg ~ k @ k a b%. 0 6
CHK s w
0 2003.08.02 FOR APPROVAL PIPE WORKING DIAGRAM N / S
TEL : +82-55-231-6707-8. FAX : -6709 AC 440V 30 60HZ 20KW 'EV DATE DESCRIPTION OWN Y. K. KIM @-
1 I 7 I I I I
I I DRAWING NO. ; SSE000751A
.. . - ~
a ......... . . -80. - 950 . WATER REMOVE SPACE . WAKE SUPPLY
YlWO POWER : 3Oc:l 900 CONIROL : 25b:I * MNORLUL : 1 5 ~ 1 180 A 500 ,
JIS 5K-10A W N G E /WITH COMPlUllOH FLPNCC. GASKET
BdLTS & NUT JIS 5K-404 W G E Yrm COYPUllON W G E . LUKE1 BUTS & NUr F N P 4 I
01. P ~ I E C ~ M I : I P I I FRONT VIEW 02. INSUMION : F 06. DESIGN TDI'P : BSC 03. RUNNNC : ON(7O.C). OfT(75.C) 07. DESIGN PRESS : 0.2Mp. 0.. PUNT COLOR : V U H S N NO. 7.5BG 7/2 0 . - - : - 05. DYER H ~ N C ; asc 08. woGnr : 1 5 0 ~ ~
SIDE VlEW
I i TITLE ; I 3 0 4
I APD SHEET NO.
8BrmSusrmg E O Q E ~ W. 0 7 J.W PREHEATER UNIT CHK S W E
0 2005.08.02 1 FOR APPROVAL AC 440V 30 60HZ 20KW N / S
EV DATE I DESCRIPTION TEL : +82-55-231-8707-8, FAX : - 6 7 0 9 OWN Y. K. KIM =-@ I I 7 I 1 I I = I c I 7 - " 7 .,
DRAWING NO. : SSE000751A
I
i VlSL0003SS : 'ON 3NMV8.a 0 0 c 4, " 7
I . I w L
DRAWING NO. ; SSE000751A . .. . ... . .. ..... . --- . ..~..~. .. . . - . . . ~ . . - . . . I . . . . . . . , - _ . ,
I " 1'. 5 ' . < I-_.
I 8 3
I d I I I I L I
NMO
X H 3
OdV
-@+a 3110s
8 0 I ; I
WIW 'X 'A
MXOZ ZH09 0C AOW 3 V 3 , W V XOE l O t l l N 0 3
VOEl : 31111 O N U3-5
6OL9- : XVJ '8'-LOL9-162-SS-ZR+ : 13L NOUdIKlS30 1VAOtldaV 803
31VO ZO'BO'COOZ
N U 0
--
i POWER SUPPLY
- I---- - - - - -- - - - - -
i P~RD SC&E ,
EM'CY THERMOSTATE 8SC(OFF) WrO
- NO.l HEATER ON
-N0.2 HEATER ON
-PUMP RUN
-
I
-
1
APD SHEET NO. 10
I SCALE
1 I 2 I 3 4 I l- vh I 5 , L
:L- TEL : +82-55-231-8707-8. FAX : -8709 TERMINAL ARRANGEMENT -. - . -- -. - - . . -- - - - - - -- . -. . . . . - - 1 -.-.- .
DRAWING NO. : SSE000751A
1-
i
-
t
-
(
-
C
-
E
F
A-A SECTION UNION FOR HEATER SCREWED CAP
ELEMENT DmNL
! TITLE ; 1304 APO SHEFI NO.
I 69 S6wSuowg E k @ k CQ kd. ) I
CHK S m E
3 ( 2003.08.02 FOR APPROVAL HEATER CONSTRUCTION N / 5 EV I DATE DESCRIPllON TEL : +82-55-231-6707-8. FAX : -670s
AC 440V 30 60HZ lOKW OWN Y. K. KIM @
- .
I I DRAWING NO. ; SSE000751A
VISLOOOZSS 'ON 3NIMVMa
PUMP MATERIAL
OMER PMTS
. . - - .~~ L
TITLE : 1304 - 6% S!m%@mg EUmbk @ Wm 12 CIRCULATING PUMP CHK S U L E
0 200.3.08.02 FOR APPROVAL LM4O-160/165 N / S
EV DATE DESCRIPTION TEL : c8Z-55-231-6707-8. FAX : -6708 OWN Y . K. KIM @ I 7 I I I I I
NOTE ;. PAN CHECK VALVE 2 . MATERIAL : BC6 3. SIZE : 1 6 K - 4 0 A
I
VIEW A-A
I I I I .- 13
CHK SCALE - - . . - - - 0 1 2003.08.02 I FOR APPROVAI N / S
TEL : +82-55-231-6707-8, FAX : -6709 1 VAN LHt
3-04.3 HOLES
1 /P.C.D 7 8
NOTE --
1 . 'JODEL : P2902M
2 . ACCURACY : f 1.59. F.S
3. UATERIAL
a) CASE : BLACK FINISHED STEEL
b) COVER : BLACK FINISHED STEEL
c ) WINDOW : GLASS
a) ELEMENT : BRASS
e) MOVEMENT : BRASS
4. RANGE : 0-0.6Mpo (PRESSURE G4UGE)
RANGE : 76cmHg-D.6Mpo (COUMPOUND GAUGE)
5 . TYPE : LIQUID FILLED
+q ID- -
1
I ' DRAWING NO. ; SSE000751A
2
A
-
B
-
C
-
D
-
E
-
--
.- ..... CHK . . . . . . . . . -. .-
- - -. - -- -, - DESCRIPTION DWN
...... ... ..... .- - -. ... - -. - -
I 3 I 4 5 i j 2
-
- APD
TITLE : 1304
TEL : +82-55-231-6707-8, FAX : - 8 7 0 9 PRESS GAUGE DETAIL -. -
SHEET NC.
Y. K. KIM
14 SCALE
N / 5
N A M E ---
MAGNETIC CONTACTOR
-. ~ ~
OVER CURRENT RE LAY
--
CONTROL RELAY
. . ~
FUSE
GLOVE FOR SIGNAL LAMP
BULB FOR SIGNAL LAMP
BALL BEARING
SEAL
.- . . -. . . , - .
SPARE BOX
S K E T C H
GLOVE , 250
GLOVE . 250 - . . . . - -.
1 SET 1 SET
--
NP=SPARE BOX t
REMARK -.
--
I I SCALE
VIEW A
P R E S S U R E GAUGE A V S l / l X b 1 0 O x 5 ~ ~ ~ / ~ 0 ' /
- V-I EW B
I H I STORY OF DWF
A I R O U T L E T V A L V E
I S P E C I F I C A T I O N 1 P L U N G E R D I A .
1000 c c
L E V E R S T R O K E ,lai
I I t I I I U K - Z U AFTER ., ., - -
CHECKED
By 0 . ~ ~ : REF. 4 8 1 5 4 6 D @a N O 1 Z L E T E S T PUMP ASSY. G
DY" M. OHMURO DAIHATSU DIESEL WFG. CO. I LiD. OSAKA JAPAN PARTS wa
DATE MAY 29. ' 98 . 0000 000 @ DIGNa ~ 3 9 0 3 3 3 5 4 0 ~ 1 Z
G a u g e (0-0. 2 M P a ) Detal I " A " 7
S t o p p e r v a l v e /----
H o s e c o n n e c t i o n \ ~ o s e connection ( DAIHATSU SUPPLY)
When rubber hrxe i s connected. l
f 7" 75 -1 I
(DAIbATS!J SUPPLY1 1 Set / Shio
/
D R A t N K . S H l H O K A f A OSAKA JAPAN D A T E N o r . 2 8 m 2 0 0 1
O W G . NO. Q 9 9 0 3 0 7 2 3 0 E l Z
--
T h i s d o c u m e n t ( 8 r a w i n d i s t h e D r o p e r l v o f D a i h a l s u D i e s e l M f u . C o . , L t d . R e p r o d u c t i o n , u s e o r d i s c l o s u r e l o t h i r d p a r t i e s w i l h o u l e x p r e s s a u t h o r i t y 0 1 D a i h a t s u i s s t r i c t l y f o r b i d d e n .
-
-
D l E S E L E N G l N E L I S T O F S P A R E P A R T S
D A I H A T S U D I E S E L M F G . CO. , LTD. T E C H N l C A L D E P A R T M E N T
O S A K A J A P A N
t-=-l L I S T N o .
1 3 8 9 A / 1 3 9 0 A
5 D K - 2 0
Q E 0 1 3 4 4 5 0 0 F Z I I
D R A W N B Y
C H E C K E D BY
2 0 0 5 . 0 8 . I 0
K. TANABE
x / a
A P P R O V E D BY
R E V I S I O N
H I S T O R Y O F R E V I S I O N ' "?P
P A G E
B O X No . - L Y - ' A R I ' E R
H l P -
2
-
4
-
3
-
I
-
I
-
1
-
2
-
- SUI -
O R K I NG ' E R 1 I P -
3 0
-
3 0
-
15
-
15
-
15
-
15
-
30
-
D R A W l N G
E 2 0 5 7 5 9 5 2 0
N A M E S K E T C H U S E
I N T A K E V A L V E No. I 0 0 1 0 0 I D= 6 4 . 0
L = 2 9 1 . 5
WE l G H T I . 1 5 0
K o
D= 6 4 . 0 L = 2 9 1 . 5
W E I G H T
1 . 1 5 0 K o
I N T A K E V A L V E
i X H A U S T V A L V E 4SSY \{*I' 2 ASSY
No. I I
0 0 1 0 0
!XHAUST V A L V E
l O Z Z L E HOLDER- l L F 3 0 1 0 ASSY. / a ' JbitclC9' - D L F 3 0 1
No . I 0 1 1 0 7 L = 2 9 9 . 0 H= 2 6 7 . C
W E I G H T 4 . I 0 0
K o
D= 2 0 0 . C T = 5 . C
W E I G H T 0 . 1 6 2
K o
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W E l G H l
M F R ' s N A M E I D A l H A T S U D I E S E L M F G . CO. . L T D
T Y P E D K - 2 0
S K E T C H
8 3 0 0 3
REMOVER. PROTEC No. I 8 0 1 1 9 T RING-ASSY
l J ~ 9 ' ? + L IJ339'
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SPANNER No. I 9 5 1 0 0 ( 2 ) 8X I0
4 SPANNER No. I 9 5 1 0 0 ( 2 ) 1 1 x 1 3
A T E R I I
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W E l G H T 0 . 0 2 9
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M F R ' s N A M E I D A I H A T S U D I E S E L MFG. CO. LTD. & A D D R E S S 1 4 - 14, 2 - C H O M E , T O K U I - C H O , C H U O - K U 9 O S A K A , JAPAN
T O O L 1 P A G E
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W E I G H T
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I M F R ' s N A M E I D A I H A T S U D I E S E L M F G . CO. , L T D . I 1 b A D D R E S S I 4 - 1 4 , 2 - C H O M E , T O K U I - C H O , C H U O - K U , O S A K A , J A P A N I
T O O L 1
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K 0
M i n t s N A M E I D A l H A T S U D I E S E L M F G . C O . . L T D . & A D D R E S S 1 4 - 1 4 , 2 - C H O M E , T D K U I - C H D v C H U O - K U , O S A K A , J A P A N
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D I E S E L M F G . C O . , LTD. --
1 A D D R E S S 1 4 - 1 4 , 2 - C H O M E . T O K U I - C H O . C H U O K U . O S A K A . J A P A N -
P A G E T O O L
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L W E I G H T
D A I H A T S U D I E S E L MFG. C O . , L T D . I 4 - 1 4 , 2 - C H O M E , T O K U I -CHO, C H U O - K U , O S A K A , J A P A N I
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F O R D l E S E L E N G I N E
I H A T S U D I E S E L MFG. CO. , L T D . T E C H N l C A L DEPARTMENT
O S A K A JAPAN
S H I P N o , D R A W N B Y yh-k T Y P E
L 1 S T N o . Q E 1 9 3 0 1600FZ
C t i E C K E D .FT D A T E 2002 . 03. 12 A P P R O V E D BY -
-
R E V I S I O N
r H I S T O R Y O F R E V l S l O W iim b
M F R ' S NAME D A I H A T S U D I E S E L M F G . CO. I L T D . & A D D R E S S 4 - 1 4 , 2-CHOME, TOKU I -CHO, CHUO-KU, OSAKA, J A P A N
T O O L 1
N A M E S K E T C H
D O L , T / C C L E A N - N G l 2 M ) - A S S Y .
NO. I
M A T E R l A l
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1
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W E I G H T
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W E l G H T
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W E l G H T
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W E l G H T
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h'E I G H T
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M F R ' s NAME 1 DA I H A T S U D l E S E L MFG. CO. , L T D . - -
I ADDRESS 1 4 - 1 4 . 2 -CHOME: TOKUl -CHO. CHUO-KU. OSAKA. JAPAN -
RH143 #%%%% Type RH143 Turbocharger
1 Name 1 Sketch
7.5 < T-
PL I E R
Maker's name anr address
about 1 7 5 -
. about 21 5 .-
Material
Rolled Steel
Supply Per i h i ~
--- )raw i ng -- arts No.
Remarks
- ,-)b'J > 7- !q
3r seal r ing
1SHIKA"lAJIMA-HARIMA HEAVY INDUSTRIES CO. , LT3. T O K Y O J A P A N
Water Washing procedure of RH..3 type Turbo Charger turbine - side. (Applicable for the engine specified to use HFO.)
To remove ond reduce the carbon accumulalion on furbine blodes by impoct force of fresh wofer drips accelerofed with high velocity exliausf gas flow, conduct fhe water-injection from water-pouring noule fifted of turbo chorger ide+ exhoust gas pipe. Water injected is porfiolly evoporofed ond the remaining is clischarged through drain pipe.
1 .Interval of the Water Washing Conduct the washing with the interval of every 250 hours.
2.Engine Load Conditions for Washing. Adjust and keep the engine load to produce the exhaust gas of furbochcrger inlet temperature to be from 300 to 350°C for about 10 min.ond then carry out the washing.
3. Washing method (1)Connecf gauge board with rubber hose a lo fhe water-pouring noule a on
turbo charger inlet exhoust pipe . (2jConnect the rubber hose @ to the gauge board a. (3)Open the stopper valve 13.and fill fresh water in the line before the
water-pouring nozzle@ ancl close the sfopper valve O after water pressure settled down.
[4)0pen ihe drain cock @. (5)Fully open the water-pouring noule @. (6jSlowly open the stopper .valve to obtain the water pressure of 0.05 to
0.08MPa(0.5 lo 0.8kg/cm2) watching the pressure gauge a. (7)Water-pouring time i s about 5 to 7 minutes. (8)In case of water doesn't disc:harge through drain pipe over 5 rnin. wafer-pouring .
adjust water pressure lo obtain the volume of woter discharge lo be about 0.1 Llmin.
(9)Close wafer-pouring nozzle after specified 5 - 7 min. (10)Confirm fhot wofer discharge has finished. close the drain cock 8. ( 1 1)After water-pouring cleaning, keep the engine running with same load for
about 5 to 10 minutes.
Note: *While the water-pouring, keep watching and pay otfenfion not lo lead excess of water-pouring or droin pipe blocking with carbon.
'Even if discharge of drain can'l confirmed, do not conduct wafer-pourirg over 7 !minutes.
"After wafer-pouling cleaning, remove the rubber hose from woshing nozzle.
- - --
/ w a t e r - p o u r i n g C l e a n i n g P r o c e d u r e o f ~ u r b d
G a u g e ( 0 - 0 . 2 M P a ) / Q)
S t o p p e r v a l v e Q? (F;?
-- -- W a t e r p r e s s u r e ( 0 . 0 5 - 0 . 0 8 M P a ) W a t e r
/ hose c o n n e c t i o n -
................................................................... DIESEL GENERATOR ENGINE
I N S T R U CTION M A N U A L
F O R
AIR STARTER
MAKER : INGERSOLL RAND i TWE : ST499
DAIHATSU DIESEL MFG. CO., LTD. TECHNICAL DEPARTMENT
OSAKA, J A P A N
I. MIYAMOTO SHIP No.
TYPE
LIST No.
I I
DRAWN BY
CHECKED BY Q7LT322490FZ
DATE ,
JUL. 1, 1999
INSTALLATION AND MAINTENANCE MANUAL for
MODEL ST400 TURBINE POWERED STARTER
IMPORTANT SAFETY INFORMATION ENCLOSED. READ THIS MANUAL BEFORE OPERATING STARTER.
FAILURE TO OBSERVE THE FOLLOWING WARNINGS COULD RESULT I N INJURY. . For safety, lop perfornlancc, and maximum d~trabil i ty of parts , do not operate ST400 Starters ; i t a ir pressures over the pressure rating stamped on the nanwplate. Use supply lines of adequale size as directed in the instnllation i~lslructions in this manual. . Always turn off the air supply and disconnect the a i r supply hose before installing, renloving or adjusting any accessory on this starter, or before performing any maintenance on this slarler. Operate Model ST400 Starters on compressed a i r only. They a re not designed o r sealed for operation on compressed gas.
After zsscn~bling a ST400 Starter, nlways lesl it in accordance the procedures outlined in this manual . Never i ~ ~ s t n l l a reassembled s tar ler tha t has not been tested in accordance with the procedures outlined in this manual. This manual should b e filed in a permanently availal~le location. . Operate this s tar ter only when properly i ~ ~ s l a l l e d on the engine. Do not remove any labels. Replace any damaged label. Use accessories recommended by Ingersoll-Rand.
The m e of other than genuine Ingersoll-Rand replacement parts may result in safety hazards, decreased s t a r t e r p c r f o r ~ n e ~ ~ c c and increased n ~ a i ~ ~ t c n a n c e , and may invalidate all warranlies.
Ingcrsoll-Rand is not responsible for customer n~odification of starters for applications on which Ingersoll-Rand was not consulted.
Repairs should he made only by authorized, trained personnel. Consult your nearest ingersoll-Rand Authorized Servicenler.
It is tlw rcspol~ibil i ty of the cmployer to place the information in this manual into the hands of the operalor.
Inge r so l l -Rand J a p a n , L l d . Shin.Yokoliarna Square Bldg. 5F 3 .12 , SIiin.Yol~oliama 2.chome Kohoku-ku. Yokohama-shi I tanagawaPief .222,Japan
GEWSOLk#ANDo Phone : 045 - 476 - 7001
1 Facsimile: 045 - 176 - 7006
ENGINE STARTING SYSTE*
WARNING LABEL iDENnFlCATION
FAILURE TO OBSERVE THE FOLLOWING WARNINGS COULD RESULT IN INJURY. 2
A WARNING
Alwnys !urn o f f l l l c air supply and disconnect IIIC air s ~ ~ [ ~ p l y hosc Ihcforc insl;llling. rclnoving or adjusling any accessory 011 lhis srnrlcr, or beforc pcrfor~ning any nininlcnnncc on i l ~ i s slnrlcr.
A WARNING
Do not usc damaged, lraycd or dcleriornlcd air hoscs and
CONTENTS
Maintenance Items Maintenance of Starter
*)Disassembly and Assembly of s tar ter should be followed by disassembly and
assembly section on page 7.
Replace the following parts when disassembling. Whether replace or not depends on
the condition of damage.
1) Oil Change not needed
2) Par t s Replacement (1) Replace the following parts every 5000 s ta r t s
Housing Cover Gasket (ST400-283)
Front Drive Shaft Bearing (ST400-363)
Drive Housing Seal (ST400 - 271)
(2)Replace Liner assembly every 10000 s ta r t s
This depends on the operating condition.
(startslday,rpm etc.)
3) Inspection . Cleaning Annual Inspection
Visually inspect system for defects
Wipe the liner assembly down to clean the liner and
the Housing.
. Pinion should be replaced when tooth wear i s
0.08mm
Check a l l external cap screws and make sure they
are torqued correctly.
- The optimal period to perform a ST400 Preventive
Maintenance Schedule is i n the fall season prior to
winter.
4) Operating conditions . operating (atomospheric)temperature range
: -20°C-9 0°C
maximum allowable pressure: 8.4 kgWcm2
ambient circumstance: s tandard atomospheric
condition
Above items 1) to 4) depends on the operating condition
MAINTENANCE SECTION
MAINTENANCE SECTION .. j .,
MAINTENANCE SECTION
Always wear eye protection when performing any maintenance on this starter.
Always turn off the a i r supply and disconnect the a i r supply before inslalling, rcnlo\,ing or adjusting any accessory on this s tar ter o r before perrorming any n~ainlenance on this starter.
DISASSEMBLY
Genera l I n f o r m a t i o n
I. Do not disassc~nble the Starler any further than necessary 10 replace worn pans.
2. When grasping a pan in a vise, always use Icatl ier~overed or coppcr-covered vise jaws lo protect the surface of (he part and help prevent distortion, This is particularly true of llveaded members.
3. Do not remove any par1 which is a press f i t in or on a subassembly unless [he removal of that parl is necessary for replacement or repairs.
4. Always have a complelc set of seals and O-rings on hand before slarting any overhaul of a Model ST400 Starter. Never reuse old seals or gaskers.
5 . When disassembling, always mark adjacenl parts so he members can be located in the same relalive position when the slarlcr is reassembled.
6. Never wash the Lincr Assembly (8) i n a solvent.
Disassembly of t l ~ c S t a r t e r
I . Remove the Drivc Pinion Screw ( I ) from the drive shafl and remove h e Drive Pinion (2).
2. Remove the six Flange Cap Screws (3 ) from the Housing (13).
3. Rcmove h e Flange Cover (4 ) and Flange (5) simultaneously by pulling up on the Flange.
4. Remove the Front Drivc Shaft Bearing (IS) from the Flange Cover.
5. Remove the Drive Housing Seal (16) from ihe Flange Covcr.
6. Turn [he slarter over and secure i l vertically in a
7. To reniove the Housing Cover (I I), slowly loosen [he four Housing Cover Bolls (12) while holding the Housing Cover (1 I) in place.
8. Slide tlic Liner Assembly (9) O U I ofllic Housing. 9. Rcmove 111e Return Spring (8)
ASSEMBLY G e n e r a l Ins t ruc t ions
I . Always press on the inner ring of a ball-lype bearing when installing the bearing on a shaft.
2. Always press on the outer ring of a ball-lype bearing when pressing rhe bearing into a bearing recess.
3. Whencver grasping a starler or pan i n a vise, always use lealhcr-covered or c o p p e r ~ o v e r e d vise jaws. Take extra care with lhreaded pu t s or housings.
A s s e n ~ b l y of t h e S t a r t e r
I . Place the Housing ( l3) , front end down so that the Rerurn Spring (8) can be placed into [he Housing.
2. Slide rhe Liner Assembly (9) inlo the Housing. Orienr [he Liner so thal [he nolch aligns correcrly wilh lhc Housing inlei pon and Liner air inlet port aligns with (he Housing air inlet port. Auach Housing Cover Gasket (10) to Housing Covcr.
3. Auach the Housing Cover (I I) to rhc Housing with just one Housing Cover Bolt (12). Engage only a few threads so thal (he Housing Cover can be easily rotated.
4. While pushing !he Lincr Assembly down againsl the Return Spring, rotate the Housing Cover over (he Liner lo hold i t down.
5. Tighlen the Housing Cover Cap Screws to 5 4 ft-lb (6.7-8 Nm) torque.
6. Press the Drive Housing Seal (16) inlo the Flange Cover (4) with [he sealing lip pointed down.
7. Press [he Front Drive Shaft Bearing (15) into the Flange Cover.
8. Fit the Flange (5) onto [he Flange Cover so !ha1 Ihe counlerbore of [he Flange slides over the shoulder of the Flanee Cover correctlv. " ~,
9. Carefully slide this assembly over the drive shafi. Be careful not to tear the Seal lip. Orienl the Flange correcrly,
Use care when ren~oving the Housing Cover Bolls 10. Tighten llic six Flange Cap Screws (3) lo 3-4 fl-lb (12) holding tlie IIousing Cover (11) lo the starter. (4-5.4 Nm) torque and apply Loclite. The Liner (9) is spring loaded and will protrude I I . Atlach the Drive Pinion (2) to the drive s l ~ a f ~ using approxiniately one inch beyond the Housing when !he Drive Pinion Cap Screw ( I ) and tighten lo released. 53-58 it-lb (72-79 Nm) torque and apply loclite.
MAINTENANCE SECTION
TEST AND INSPECTION PROCEDURE 'pL
IVhcn 90 psig air pressure is applied to the starter, the Drivc Pillion will be rulali l~g 81 2,800 rpnl and Drivc Shaft a n d Drivc Pinion will move forward 1.25". Keep face and hands away from roll l ing Drive Pinion.
1 . Orienhtion: Mounting Flangc must be oricnlcd pcr 111c customer's order or engineering drawing. If orientation is not specified by cuslonler, standard orientation will be supplied.
2. Free Speed (All h.Iodcls): 11mdl Startcr on a tcsi fixture. Apply 90 psig lo lhc slnrlcr motor. Minimum frcc spccd is 2,500 RPM.
3 . Confirm O v e r r ~ ~ n n i n g of Clutch: Turn lhc Drive Pinion by hand i n the direction of rotation. The clulch should ralchct srnoolhly.
4 . Confirm Drive Rotation: Turn lhe Drive Pinion by hand i n the direction opposile of rotation. Thc clutch should not ra~chet.
lngersoll-Rand Service Center
UNITED STATES-
Markelin!g/Sales/Service
Headquarlers
Ingersoll-Rand Power Tool
Division
P.0.Box 1776
Liberly Corner, NJ 07938
PHONE: (908) 647 - 6000
FAX: (908) 617 - 6007
Soutllern Sales Oflice
Ingersoll-Rand Power Tool Division
11 1 lngersoll-Rand Drive
Chamblee. GA 30341
PHONE: (404) 936 - 6200
FAX: (404) 936 - 6202
Weslern Sales Olfice
Ingersoll-Rand Power Tool
Division
5533 E. Olympic Blvd.
Commerce. CA 90022
PHONE: (21 3) 725 - 2826
FAX. (21 3) 725 - 2890
Distribution Cenler
Ingersoll-Rand Power Tool
Division
510 Hesler Drive
While House. TN 37188
PHONE: (615) 672 - 0321
- FAX: (61 5) 672 - 0601
LATIN AMERICA Ingersoll-Rand Power Tool
Division
730 N.W. 107lh Ave.
Suile 300
Miami. FL 33172-3107
PHONE: (305) 559 - 0500
FAX: (305) 559 - 7505
TELEX: 441617 TLS VI
CANADA
Production Equipmenl Group
Ingersoll-Rand Canada Inc.
51 Worcesler Road
Rexdale, Ontario M9W 4K2
PHONE: (416) 675 - 561 1
FAX: (416) 675 - 6920
Regional Offices
1430-5555 Calgary Trail, N.W.
Calgary, Alberla. T ~ H 5P9
PHONE: (403) 438 - 5039
FAX: (403) 437 - 3145
3501 Sl. Charles Blvd.
Kirkland, Quebec H 9 H 4 5 3
PHONE: (514) 695 - 9040
FAX: (514) 695 - 0963
201-6351 Weslminsler Highway
Richmond, B.C. V7C 5C7
PHONE: (604) 274 - 0459
FAX: (604) 278 - 2519
EUROPE I MIDDLE EAST/
AFRICA Ingersoll-Rand Sales
Cornpany.Lld.
Trallord House
P.0.Box 23
Soulhmoor Road
Wylhenshawe Road
Manchesler M23 9LN
United Kingdom
PHONE: 061 .902 . 9098
FAX: 4461 - 946 - 6375
TELEX: 667833
ASIA
Japan
Ingersoll-Rand Japan, Lld.
Shin-Yokohama Square
Bldg.5F
2-3-12 Shin-Yokohama
Kohoku.ku, Yokohama 222
PHONE: (81) 45 - 476 - 7801
FAX: (81) 45 - 476 - 7806
Singapore
Ingersoll-Rand S.E.A.Ple Ltd.
42 Benoi Road
Singapore 629903
PHONE: (65) 860 - 6836
FAX: (65) 862 - 1373
Auslralia
Ingersoll-Rand Auslralia.Lld.
A.C.N. 004 099 861
8 0 - 100 Frankslon Rd.
Dandenong, Vic 3175
PHONE: (61) 3 - 794 - 1673
FAX: (61) 3 - 794 - 7895
Hong Kong
Ingersoll-Rand Far East
19th Floor Malaysia Bldg.
50 Gloucesler Rd.
Hong Kong
PHONE: (852) 527 - 0183
FAX: (852) 529 - 5976
Korea
Ingersoll-Rand Korea
13lh Floor Haekwang Bldg.
158 - 13, Samsung - Dong
Kangnam - ku. Seoul
PHONE: (82) 2 - 565 - 681 5
FAX: (82) 2 - 565 - 681 8
SHIP No.
Ti ? E
LIST No.
D A T E
R E V I S I O N
DIESEL GENERATOR ENGINE
I N S T R U CTION M A N U A L
M E R : INGERSOLL-RAND i TYPE : RR100-F30
D A IHATSU D I E S E L MFG. CO. , LTD. T E C H N I C A L DEPARTMENT
OSAKA, J A P A N
JUL. 1 , 1999
DRAWN BY I. MIYAMOTO
- -
APPRPvED BY e I/- A- -,
Form Edition 1 April, 1998 Rev. 2
NSTALLATION AND MAINTENANCE MANUAL for
RR100-F30 STARTERRELAYVALVE
WITH PRESSURE CONTROL
IMPORTANT SAFETY INFORMATION ENCLOSED. READ THIS MANUAL BEFORE OPERATING. FAILURE TO OBSERVE THE FOLLOWING WARNINGS COULD RESULT IN INJURY.
Always bleed o f the air pressure before attempting to unscrew the Starter relay valve f rom the Receiver o r before attempting to perform any maintenance o n the Starter Relay Valve. Never attempt to remove the cap andlor the housing cover until air pressure has been bleed of. If th is is done while there is pressure i n the piping, internal parts of the valve wi l l be blown out wi th considerable force. IF OUTLET PRESSURE IN EXCESS OF THE REGULATOR PRESSURE SETTING COULD CAUSE DOWNSTREAM EQUIPEMENT TO RUPTURE OR MALFUCTION, INSTALL A PRESSURE RELIEF DEVICE DOWNSTREAM OF THE 4EGULATOR. THE RELIEF PRESSURE CO?ILD AND FLOW CAPACITYOF THE RELIEF DEVICE MUST SATISFY REQUIREMENTS.
This Starter Relay Valve is specially designed and manufactured by lngersoli Rand for use on Starter installations..
ENGINE STARTING SYSTEMS 1
=Note: This valve normally design to be activated with its 3ways solenoid pilot valve can be activated directly with the manual actuated control. This valve can also drive inertia or pre- engaged ST400 series Starter. Its own master regulator pressure control the air pressure on the outlet to the starter. Rated ooeratina conditions :
Inlet pressure : 0.1 to 3.0 MPa (1 to 30 kgf/cd)
Outlet pressure : 0 to 1.0 MPa (0 to 10 kgflcm')
Temperature : -20 to 80'C. With dewpoint less than air temperature below 0°C. Fluid : Air compressed
The use of other than genuine lngersoll Rand replacement parts may result in safety hazards, decreased starter relay valve performance and increased maintenance, and may invalidate all warranties.
lngersoll Rand is not responsible for customer modification of valve for applications on which lngersoll Rand was not consulted.
Repairs should be made only by authorised, trained personnel. Consult your nearest lngersoll Rand Authorised Service center.
It is the responsibility of the employer to place the information in this manual into the hands of the operator.
Always wear eye protection when installing, removing or performing ~ ~
maintenance on this starter relay valve.
ENGINE STARTING SYSTEMS 2
-% ')
'1 ! * . , W O ~ e r a t i o n : (see Fig 3)
Clockwise rotation of knob (1) will open the seat pilot regulator (4) and will build up pressure between slave regulator and solenoid valve (5). Turn the knob since you have not reach the working pressure. Never exceed 1.0 MPa(l0 kgWcm'). The pressure you will adjust at the slave regulator will be the working pressure at the starter in order to adjust easily the working pressure install a gauge on port (2) or port (3).
Fig. 3 P i l o t regu la tor solenoid ASSY Par ts No. :ST400-K2450
Test and i n s ~ e c t i o n procedure :
W Solenoid Valve- Using a DC power supply, apply 9VDC minimum to 24VDC maximum to the solenoid.
The solenoid should activate the armature with a minimum of 9VDC and a (( Clicking D sound indicates that the solenoid is functioning properly.
Trouble shouting guide-
\Ioperate / Low battery I Check Battery charge 1
SOLUTION )I CAUSE
charge I Malfunctioning I Inspect plunger for damage
System doesn't
1 valve Lack of air ICheck air pressure and air lines
1 valve Low power I Lack of air /Check air pressure and air lines
1 Blow-by
pressure I Malfunctioning I Inspect plunger for damage. Inspect 1
No electric signal
~. 1 valve I maiter piston for dama& or proper 11
Inspect electrical connections
pressure Starter doesn't engage
Malfunctioning
lubricatibn. Lubricate or-remilace 0 ' Ring if necessary.
Check drive pinion for damage. Make sure the correct drive pinion is on starter. Check for damage flywheel. Check backlash. Check for blocage in internal housing port of starter
lnspect plunger for damage
ENGINE STARTING SYSTEMS 3
ENGINE STARTING SYSTEMS
5
MAINTENANCE SECTION 7, 2.O
Always wear eye protection when performing any maintenance on this valve.
Always turn off the air and electrical supply and disconnect the air and electrical supply before install ing or removing any component on this valve, before making any adjustments o n th is valve or before performing any maintenance on this valve.
DISASSEMBLY
W GENERAL INFORMATION :
1. Do not disassemble the valve any further than necessary to replace worn or damaged parts.
2 . When grasping a part in a vise jaw, always use copper -covered vise jaws to protect the surface of the part and help prevent distortion. This is particularly true of threaded members.
3. Do not remove any part which is a press fit in or on a subassembly unless the removal of that part is necessary far replacement ar repairs.
4. Always have a complete set of seals and 0-rings on hand before starting any overhaul of a valve. Never reuse old seals or gaskets.
W DISASSEMBLY OF THE VALVE :
1. Disconnect the pilot regulator assy from the cap of the valve
2. Using a strap wrench, unscrew and remove the housing cover ( 3 ).
3. Pull the return spring and the piston assembly ( 8 ) from the valve housing. Return the valve housing upside down. Using a retaining ring pliers remove the retaining ring (1 1) .
4. Pull the the cap (2) from the valve housing.
5. Grasp and pull the master piston (5) from the valve housing. Remove all the 0' ring and gasket to be replace.
ASSEMBLY
W GENERAL INSTRUCTIONS :
I. Whenever grasping a valve or part in a vise. Always use copper-covered vise jaws. Take extra care with threaded parts or housings.
2 . Except for bearing , always clean every part and wipe every part with a thin film of oil before installation.
3. Apply a film of o-rings lubricant to all o-rings before final assembly.
ENGINE STARTING SYSTEMS
2 3 ? ASSEMBLY OF THE VALVE :
1. Lubricate the piston shaft with O-ring lubricant. Slide the piston assembly in the valve housing Slide the piston spring bottom of the piston.
3. Lubricate the o-ring (14) in the groove of the valve housing.
4. Install the cap (3) in the valve housing. Using a strap wrench it enough to not get it back with hand.
5 . Return the valve housing in the vise and grasp it.
6 , Install the o-ring(l2) in the piston groove . lubricate it with an o-ring lubricant, slide the master piston in the valve housing.
7 . Lubricate the o-ring (13) and install it in the valve housing groove.
8. Install the housing cover (2) in the valve housing. Place the retaining ring using a retaining ring pliers.
9. Reconnect the pilot regulator assy on the cap of the valve,
ENGINE STARTING SYSTEMS 7
..~ ~ - ~ . . ~ . ~ ~--~-p-~ --.- ~
.-
- > 3
Ingersoll-Rand Service Center
UNITED STATES
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Headquarters
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Speed Switch Unit (-D) MDP-REV-D
Instruction Manual
Article
This is prepared for Main Diesel Generator enpine from the standard manual Q7LT333430FA Output contact of "13" may be used for Low speed detection.
(29 pages including the front page)
DA I HATSU DIESEL MFG. CO. , LTD. TECHNICAL DEPARTMENT MARINE ENGINE DESIGN
TYPE
LIST No.
REVISION
DATE
Q7LT33349OFZ
I October 12,2004
Prepared by
Approved by
K.Tanabe
W. Ise
?.>.;k Speed Switch Unit-D Safety Precautions
This manual describes precautions for safety installation and operation of the speed switch unit-D.
Operate equipment following these precautions.
Hazards and damage likely to result from incorrect wrong use or, neglecting of the indicated
precautions, is explained below in this Manual using the following symbol marks shown below. The
symbols:
A ... CAUTION = State likely to cause damage of light or intermediate damage.
A 1. Caution against electric shock (1) Voltage remains in the internal terminal block even after POWER is
turned OFF. See page 24(Fig.17).
(2) When using 100 or 200 VAC for signal output contacts,. be aware of
possible electrical shock from the terminal block.
2. Caution against current leakage (1) To prevent current leakage, be sure to ground equipment properly. See
page 24(Fig.17).
1 Overview ............................................................................................................................................. 4
2 Features and functions ..................................................................................................................... 4
3 Specifications .................................................................................................................................... 5
4 Outline ................................................................................................................................................ 6
5 Configuration ..................................................................................................................................... 6
6 Operation and modes .............. .. ...................................................................................................... 7
6.1 Display and operation ........................................................................................................... 7
6.2 ...................................................................... Actions when the power supply is turned on 8
................................................................................... 6.3 Normal stateldisplay (normal mode) 8
6.4 . . Initial set values .................................................................................................................... 9
................... 6.5 Set value display/setting mode and initial set value display1 setting mode 10
7 Set value displaylsetting mode ....................................................................................................... 12 . . ........................ .................................................................. 7.1 Mode and settlng ]terns .. 12
7.2 ..................................................................................... Start-up interlock contact (#14L) 13
7.3 Low speed detection contact (#14) ...................... .. 14 .......................................................... 7.4 ..................................................................................... Low speed detection contact (#13) 14
..................................................................................... 7.5 Overspeed detection contact (#12) 14 ........................................................................................... 7.6 Hysterisis (#14, #13, and #12) 14
8 Initial setting displaylsetting mode .............................................................................................. 1 6 . .
8.1 Mode and setting ~ t e m s ...................................................................................................... 16
.................................................................... 8.2 Pulse settinglreduction gear ratio set values 17 ................ .......................................................................................... 8.3 Full scale set value .. 18
........................................................................................................... 8.4 Contact output mode 18 8.5 Analogue output zerolspan adjustment ..................... ... ............................................... 19
9 Installation ..................................................................................................................................... 21 10 Wiring ........................................................................................................................................... 22
................................................................ 10.1 Inputloutput connector terminal configuration 22 ........................ ..................................................... 10.2 Wiring installation to 110 connector .. 23
. . 10.3 External wr ing ................................................................................................................. 24
10.4 Connection with the pulse sensor .................................................................................. 25
10.5 Connection and branching of analogue output ................................................................. 26 . . ......................................................................................... 10.6 Precautions in wr ing handling 27
11 Troubleshooting ............................................................................................................................ 29
11.1 Troubleshooting table ......................................................................................................... 29
Speed switch unit-D instruction manual
1 Overview
Fig. 1 Speed switch unit-D panel display
This product is a revolution detector available with a digital display function. It is a new type of speed switch unit, compact in size and highly functional, that indicates measurements digitally by a micro computer, ensuring high precision, flexible setting that meet a wide range
of applications.
2 Features and functions -High measurement precision by digital measurement (0.05% (at ES.) k 1 digit)
- Revolution speed displayed digitally to a maximum of 4 digits.
- Three-point revolution detection and one-point contact for start-up interlock.
- High resist pressure semiconductor contact output (resist pressure 1500V. AC 100V, 0.1A)
- 4 - 20mA analogue output
- Revolution speed frequency output (1 Hz per revolution)
- Input specification and revolution range can be set at any value,
- Detachable terminal block is used.
,~ ~
3 Specifications ( I ', /,
I Item Speed Number of 3 speeds (812, #13, U14) detection detection points (U14L: contact for start-up interlock)
Detection speed range 100-9990min.' (U14L: 1-999rnin.')
Measurement 0.5min-' when it is 1000min-' precision (0.05% (at FS.) +. ldigit) Setting method Detection point is set by key operation Response time Contact output response 0.3 seconds Hysterisis Standard 3.0% (0.0 - 1.0% at F.S. setting changeable)
Display Display range 0-9999
Display 4-digit red digjtal display (brightness adjustable) Display update Approx. 0.5 sec.
Pulse input Puls input range 2-20kHz
Setting method Set number of pulses and reduction gear ratio per revolution
Input pulse Dedicated pulse sensor (AC 2Vpp - 288Vpp (AC 0.7 - 100Vrms)) Frequency lHz, 0/15V (5kQ) per revolution output (pulse Output signal Allowable load resistance 5 K 61 or more, non-insulate, output) with the power supply
I [range (output error (0.1% (2000Hz or higher)
Analogue (output signal l ~ u r r e n t sigma1 1 output 4-20mA load resistance 50061
Output precision +.0.5%(FS)
Full scale 100-9990min-' Contact 3 contact points output Output contact (#12: Overspeed, U13 low speed, 814, low speed)
1 contact points (#14L: for start-up interlock)
Contact feature set up with Contact output mode (Reference for P18) No-voltage semi-conductor contact point, Contact capacity AC/DC lOOV O.lA, pressure resistance 1500V
Power supply Voltage DC24V -25-+30% (18.OV-31.2V) rower 2.5W c
Environments Working l conditions temperature 5 -- 55" C (Max. 95% RH, with no dew condensation)
Storage temperature -20-65°C (MAX 95%RH, with no dew condensation)
Ambience No corrosive pas
4 Outline
Fig. 2 Outline drawing
5 Configuration
7 e l e r n e n t L E D
S e t t i n g s w i t c h e s
s s i o n
CPU
Relay
R e l a y
R e l a y 7 R e l a y 7
Fig. 3 Internal block diagram
P o w e r s u p p l y D C 2 4 "
P u l s e s e n o r i n p u t
T a c h o m e t e r .
4-20mA
6 Operation and modes
6.1 Display and operation
~ ~-
1 Function selection key
Fig. 4 Panel display
Digital display
Set key
Up/down
Data input key
<Display function>
Digital display: Engine revolution speed is indicated digitally on the 4-digit digital LED display.
Set values, etc. are displayed, during various setting operations.
<LED indicator> # 1 2 : Means over-speed detection and indicates that the engine is rotating faster that
the rated speed.
# 1 3 : Means Low-speed detection and indicates that the engine speed has passed over
the low-speed set value.
# 1 4 : Means Low-speed detection and indicates that the engine speed has passed over
the low-speed set value.
# 1 4 L : Indicates that the conditions for start-up interlock have been met. It is applicable in start-up interlock circuits as it can detect complete stop of the
engine.
<InpuU [F'l Function selection key:
Switch for changing the mode and items. Pressing this key during normal mode changes
the mode to setting displaylsetting mode.
Pressing and holding this key for more than 3 seconds changes the mode to initial setting displaylsetting mode.
[A][V] Data input key: Allows you to increase and decrease the set value.
[S] Set key: Starts the setting of items and also enters and saves the set value,
6.2 Actions when the power supply is turned on
When the power supply is turned on, all LEDs turn on for about 1 second and normal mode starts.
During the above action, revolution detection, output and error detection functions are suspended
whether or not input signal exists.
Note) Before using the speed switch unit for the f m t time, various settings must be made to enable normal function, as initially set values are only temporary values set for shipment.
Please set each parameter correctly reading this instruction manual to enable correct use of the
unit. ~~~
trhe units dilivered, as the -. accessories of diesel engine will .- be suitably s q
6.3 Normal stateldisplay (normal mode)
During normal mode, the revolution speed presently detected is displayed. When the revolution
speed exceeds the detection set values, the relevant contact output operates and at the same time the relevant LED indicator lights. This mode is displayed except when the setting change mode is
selected.
During normal mode, the display brightness setting can be changed by the [ r ][r ] data entering keys.(The initial setting value is set at the maximum brightness of 31, and normally it is not
particularly necessary to change it.)
The next time the power supply is turned, the brightness is displayed at the value preciously
saved.
Increase the brightness. Decrease the brightness - Pressing this button for more than 3 seconds saves the present brightness,
6.4 Initial set values
Note) To use this product, it is necessary to pre-set various set values correctly.
Using this unit without setting these values may cause critical problem in engine
operation and control.
For the initial set values the following values are entered before shipment.
To encourage setting by the users, the values set in the initial setting are normally impractical
values. Refer to the table below and set items that have no % mark attached. ..--
khe units delivered, as the accessories of diesel engine will be suitably set up.[
% marked items can be used without changing the initial set value.
section Set Items I Settable range llnitial Set value1 Set Value
6.5 Set value displaylsetting mode and initial set value display1 setting mode
Normal mode D
: Press the "[F]Function selection key" once. 1 : Press the "[SJset key" once.
[bsecl : Press and hold (3seconds) the "[F]Function selection key" . mM : Press and hold (3seconds) the "[Slset key".
Fig. 5 Setting procedure list
To change the set values, it is necessary to perform setting change work using the "Set value
displaylsetting mode" and "Initial setting value displaylsetting mode".
"Set value displaylsetting mode":
A mode for setting mainly items concerning speed detection.
"Initial setting value displaylsetting mode":
A mode for setting constants that should be pre-set such as number of gear teeth and full
scale value, etc. .
To change from the "Normal mode" to "Set value displaylsetting mode" or "Initial setting value
displaylsetting mode", press the "[F] function selection key" at normal mode.
To change to each mode, press the "[F] function selection key" as follows. Please refer to Fig. 5 Setting procedure list.
O To change to the "Set value displaylsetting mode", press the "[F] function selection key" once.
@ To change to the "Initial setting value displaylsetting mode" press and hold (3 seconds) the "[F] function selection key".
- 10 - Q7LT333490FZ(10/29)
To increase or decrease the set values by pressing the [A ][r ] keys, pressing the key once
increases/decreases the value by f 1 step, but pressing and holding the same key changes the mode to repeat mode and the values can be entered continuously. Keep pressing even further, changes the mode to fast forward and values can be changed in 10-fold, 50-fold steps.
7 Set value displaylsetting mode 7.1 Mode and setting items
Pressing the "[F] function selection key" from "Normal mode", changes the mode to "Set value
displaylsetting mode".
In this mode, each time the "[F] function selection key" is pressed, the table below is displayed sequentially and pressing the "[F] function selection key" once again at the last item, returns the
mode to "Normal mode". (Refer to Fig. 5)
The set value displaylsetting mode consists of the following setting items.
a Setting #14L ON: Revolution detection for start-up interlock, ON point revolution speed
@ Setting #14L OFF: Revolution detection for start-up interlock, OFF point revolution speed
@ Setting #14L OFF Delay: Contact start-up interlock, OFF DELAY TIMER (second)
@ Setting #14 ON: Low speed detection ON point revolution speed
@ Setting #13 OFF: Low speed detection OFF point revolution speed
@ Setting #12 ON: Overspeed detection ON point revolution speed
a Hysterisis (#14, #13, #12): ON-OFF width of #Id, #13, #12 (% at FS)
Pressing and holding the "[S] set key" during the item display changes the mode to the set value change mode of the applicable item.
When it enters into the set value setting mode, measurement is suspended and external output and
external contact point are frozen temporarily. (When it returns to the normal mode again, it restarts but with a delay of about 1 to 2 seconds)
To add, when no operation is made for 3 minutes when any set value is being displayed or set, it
will automatically return to normal mode.
When the brightness degree had been decreased in normal mode, the maximum brightness will be
displayed temporarily in set value display mode but will display the original brightness again
when returned to normal mode.
7.2 Start-up interlock contact point (#14L)
Engine revolution speed
Engine complete
, - Time
Fig. 6 14L OFF DELAY TIMER contact point operation outline
Internal combustion engine employs fly wheel (inertial mass) at the output axis to reduce output
fluctuation. Therefore, when the engine is stopped, revolution remains longer than expected due to inertia of fly wheel, and even when the users stop the machine, the output axis may not be
stopped completely. When start-up command is given to the engine under such situation, it may bigger unexpected accidents.
Contact for start-up interlock outputs a condition that can block restarting of engine when the output axis is rotating, with the following 3 conditions combined, so as to enable secure detection
of engine stop (refer to Fig. 6 "Engine Activation Disabled" part).
(1) "#14L ON detected revolution speed" as engine operating condition, (2) "#14L OFF detected revolution speed" as engine condition immediately before stopping,
(3) Time counter timer from (2) to complete stop "#14L DELAY TIMER"
For using the start-up interlock contact (#14L), the following 3 values must be set.
a #14L ON setting H = 1 - 999
@ #14L OFF setting L = 1 - "#I4 ON set value"
@ #14L OFF Delay setting d = 0 - 300 sec.
Description: a is an operation point setting for start-up interlock contact and when the engine revolution speed exceeds this set value, #14L contact output operates.
@ #14L starts the OFF DELAY timer when the engine revolution speed becomes below this set value.
@ is a set value of #14L OFF DELAY timer and sets the delay time in seconds. #14L contact point output turns off when the time set by this timer is up.
7.3 Low speed detection contact (#14)
To use the low speed detection contact (#14), the following value must be set.
When the engine revolution speed increases above this set value, #14 contact output operates.
@ #I4 ON setting
#I4 = 100 - 9999
7.4 Low speed detection contact (#13)
To use the low speed detection contact (#13), the following value must be set.
When the engine revolution speed increases above this set value, #13 contact output operates.
@ #13 OFF setting
#I3 = 100 - 9999
7.5 Overspeed detection contact point (#12)
To use the overspeed detection contact (#12), the following value must be set.
When the engine revolution speed increases above this set value, #12 contact output operates.
@ #12 ON setting #12 = 100 - 9999
7.6 Hysterisis (#14, #l3, and #12)
Hysterisis is provided to secure stability in detection operation even a then the revc ~lution speed sways. At the point of time the revolution speed exceeds the set value (detected revolution speed), the contact turns on and at the point of time the revolution speed become less than set
value (return revolution speed) for the amount of hysterisis, the contact turns off.
Pre-set revolution speed
Hysterisis
p q hysterisis
Change in the revolution speed
Fig. 7 Hysterisis
%Chattering may generally cause relay contact depositing by contacts repeating ONIOFF in a
short time.
Detection revolution speeds for #14, #13 and #12 are set individually, but for return revolution
speed, this hysterisis value will be applied to all.
' 63 Hysterisis (#14, #13, and #12) 0.0 - 10.0% (at FS)
% 3.0% is registered as initial set value. % It is not particularly necessary to change.
Hysterisis means the range between (detection revolution speed) - (return revolution speed), and
this value is set by the percentage value of the full scale set value in 5 8.3.
[Ex. 41 When it is F = 150, #12 = 1020, H = 3.0, (F: analogue full scale set value, #12: overspeed detection set value, H: hysterisis set value)
Hysterisis = 1500 x 3.01100 = 45min.'
#12 ON point (detection speed) ----- 1020min"
#12 OFF point (return speed) ----- 9 7 5 m ~ '
8 Initial setting displaylsetting mode 8.1 Mode and setting items
Pressing and holding (keep pressing for 3 seconds) the "[F] function selection key" from "Normal
mode" or "Set value displaylsetting mode" changes the mode to "Initial setting displaylsetting
mode".
In this mode, each time the "[F] function selection key" is pressed, the following display will be
displayed sequentially and pressing the "[F] function selection key" at the last item returns the
mode to normal mode. (Refer to Fig. 5)
Initial set value displaylsetting mode consists of the following setting items.
a Pulse setting: Pulse number per revolution (number of teeth)
@ Reduction gear ratio setting:
Reduction gear ratio from the crank shaft
@ Full scale setting: Scale range of analogue output
@ Output mode setting: NIC, NIO modes of output contacts
@ Analogue output zerolspan adjustment: For analogue output range adjustment
Pressing and holding the "[S] set key" during display of each item changes the mode to set value
changing mode of the relevant item.
When it changes to the initial setting mode, measurement is suspended and external output and
external contact points are frozen temporarily. (When it returns to the normal mode again, i t restarts but with a delay of 1 to 2 seconds).
To add, when either of the set value displayed or set is left for 3 minutes without any operation,
automatically returns to normal mode.
When the brightness degree had been decreased in normal mode, the maximum brightness will be displayed temporarily in set value display mode but will display the original brightness again
when returned to normal mode.
.., > , . , ,
8.2 Pulse settinglreduction gear ratio set values
Engine revolution speed (or revolution speed of rotor) is calculated from the frequency of pulse
signal impressed on the sensor input terminal based on the pulse specification set and is
displayed.
For the calculation of revolution speed, it is necessary to set the following pulse specifications.
O Number of pulses per revolution (number of gear teeth) P = 1 - 3 0 0
Reduction gear ratio r = 1 - 2 0
a is the number of pulses generated per revolution of the rotation axis (gear) installed with a
pulse sensor. @ is the reduction gear ratio to set when the engine revolution speed and the rotation axis installed with a pulse sensor are not the same.
For instance, when the revolution of the engine output axis is detected by pulse sensor in the
original condition, the reduction gear ratio of @ becomes r = 1.
[Ex. 11 Engine output axis direct measurement: when the number of gear teeth is 142. P = 1 4 2 , r = l
When the pulse sensor is attached to the gear that interlocks with the cam shaft of 4 cycle
engine, r becomes 2. (Cam shaft only rotates 112 revolutions per engine revolution, so the
reduction gear ratio becomes 2).
[Ex. 21 Cam shaft measurement: number of gear teeth 75 P = 7 5 . r = 2
Also when the number of pulses per revolution is not an integral number, set a value 10-times
a and at the same time set a value 10 times large also for @.
[Ex. 31 Cam shaft measurement: tacho generator 7.5 pulse P = 7 5 , r = 2 0
(Reference) The pulse frequency to be impressed is expressed by the following formula.
Frequency = Revolution speed x number of pulses + reduction gear ratio + 60
- 17 - Q7LT333490FZ(17/29)
On the contrary, when calculating the revolution speed from the frequency, it is expressed by the
following formula.
Revolution speed = Frequency x reduction gear ratio x 60
+ number of pulses
8.3 Full scale set value
The revolution speed can be output by the analogue signal of DC 4 - 20mA. It is necessary to set the full scale value so it meets the specification of the equipment to which
this output is connected. To add, hysteresis (on-off difference) at the time of speed detection is calculated based on this full
scale value.
@ Analogue full scale setting range F = 1 0 0 - 9 990min- '
The set value is determined by defining the revolution speed necessary at the time of 20mA output to meet the specification of the equipment to be connect to and the value dividing the
revolution speed by 10 shall be the set value. 4mA is equivalent to 0 revolution speed.
[Ex. 41 Full scale= 2 5 0 0 rnin.'
F = 2 5 0
8.4 Contact output mode
Contacts that operate when the contact output and the conditions of (start-up interlock contact
(#14), low-speed detection contact (#14), low-speed detection contact (#13) and over-speed
detection contact (#12)) are met can be specified whether it should be ON during operation or
OFF by the following setting.
@ Output mode setting range o = o - 1 5
Note) As a standard setting, it is set at [0] (all contacts are A contact operation) at the time of
shipment from the plant.
This value is expressed by the mode numbers from 0 to 15 and is applied to each contact, #14L,
#14, #13 and#12, as follows:
A : N / O (On when over t h e v a l u e ) mode
B : N / C (Off when over t h e v a l u e ) mode
8.5 Analogue output zerolspan adjustment
When there is a slight deflection in the analogue output range (4 - 20mA). this range can be corrected by the adjustment of zero output (4mA) and full output (20mA).
Note 1) The speed switch unit has been adjusted at the time of shipment to ensure that correct analogue output can be made.
Normally, it is not necessary to change this setting.
Note 2) Do not attempt to adjust the deflection in the revolution speed caused by the error in the
equipment (for instance tachometer) connected to the analogue output by this function of
speed switch unit.
O Analogue zero output/full output adjustment setting range - 9 . 9 - 0 . 0 - + 9 . 9 % (no correction when it is 0.0%)
When you enter into this mode, "A" is displayed on the leftmost side of the numerical value display and the present output on the right side.(Continuous lighting)
Under this condition the following keys are accepted.
changes to normal mode Pressing and holding this for 3 seconds changes to "Analogue output adjustment",
[Analogue zero output adjustment] When you enter into this mode, "b" is displayed on the leftmost side of the numerical value
display in continuous display and the present zero correction value on the right side by flashing.
The analogue output will be fixed at "4.00mA".
The correction value is the % value added to the standard state.
Here, with the following keys, fine adjustment of output value (4mA) will be made,
Cancels the setting and changes to "full output adjustment". Raises the correction value (output rises at the same time)
Lowers the correction value (output declines at the same time)
Pressing and holding for 3 seconds sets and saves the present indicated value.
To add, the setting range will be f 9.9% and no correction value when it is 0.0%.
[Analogue full output adjustment] When you enter into this mode, "c" is displayed on the leftmost side of the numerical value display in continuous display and the present zero correction value on the right side by flashing.
The analogue output will be fixed at "20.00mA". The correction value is the % value added to the standard state.
Here, with the following keys, fine adjustment of output value (20.00mA) will be made.
Cancels the setting and changes to "full output adjustment". Raises the correction value (output rises at the same time)
Lowers the correction value (output declines at the same time) Pressing and holding for 3 seconds sets and saves the present indicated value.
To add, the setting range will be f 9.9% and no correction value when it is 0.0%.
- (. ' 1 . /
9 Installation M 2 . 5 x 5 0
Fixture attaching hook - .. ...- ---- - - - - - - e z 3 5 .
C
Wiringconnector 5 0
Fig. 8 Speed switch unit-D side face Fig. 9 Fixture (accessory)
Fig. 10 Panel cut dimension
Cut the panel of the place to install into in the panel cut size (Fig. 10).
a Insert speed switch unit-D from the front side of the panel cut hole. (Fig. 11) @ After inserting, hook the attached fixture to the fixture installing hook and screw in metal
fitting screw with a slotted screwdriver to securely fasten to the panel side. (Fig. 12)
Insert from ,- A t t a c h a f i x t u r e and
the front side t i g h t e n i n t h e a r row Panel d i r e c t i o n w i t h a s l o t t e d
of panel sc rew d r i v e r and f i x t h e p a n e l
. . .. .. . . . -.
a _
Fig. I1 Installation (insertion) Fig. 12 Installation (fixing)
a When there is vibration on the installation panel face, you can use "bracket: panel installation (NN00262007A)" (option) which can be installed more securely.
When converting the conventional speed switch unit and speed switch unit 2 to speed switch unit-D during maintenance, etc., you can use the speed switch unit-D available with a compatible case attached with a bracket that fit each unit,
- 21 - QILT333490FZ(21/29)
10 Wiring 10.1 InpuUoutput connector terminal configuration
Speed switch unit-D has double decked input/output connector on the backside of the main body.
The terminal configuration is described on the nameplate seal on the upper side of the main body
in the same way as below.
Please refer to the drawing for correct wiring.
The connector configuration and terminals are as described below.
I / O C O N N E C T O R A N A L O G
U P P E R C O N N E C T O R
LOWER C O N H E C l O R
F R E O U E N C Y O U T P U T Z 4 V d c S E N S O R O U T P U T ( 4 - 2 0 n A ) -I-- -
Fig. 13 Terminal configuration
F G
I Z d ~ r l r ( p I~onnect the power supply. Connect + 24V to [PI and OV to [NI
I---
O V E R W l O W LOW LUILOY
P
pper deck terminal
FG
0/15V, allowable load resistance is 5Kn or more and non-insulated from the powe OUTPUT ANALOG M+ Outputs current at 4 - 20mA by scaling determined by the full scale setting.
N
1 2 a
Frame ground for the speed switch. Make sure to connect to the around to prevent noise and the risk of electric
-. . -.
SENSOR
FREQUENCY
OVER
LOW
+
1 2 c
I
N + S -
F+
LOW
Power supply specification, power voltage: DC 24V, allowable voltage range: - 20 + 30%, power consumption: 2. 5W
Connect the sensor output.
[+I and [-I are DC 24v power supplies.
[Sl is for the pulse sensor output which is input in pulse. Outputs the pulse of detected revolution speed. (1Hz per rotation)
d ~ u r n s on (off) the contact point when it reaches the pre-set speed limit
S
1 3 a
No-voltage semiconductor contact point, contact point rating: AC/DC lOOV 0. IA, 12c resist pressure: 1500V
13a Turns off (on) the contact point when it reaches the pre-set low speed. - No-voltage semiconductor contact point, contact point rating: AC/DC IOOV 0. LA,
13c resist pressure: 1500V
14a Turns on (off) the contact point when it reaches the pre-set low speed.
d - No-voltage semiconductor contact point, contact point rating: AC/DC IOOV 0. lA,
E 3
14c resist pressure: 1500V
0 LOUTLOW 14a Contact attached with a start-up interlock off-delay timer when the engine stops -
No-voltage semiconductor contact point, contact point rating: AC/DC IOOV 0. lA, 1 4 ~ resist pressure: 1500V
-
1 3 c I l a l 4 c
F + F - M + M -
I 4 1 , I 4 L
10.2Wiring installation to U0 connector
Peeling allowance 9mm
Fig. 14 Connector Fig. 15 Peeling allowance of wiring
1) Electric wires to connect to the connector must satisfy the following specification.
Recommended: Single wire: f l.Omm (AWG 18) Twisted wire: 0.75mm2 (AWG 20)
Strand diameter: Min. f O.18mm
Usable electric wire range Single wire: f 0.4 - 1 . O m (AWGF 26 - 18)
Twisted wire: 0.3 - 0.75mm2 (AWG 22 - 20) Strand diameter: Min. f 0.18mm
2) Secure 9mm for peeling allowance of wiring. Twist i t lightly so it will not spread out.
Solderless terminal is not necessary.
Electric wire insertion hole 1
Electric wire insertion/release , operating unit
Fig. 16 Connector ele
3) Insert and release wiring to the connector by pressing the wire insertionlrelease operation unit located at the side of the wiring insertion hole, with a slotted driver or the like. Insert it fully
and release the driver from the electric wire insertionltelease operation unit. Wiring is grasped
inside the connector and fixed securely.
4) Connector can be inserted, only one line to one pin. Should it become necessary to insert
multiple wirings into one pin, a separate terminal block will be necessary to bundle the wiring
into one before connecting to the wiring.
5) Connector itself can be removed easily by pulling it out. If it is difficult to install wiring, remove the connector to make installation easier. Also at the time of speed switch unit-D
replacement, wirings can be removed in a lump at the connector, and there is no need to remove
wirings one by one.
6 ) After completing installation, be sure to check that the wiring is correct and that no short
circuiting has occurred due to spreading of wiring. Also pull the wirings to see that they do not
come off.
10.3External wiring External wiring example of speed switch unit-D is given below.
1) Standard connection
A combination of one unit of pulse sensor and one unit of speed switch.
There are one analogue output system, three contact output systems, frequency (pulse) output and start-up interlock contact output. The contact signal is connected to the engine control panel for
control,
. - ,- -~
. .
- Engine conbol panel, ew. -
Fig. 17 Standard connection with one unit of pulse sensor and one unit of speed switch
2) Driving two units of speed switch One unit of pulse sensor can drive up to two units of speed switches.
By parallel driving, the number of outputs can be expanded to 2-fold. (2 systems of analogue output, 6 systems of contact output). To connect from the first speed switch to the other, do so via separate relay terminal block.
- . G e a r wheel -1 - - Pulse sensor -
Speed switch-D Speed s w i t c h 3
Fig. 18 Parallel driving connection by one unit of pulse sensor
and two units of speed switches.
10.4Connection with the pulse sensor 1 ) When connecting the pulse sensor NN00006014A (new type) @C series engine since 2005)
pf Wire breaking d e t e c t i o n LED
! I
A S S Y Z P U L S E S E N S O R E N G I N E C O N N E C T O R
( N N 0 0 0 0 6 0 1 4 A )
D C 2 4 V 0 v S S e n s o r S i g n a l O u t ~ u t 3 ( N / O ) S e n s o r F a i l u r e 4 ( N / O l - O p e r a t i o n
d i s p l a y LED (green)
Fig. 19 Pulse sensor NN00006014A Fig. 20 Pulse sensor speed switch connection diagram
When connecting this pulse sensor to the speed switch unit -D, refer to the connection diagram in Figure 20.
This pulse sensor is provided with a wire breaking detection function for coil and the red LED at the upper part of pulse sensor turns on when the coil wire breaks, to display the state of wire
breakage and at the same time to output it outside. When using the coil breakage detection, prepare a separate relay as in the drawing above and connect it.
For the relay to be used in wire breaking detection, select the one with a coil rated current 30mA or below during operation.(Omron: MY 4-D equivalent)
This pulse sensor is compatible with the (2) pulse sensor (conventional type) in terms of the
dimension at the installation section and electrically, it is possible to use it as an alternative
model. 2) When connecting pulse sensor 50A, 100, 200 (L51131) (conventional type) (Except for the
Fig. 21 Pulse sensor (L51131) Fig. 22 Pulse sensor (conventional)
- speed switch connection diagram
When connecting this pulse sensor to the speed switch unit-D, refer to the connection diagram in
Figure 22. This pulse sensor has no display/output function for coil breaking detection.
10SConnection and branching of analogue output
Fig. 23 Analogue output connection (one system)
The speed switch unit -D has one output of analogue output signal (4-20mA signal) that outputs
the rotational speed. For the connection diagram, refer to Figure 23. The allowable load
resistance of connecting instrument is 5000 maximum.
+ .
-
Speed switch 1 u n i t 3
O U Q U ~ T ~ C ~ O Fig. 24 Analogue output connection
Revolution speed analogue output
w (two systems) part 1
Fig. 25 Analogue output connection (two systems) part 2 - 26 - $7LT333490FZ(26/29)
When outputs of two systems are necessary for sending signals to the meter and data logger,
connect the instrument in serial referring to Figure 24 and 25.
However, in the following cases, use an isolator and divide the analogue signal into two. a When load resistance is set to over 500 C2 in total.
@ When floating of the input signal is not carried out in either instrument.
Note)
a When connecting to an instrument with a load resistance exceeding 5000, nonconformity may occur such as discrepancy between the actual revolution speed and the revolution speed
indicated on the instrument.
@ When negative terminal sides of two units of connecting instruments are grounded, current
wraparound occurs through grounding and as a result, the input of equipment on the downstream
side bypasses, causing disability in signal input to this instrument. These incidents can be avoided by inserting an isolator and insulating the signal by direct current. For the isolator, select the insulator type with two-outputs (M system: W2YV-AAA-R2 equivalent).
Speed switch speed u n i t + analogue -
Fig. 26 Analogue output connection (isolator used for dividing into 2)
10.6Precautions in wiring handling 1 ) Wiring and shield handling
Wiring to the speed switch unit must be installed taking note of the following points.
a For power supply wirings, pair negative and positive wirings and twist them together.
@ For the pulse sensor wiring, use three-wire shield wire. @ For analogue output, use two-wire shield wire.
@I For frequency output, use two-wire shield wire. @ Use the shield wire on the basis of single-point grounding. Make sure to connect
grounding. @ Keep wirings connected to the speed switch unit away from the power line and large size
relays.
2 ) Twisted pair wiring Twisted pair wiring means twisting 2 wirings. This is generally done on electric wires to
improve the resistance to noise easily and reduce the effect of electromagnetic induction to the
outside.
2 \\\T Fig. 27 Twisted pair wiring Fig. 28 Normal parallel wiring
3 Grounding of shield wire (single-point grounding)
Grounding of three-core shield wire between pulse sensor speed switch units.
Pulse sensor
T e r m i n a l N o t connected with block ,/ other shield wires
Speed switch
\ S h i e l d w i r e is released
I t is desirable to ground h e r e b y s ingle-point grounding.
- -
Fig. 29 Shield wire grounding (single-point grounding)
Single-point grounding is an effective connecting method for strengthening the noise resistance of
wiring, using the weak signal and pulse, by grounding the shield wire at only single point as
shown in the above diagram.
If the sensor side is also connected to the ground, two sides, the sensor side and speed switch side
would be grounded. This would cause potential difference between the two points that would provide a good condition for the noise to adhere, it is normally not done.
But if neither grounding is available, there would be no place for noise ingredient to escape to when external noise ingredient adheres to the shield wire, making it possible for the noise to
adhere to the signal line, which othenvise should be protected, impeding the effective use of
shield wire.
The shield wire must be connected based on single-point grounding.
11 Troubleshooting 11.1 'Ikoubleshootine table
Contact signal does no t output
- I Phenomenon I
The meter does not work
1
I Meter indication swings during constant rotation. !---- Icontact output turns off sometimes.
Display/LED does not light
measurement
Th
Contact output differs from the revolution speed detected by the contact output.
Cause I Counte rmeasure e power is not supplied
I Turn on the power supply
wer supply mis-wired. I
.ong wiring l ~ e d o wiring work
Redo wiring work.
s-wired to pulse sensor I
Redo wiring work.
ong set value
the meen LEO. II - -
Redo the setting work.
~ l se sensor attaching gap appropriate
Fix within the range of I to 2 turn return from the rotor. It can be checked if it is detected during operation of pulse sensor by
i s unit or pulse sensor failure
- -I '2,Y
Check if either the unit or sensor is defective and redace with anew one
h e sensor attaching gap appropriate
I
~ l s e sensor failure l ~ep lace the pulse sensor with a new
if any defect is found. Fix within the range of 1 to 2 turn return from the rotor. It can be checked if it is detected during operation of pulse sensor by the ween LED.
J C
I
mseness in pulse sensor lock nut Retighten
oise influence
mseness, omission of wiring
one.
Contact the person in charge of enaineering Redo wiring work.
correct speed switch set value Redo the setting work
I nalogue adjustment defect (Only for Be phenomenon of meter reading sing different from the actual ~easurement) ulse sensor attaching gap appropriate
Make adjustment by analogue settint (Correctable UD to f 9.9%)
Fix within the range of 1 to 2 turn return from the rotor. It can be checked if i t is detected during operation of pulse sensor by
J L
nalogue output load resistance xceeds 500R
-w- Lower the load resistance
ORDERED BY @ S * &
1. NO. o f Cylinders [Wf%31 11. Nozzle cooling [/Xlb;$M] 0 3 0 5 0 6 Oa OWWMDO) 6 0 WMWater) E
W ~ ~ M D O ) % 0 w i o u t ( ~ ~ o ) % 2. Speed [@i?4HE&l
720rnin-1.750rnin-1 900min-1 1000rnin-1 12. F.O. injection nozzle [EHG&N#Fl Hole size niZ q 0.26 x 1( 0 0.28 x 10
3. Direction of revolution [##El~&z~l m 0 . 3 0 X l ( 0 0 . 3 2 x l O
Standard(R) E% q Reverse(U 3% 13. Starting system [EZhzZl
4. Front P.T.0 [95>9881iiil%BfiB!&] 1 7 ~ 0 ~ ~ valve ME# Wii(Solid) %(-#I Air motor 17'5-9
O W ~ ( B U ~ ~ U P ) 6 (f)Sl) 0 ST499 ~ ~ 7 5 0 a w i o u t %
14. F.O. shutdown device [i%%gSl 5. Cam shaft [hL881] I 3 ~ i ~ ~ t % 0 ~ 1 17 ~2
OSolid Ei@ q B U ~ ~ U P 931 15. Capacity o f LO. Cooler [7d;#$h%M%SPl
6. Turbocharger type [S%@%Z] n6.4m' U 8 m ' 0 1 2 d n 1 6 d
0 ~ ~ 1 8 3 RH203 ~ ~ 1 4 3
0 ~ ~ 1 6 3 0 ~ ~ 1 3 3 16. Inter cooler type [Z%%M#%~I
DDC
DEST l NED FOR A %
ENGINE MODEL & M % z €
7. Arrangement turbocharger [jB!f$&EE] a ~ r o n t side 8% Rear side
8. Turbocharger system [S@ZZ] DSP o ~ y n a m i c pres. W E
HUDONG SHIPYARD HNO. HI 3 9 0 ~
9. Governor type [%%@%Zt] OUGIO 0 RHDG
DK25 ~ ~ 2 5 ~ 2 .XB = BOX TYPE D K ~ O ~ D K ~ O H Z -&El
5 ~ ~ - 2 0
lo. F.O. iriection pump [RH@&iK/Yl 17. C.W. pump [;$M7kiK>Y1 Plunger dia 35>9& Impeller dia 4><5?3 0 2 0 0 2 1 0 1 6 0 0 1 7 0 0 180
g&*a DK520Z1378
DK52021379
DK520Z1380
NOTE: 1 terns marked @f are appl ied for your D i e s e l Engines.
2; urn d E P ~ ~ ~ ~ A @ H I = B R ~ ; ~ T L \ ~ I B B T*.
NOV-05
F o r w a r d
This ins t ruc t ion book deals w i th the fundamenta l knowledge required fo r
operation and handl ing. I t is, therefore, ardently requested t o f o l low the
working as we1 l as maintenance instructions, so t h a t you may enjoy the
utmost durabi I i t y and sa t i s fac to ry operation o f our Diesel Engine f o r many
years t o come.
For renewal parts, use our genuine ones, otherwise we cannot guarantee
the pa r t qua1 i t y .
When order ing some par ts o f the Diesel Engine, please spec i fy the Type
and No. o f Engine, together wi th names o f a r t i c l e s and t h e i r reference
numbers, as deta i led i n t h i s book.
I Regarding replacement parts for Daihatsu Diesel engine
Hazards and nonconformities of imitation parts <Use of imitation parts causes accidents.>
1. Recent engines have compact bodies and high power, and are designed to prevent fuel deterioration and to reduce NOx discharge. Even if imitation parts are similar in shape to the genuine parts, the use of imitation parts will degrade the engine performance because of their fragile materials and low machining accuracy. Since the service life of such parts is short, the engine must be maintained more frequently.
2. If imitation parts are used for the engines designed in accordance with MARPOL VI, t h e certificate (EIAPP) may lose its validity, and operation of the engine may be inhibited.
3. If you use imi tat ion parts, you will not be supplied w i t h parts improved in quality and performance.
4. If imitation parts are used, it may be difficult t o make insurance claims for the engine when any accident occurs.
5. We take no responsibility for the engine in which imitation parts are used.
Daihatsu Diesel supplies reliable engines. Use genuine parts to operate your engine safely.
I I n a u [ w and Order I Order ; Par t s sales . - . . - . - - - - - - - - - - - - -~~~.~~~~- . . - . - - . . - Daihatsu Dlesel Parts Service Co.,Ltd.
12-34, Tanaka-cho. Ibaraki. Osaka, 567-0025 iapan TEL:81-72-621-3482 FAX:81-72-621-3484
Inqulry ; Sewlce Department --------------. DAIHATSU DIESEL MF(I.CO.,LTD. Osaka Head Offlce. 1-30, Oyodo Nakal-chome, Kita-ku, Osaka, 531-0076 Japan TEL:81-6-6454-2346 FAX:81-6-6454-2680-1
Or, get in touch with our offices listed below.
DAIHATSU DIESEL MFG.CO.,LTD.O Osaka Head Office. 1-30. Oyodo Nakal~home. Kila-ku. Osaka. 531-0076 Japan
TEL:816.6454-2393 FAX:81-6-M54-2686 Morlyarna Factory. 45 Amura-cho.Moriyamazity.Shiga.524-0035 Japan
TEL:81-77-583-2551 FAX:81-77-582-5714 Tokyo Office.
Sydney Gillce.
Jakarta Gillce.
Manila OMce.
Taiwan Offlce.
2-10. 2chomo. N:hanoasni-Honcho.Chu~ku,To~y0,103-W23 Japan TEL81-3-3279-0627 FAX 81-3-3245-0395 PO.Box 519. North Sydney N.S.W.2060 Australia TEL:61-2-9923-1155 FAX:61-2-9923-1532 16th Floor Wsrna Antara Blog.. ,.. Modan Merdeka.Selatan No.17.Jakarla-P~sal.lndonesla TEL 62-21-384.8411 FAX.62-21.384.8412 Unll 1010 Herrera Tower Herrore Corner Va era Sts . Sakodo VBlage. Makatt CRy 1226 Pn I'pp'nes TEL 63-2-753-3211 63-2-817-127911285 FAX 63-2-845.0691 No.14 Tai-Tang RD. Lin-Hai Industrial Zone. Kaohsiung. 812 Taiwan (do Marine Technical Industries Co., Ltd.) TEL:886-7-803-1082 FAX:886-7-801-9179
Dslhatsu Dlesel (Europe) Ltd. 7111 Faor. PenmsJar House.36 Monumenl StreetaLondon EWR 8W. U.r( TEL 44-20-7626-4600 FAX.44-20-7626.6020
Dalhatsu Dlesel (AMERICA), lnc. 180 Adam Avenue.Hauppauge.NY 11788,U.S.A. TEL:l-631-434-87871Bm FAX:I-631434.8759
Dalhatsu Dl-l (ASIA PACIFIC) Pte.Ltd. 128 Pioneer Road Singapore 639586 TEL:65.6270-7235 FAX:65-6270-6236
Dalhatsu Diesel (SHANGHAI) Co.,Ltd. Suite 3004 Nan Zheng Building 580 Nan Jing Wesl Road Shanghai. China TEL:86-21-5234-1228-9 FAX:&21-5234-1062 ~ - ~ ~~ ~~-
Dalhntsu Dlesel Parts *Ice Co.,Ltd. 12-34, Tanaka-cho, Ibaraki, Osaka, 567-0025 Japan TEL:81-72.621-3482 FAX81.72-621-3484
DK-20 INSTRUCTION MANUAL (OPERATION)
0 As for the disassembly,maintenance,assembly,and the parts to be replaced, refer to the separately provided lnstruction Manual (Maintenance) and parts List.
OKeep this Instruction Manual and the related documents (drawings,materials,etc.) in the specified place so that the persons engaged in operation of the engine can refer to them whenever necessary, and in case that the supervisor of the engine is changed, be minded that these documents, along with the duties, shall be transferred to the successor without a fall.
Chapter 0 lNTRODUCTlON .................................................... 0
1. Before Running Daihatsu Diesel Engine ..................................... 0-1
2. Basic Information on Safety Operation ....................................... 0-2
2.1 Safety Precautions .......................................................... 0.2.1
2.2 Safety Signs and Symbol Marks ............................................ 0.2.2
2.3 Indication of Warning: Warning Labels ...................................... 0.2.3
2.4 Indication of Warning: Warning Label Positions ............................. 0.2.4
3 . EngineConformingtoNOxTechnicalCode .................................. 0-3 3.1 Outline ..................................................................... 0-3.1
3.2 The parts to be Specified ................................................... 0-3.2
3.3 Engine settings ............................................................. 0.3.3 4. Generallnformation ........................................................... 0-4
4.1 Notation of Engine Types ................................................... 0-4.1
4.2 Definition ofTerms .......................................................... 0.4.2
4.3 Units ........................................................................ 0.4.3
CONTENTS
Chapter1 GENERAL .............................................................. 1 1. Engine Specifications ......................................................... 1-1
2. Auxiliary Equipment ........................................................... 1-2
3. Engine Outline and Equipment Layout ....................................... 1-3
DK-20
........................... Engine Frame. Cylinder Liner. and Main Bearing 2.1.1 Crankshaft and Bearing ..................................................... 2-1.2 Camshaft and Timing Gear ................................................. 2.1.3
Balancing Shaft ............................................................. 2-1.4 Pistonand Connecting Rod ................................................. 2.1.5 CylinderHead .............................................................. 2-1.6 Fuel Injection Device ....................................................... 2.1.7
Valve Operation Device ..................................................... 2-1.8 Fuel Control Device .......................................................... 2-1.9
1.1 0 Intake and Exhaust Systems ............................................... 2.1.10
2 . Piping Systems ................................................................ 2-2
2.1 Starting Pneumatic System .................................................. 2.2.1
2.2 Fuel Oil System ............................................................. 2-2.2 ...................................................... 2.3 Lubricating Oil System 2.2.3
2.4 Cooling Water System ...................................................... 2.2.4
3 . Controlling Engine Operation: Protective Device ............................. 2-3 3.1 starting control .............................................................. 2-3-1
3.2 stoppage control ............................................................ 2-3-2
................................................... 3.3 Engine Protection System 2-3-3
ITEM
DK-20
Chapter3 ENGINEADJUSTMENTSTANDARDS ......................... ...................................................... 1. Operating Specifications
2. Valve Settings ................................................................
CONTENTS
Chapter 4 OPERATION ......................................................... 4
1 . Precautions for Operation ..................................................... 4-1
1.1 in case of starting ........................................................... 4.1.1
1.2 In caseofOperation .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.1.2
1.3 incase of stoppage ......................................................... 4.1.3
2. preparation for operati on ...... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.2
2.1 preparation for ~ ~ i l ~ operation .............................................. 4.2.1
2.2 Preparation for Initial Starting after Installation and ...................... 4.2.2
Starting after Extended Disuse or Overhaul 3. Starting ......................................................................... 4-3
3.1 Starting Procedure ........................................................... 4.3.1
3.2 Inspection and Check Items Immediately after Starling ...................... 4.3.2 4. Operation ....................................................................... 4.4
4.1 Running-in ................................................................... 4.4.1
4.2 Warming up and Connecting Load to the Engine ............................ 4.4.2
4.3 Operation with Load (Normal Operation) .................................... 4.4.3
4.4 Operation Using Heavy Fuel Oil (for Heavy Fuel Oil Engines) ............... 4.4.4
4.5 Allowable Operating Range ................................................. 4.4.5
.............................................................. 5. Special Operation 4-5
5.1 Low-load Operati on ......................................................... 4.5.1
5.2 Operation with Air Cooler Cut off ............................................ 4.5.2
5.3 Nan Turbocharger Operation ............................................... 4-5.3
5.4 Operation with Reduced Number of Cylinders .............................. 4.5.4
6. Stoppage ....................................................................... 4-6
6.1 Normal Stoppag ............................................................ 4-6.1
6.2 Emergency Stop ............................................................. 4.6.2
6.3 Long-termShutdown ........................................................ 4.6.3
Chapter 5 INSpECTlON AND MAINTENANCE ................................... 5
1 . Precautions for Inspection and Maintenance ................................. 5-1 ........................................................... 1.1 Safety Precautions 5-1.1
1.2 Precautions After Inspection and Maintenance ............................. 5-1.2
2 . Inspection and Maintenance Item Table ...................................... 5-2
3 . Measurements and Adjustments .............................................. 5-3
3.1 Maximum Explosion Pressure and Exhaust Temperature .................. .5. 3.1
3.2 Pressure and Temperature of Each Part .................................... 5.3.2
4 . Inspectionand Maintenance ................................................... 5-4
CONTENTS
Inspecting Parts on and around Intake and Exhaust Valves. and ........... 5.4.1
Adjusting Valve End Clearance
Inspection and Maintenance of Fuel Injection Valve ... . . . . . . . . . . . . . . . . . . . . . . 5.4.2
Cleaning Filters . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5.4.3
Gleaning Turbocharger Blower .............................................. 5.4.4
Measuring Crankshaft Deflection ............................................ 5.4.5
Inspecting and Replacing Protective Zinc ................................... 5.4.6
DK-20 ""
Chapter 6 FUEL OIL, LUBRICATING OIL, COOLING WATER ............... 6
1 . Fuel Oil Characteristics and Control ............................................. 6-1
1.1 Selecting Fuel Oil 1
......................................... 1.2 Fuel Oil Characteristics and Control 6-1.2
2 . Lubricating Oil Characteristics and Control ...................................... 6-2
2 1 Selecting Lubricating Oil ..................................................... 6-2.1
2.2 Lubricating Oil Characteristics and Control .................................. 6-2.2
3 . Cooling Water Characteristics and Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 6-3
3.1 Cooling Fresh Water (Raw Water) .......................................... 6-3.1
3.2 Corrosion Prevention Agent ................................................. 6-3.2
Chapter 7 TROUBLESHOOTING AND COUNTERMEASURES .......... 7
1 . Precautions for Troubleshooting ................................................ 7-1
2 . Troubleshooting and Countermeasures ......................................... 7-2
2.1 When Stading is Difficult ..................................................... 7-2.1
2.2 When Engine Revolution Is Not Smooth .................................... .7- 2.2
2.3 Insufficient Output .......................................................... .7- 2.3
2.4 When Exhaust Gas Temperature or Maximum Explosion ................... 7.2.4
Pressure Is Abnormal
When Exhaust Gas Shows Abnormal Color ................................. 7.2.5
Abnormal NoiselAbnormal Vibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7.2.6
When Engine Stops Suddenly ............................................... 7.2.7
Unable to Stop Engine ....................................................... 7.2.8
Overspeed 2.9
.. I-"
2.10 Low Lubricating Oil Pressure ................................................ 7.2.10
2.1 1 High Lubricating Oil Temperature ........................................... 7.2.1 1
2.1 2 Low Cooling Water Pressure ................................................ 7.2.1 2
2.13 High Cooling Water Temperature ........................................... 7.2.13
ITEM
DK-20 CONTENTS
0. lntroduction
0-1 Before Running Daihatsu Diesel Engine
. ~
This instruction manual describes the proper operation procedure of the DK-20 engine, i ts daily maintenance and inspection procedure, and other necessary information on the engine. To maintain the engine in good operating condition and ensure that i t provides the specified performance, be sure to read through this manual and become sufficiently familiar with the proper procedures before operating the engine. Do not use your engine for applications or under the conditions other than those i t is designed for. Be sure to observe the procedures described in this manual. Improper practices can cause damage to the engine or result in injuries or fatal accidents.
lntroduction
Before Running Daihatsu Diesel Engine
(1) @ Each piece of the information enclosed in the square box is an important safety precautions and provided as a warning or caution.
D K-20 ITEM 1 .I
(2) The features and structure of your engine may be different from those provided in this manual depending on the specifications of the engine delivered. In this case, the engine specificat~ons and final documents supplied separately have priority over this manual.
(3) For the details on the following machine or device, see their instruction manual supplied with this manual: @ Turbocharger @Governor @ Air motor @ Control equipment @Other special devices
(4) Be sure to use the genuine parts of DAIHATSU DIESEL MFG.CO.,LTD. or those specified in the parts list. We will not guarantee the proper operation of the engine unless such parts are used. For replacement of the parts or service on your engine, contact our Parts Sales Department, Service Department branch office, or the nearest DAIHATSU DIESEL MFG.Co.,Ltd provided on the cover page. Be sure to provide us with the "type and number of your engine" when contacting us.
(5) To prevent environmental contamination, do no1 dispose of waste products, liquids, etc. thoughtlessly. Be sure to entrust the disposal of such waste products, liquids, etc. to the authoriqed waste disposai company.
The contents of this manual are subject to change without notice.
0-2. Basic Information on Safety Operation
0-2.1 Safety Precautions
DK-20
The diesel engine uses flammable oil. It has the high-speed rotational parts, the parts that become extremely hot, or the parts that are under high pressure fluid, during operation. Improper handling of the engine can result in serious injury or fatal acciqents. Be
sure to observe the safety precautions provided in this manual.
Introduction
Basic lnformation on Safety Operation: safety Precautions
(1) Beware of Rotational Parts @ This engine has the high-speed rotational parts.
Inadvertent contact of personnel or objects with such parts can cause that person to get caught in the engine, or cause the chips of objects to fly in all directions.
(a) Never attempt to touch the rotational parts such as the flywheel and couplings during operation. Also, be sure to place the protective cover in place before operation.
(b) Before starling operation, check that no personnel is around the engine. Warn any nearby personnel by signaling that the engine is about to start operation.
(2) Beware of Hot Parts The engine parts are very hot during and immediately after operation. Touching them with bare hands or skin can cause burns. Note that the exhaust manifold, turbocharger, indicator valve periphery, cylinder head, air cooler inlet, and heated heavy fuel oil pipes become extremely hot.
(a) Never attempt to touch any parl of the engine with bare hand or skin during or immediately after operation.
(b) Be sure to wear safety gloves or other protective gear for making measurements or inspection. (c) Allow the engine to sufficiently cool down before performing inspection or maintenance work.
(3) Prevent Oil from Catching Fire @ Fuel oil or lubricating oil coming in contact with extremely hot parts of the machine may
catch fire. (a) Be attentive to oil leakage during operation. If any leakage is found, immediately stop the
engine and eliminate the leakage. (b) Strictly observe the "Caution: Flammables" sign when adding fuel oil or lubricating oil.
If the engine is stopped due to failure or defect failure, be sure to eliminate the cause of defect and restore i t to the normal operating condition before resuming the engine operation.
-
Introduction
Basic Information on Safety Operation: ; Safety Signs and Syrndol Marks '
0-2.2 Safety Signs a n d Symbol Marks
This instruction manual and warning labels affixed to the engine carry one of the following safety signs and symbol marks:
(1) Safety Signs and "Signal words"
@ ..,"Warningu : Precaution related to safety of personnel (Potential hazard which could result in death or serious injury)
..." Caution" :Precaution related to safety of personnel (Potential hazard which may result in minor or moderate injury)
/\ ..." Precautions for handling" : Information on handling of the engine to prevent damage
@ ..." Prohibition" : Prohibited practice that can affect the safety of personnel and the engine
0 ..." Obligatory acts" : Recommended practice or instruction to be followed to ensure safety of personnel and the engine
(2) Symbol Marks
(a) Warning Signs (b) Prohibition Signs
1 a ..General warning @ .,,Nan-specific general prohibition
& ... Flammable - Fire @ ... NO Smoking
&,.,Explosive - Explosion or Bursting @...Caution: Fire strictly prohibited
-&&..~oisonous - Poisoning @...Do Not Touch . .
.,.Voltage -. Electric Shock
4 -(.. . , . ~ o t - Burn - (c) Signs for Obligatory Acts
... RotationallMoving Part - Getting Caught @ ... Wear Eye Protection Gear (salety goggles, etc.)
,.,Edge - Cut @...wear Head Protection Gear (hard hat, etc.)
&,... ~ i ~ h - p r e s s u r e Fluid Jet - Injury @...Wear Ear (Noise) Protection Gear (ear plugs, etc.)
\...High Location + Fall 0 ... Wear Hand Protection Gear (safely gloves, etc.)
0 ... Wear Foot Protection Gear (safely shoes, etc.)
(d) Others
m . . . S e e other pages in this manual or other documents.
0-2.3 Indication of Warning: Warning Labels The warning labels shown below are used on the DAIHATSU DIESEL MFG.CO..LTD
NOT l CES 1 . F o l l o w i n s t r u c t i o n s l o r t h e c o r r e c t and s a l e
h a n d l i n g 01 t h e engine. -On ly l h o s e who have enough knowledge and necessary s k i l l can hand le t h e engine. - 1 n c o r r e c l h a n d l i n g may cause i n j u r y .
2.When t h e r e i s m a l l u n c t i o n and/or o v e ~ h e a t i n i n t h e engine, d o no1 r e s l a r t u n l i l the cause has been lemed ied .
3.11 the i n s l l u c t i o n M a n u a l and W a r n i n g l a b e l a r e damaged 01 l o s t . p l e a s e o r d e r n e w ones l r o m us.
> C044500010Z ,
#J ... I n l l a m m a b l e .
A i r s % Naked ( l a m e s p r o h i b i t e d .
@%;!WARNING
p e r s o n a l i n i u l y .
Hot ru# lara%. May cause burn.
~ % ? & ? C A l l l ION
Y1, "YE. i"l"11.
n..1:116#
w.., ,l,llll...
""I., ,.,/.( ..,I CO..1001102
Hot rutlacas. May cause burn.
Basic Information on Safety Operation: lndication of Warning: Warning Label Positions
Introduction
0-2.4 lndication of Warning: Warning Label Positions
I
For safty, the warning labels shown below are affixed to the engine. The numbers carried by gE4 labels correspond to those given on Item 2.3 of Chapter 0. f& gB
If a label is broken or falls, replace it with a new label, and make arrangement so that it may be %,@
visible clearly at any time.
(4)
* Fuel Test pump
- Hydraulic Jack
I Introduction
., ,, Engine Conforming to NOx Technical Code: 1
0-3 Engine Conforming to NOx Technical Code
0-3.1 Outline
(1) The marine diesel engines to which the 13th rule "Nitrogen Oxides (NOx)" in Supplement VI "Rules to Prevent Air Pollution by Ships" to MARPOL73n8 Treaty applies should conform to NOx Technical Code.
(2) The engines conforming to NOx Technical Code are authorized as an engine group or an engine family, and it is allowed to apply the engine parameter check method to them, when receiving the NOx discharge inspection on board. The engine parameter check method is a method for verifying that the engine components and setting values conform to the requirements specified in the technical file, and does not require the measurement of NOx discharge. To the engines that are not conforming to the requirements of the technical file, the engine parameter check method cannot be applied. For such engines, the measurement of NOx discharge shall be required.
0-3.2 The parts to be Specified
The technical file states the engine components that can affect the NOx discharge specified in NOx Technical Code, and shows the identilication marks stamped on them, and the user is required to maintain the technical file for each engine. When replacing any parts shown in the technical file, be sure to use our genuine parts stamped with the identification marks. In the case that any parts without the identification mark is used, it shall be regarded as nonconformance to the requirements of the technical file, and in such a case, inspection by the engine parameter check method cannot be applied. The followings are the parts ihat have the identilication marks specified in the technical file. When replacing any of these parts, be sure to check the identilication marks. (a: "Technical file")
<Parts with identification marks> @ Cylinder head @ Piston @ Turbocharger @ Air cooler @ Fuel cam @ Fuel injection pump @I Fuel injection pump plunger 3 Fuel injection valve @I Fuel injection valve nozzle
0-3.3 Engine settings
The engines conforming to NOx Technical Code are adjusted to conform to the specifications before shipment. After shipment, they should not be adjusted to such a manner that the setting values specified in the technical file may be deviated. If any change is made in the manner that may deviate from the settings specified in the technical file, it shall b e considered to be nonconformance to the requirements of the technical file, and the inspection by the engine parameter check method cannot be applied. The followings are the items that have been set to conform to NOx Technical Code:
<Items set before shipment>
(1) Fuel injection timing ( 2 ) Fuel injection valve opening pressure
- Introduction
- General Information: Notation of Engine Types, Definitidn of Terms, and Units
0-4 General Information
0-4.1 Notation o f Types Engine
3, 5, 6, 8 DK (M) -20 (F) (L) . . . : : : :
Number of cylinders ................... :.A ..... :, ..... i
-Marine propulsion engine ..................
*Cylinder bore (cm)
0-4.2 Definition of Terms
Definitions of the terms used in this manual are as follows: *Rear side of engine: Output end side (flywheel side)
*Front side of engine: Opposite side to the output end
'Exhaust side: Exhaust manifold side (on the right when seen from the output end)
*Pump side: Fuel injection pump side (on the .left when seen from the output end)
-Normal rotation (rightward rotation):Clockwise rotation when seen from the output end
*Reverse rotation (leftward rotation): Counterclockwise rotation when seen from the output end
*Front end drive: Output from the engine front Cylinder and journal numbers ...... 1. 2, 3, starting from the output end
Be carefu l w i th cy l inder and journal numbers. Numbers are g iven in the reverse order fo r conventional engines.
0-4.3 Units
Exhaust side
Front side
Normal rotation (Rightward rotation)
Pump side
Rear side Reverse rotation
(Leftward rotation)
Basically, SI units are used on the engine and in this manual. Note that figures in 1 I are reference values given in the conventional uinits.
1-1 Engine Specifications
DK-20
General
Engine Specifications and Auxiliary Equipment
I Output kW I IPS, I
8DK-20 Model 3DK-20 I 5DK-20 I 6DK-20
Ignition sequence
Note : (1) Both the ignition sequence and the rotation direction show the data in the case of normal rotation respectively.
(2) Since the engine speed and the output, which are marked wilh X, diner depending upon each soecifications. be minded to enter the data after referrina to the "Enoine Soecifications" and "T& Run ~ecbrd"
1-2 Auxiliary Equipment
Type
Number of cylinders
Constant speedl 1-3-2 1 1-3-5-4-2 1 1 -5-3-6-2-4 1 1 -3-2-5-8-6-7-1
Rotating direction
Turbocharging method
Starting method,Compressed air
Vertical water-cooling direct injection type 4-cycle diesel engine
Cylinders bore
Piston stroke
Engine speed
Variable soeed I - Clockwise when seen from the flywheel
~urbochar~ed by exhaust gas turbine equipped with air cooler
Cooling method
mm
mm
min-1
- 1 1-2-4-6-5-3 1 1 -3-2-5-8-6-7-1
Air motor
Jacket
Cooler
Auxiliary I equipment
8
Direct (Starting valve)
Air cooler
Governor
Fuel injection pump
Fuel oil valve
200
300
X
6 3
Fresh water
Fresh (or Sea) water
TY pe
Multi-tubular type
Hydraulic type
Bosch type
Bosch type
Fuel oil feed pump
5
Remarks
Turbocharger
Gear type
Lubricating oil pump
Note : The data given in the above table show those in the case of the standard s~ecifications.
Radial turbine type
Gear type
Lubricating oil cooler
Lubricating oil filter
Lubricating oil tank
Cooling water pump
Fresh water cooler
~hereforerthe data of your engine may dilfer from those shown in this table, and in such a case be minded to refer to the "Engine Specifications".
Fuel oil filter
Multi-tubular type
Notch wire, duplex type
Installed on the common base plale, or on a separate base plate
Centrifugal type
Multi-tubular t v ~ e
Notch-wire wire, duplex type
1-3 Engine Outline and Equipment Layout
. ,
Turbocharger Gauge board \
Starting air operation valve \
Governor / I
General
Engine Outline and Equipment Layout
\ I Lubricaling oil pump Cooling water pump Air cooler Operating lever Flywheel
Turbocharger
Lubricating oil filler Air cooler
Lubricaling oil cooler
Lubricaling oil relief valve
Turbocharger lubricating oil liller
8 . -
DK-20 3
DK-20
General
Engine Outline and Equipment Layout
2-1 Engine 2-1.4 Balancing Shafi
2-1.1 Engine Frame, Cylinder Liner, In 3DK engine, the balancing shaft is installed for
and Main Bearing preventing vibration. The balancing shaft is supported to the crankshaft
The frame is a monoblock structure made of cast with 4 thin-walled metal and 2 automatic core- iron, and the upper section of the frame forms a adjusting bearing, and is driven by the auxiliary cooling jacket, together with the cylinder liner. gear located on the front side of the engine. T h e main bearing is a suspension type, and mounted to the engine frame with 2 mounting bolts 2-1.5 Piston and Connecting Rod and 2 side bolts. Intake air, lubricating oil, and each cooling water The piston is an assembly type made Of 'pecia'
channel, and the timing gear case are incorporated alloy steel with ductile cast iron, and is cooled
in the engine frame. down by the lubricating oil that is transferred from
A frame safety valve is provided to the cover on the connecting rod via piston rod.
the engine frame side. The connecting rod is form-turned forged product with the large end, which is horizontally split into
2-1.2 Crankshaft and Bearing three parts, to allow overhaul of the piston without
disassembling the bearing unit. The crankshaft is made of a forged and monolithic
structure, and the bearing part (the crank pin and journal) is quench-hardened. The flywheel is installed at the rear end (output Exha Rocker arm device
side) of the crankshaft, and the crank gear lor pislon driving the camshaft is installed at the front end of the camshaft, together with the auxiliary drive gear for driving various pumps. The main bearing and crank pin bearing have cylinder liner
a thin-walled, two-piece structure, and a thrust metal is attached to the front and rear end of Intake duct
the No.1 bearing located at the rear end.
2-1.3 Camshaft and Timing Gear
The camshatt is located on the left side of the engine (when seen from the output side).
The intake cam, exhaust cam, and fuel cam are fixed to the camshaft by shrink fitting. The timing gear for driving the camshaft is installed on the rear side of the engine, and
the cam gear is driven from the crank gear via Balandng the middle gear.
In 6.8DK engine, the drive coupling of the starling air rotary valve is installed on the rear side of the engine. Note that in 3.5 DK engine, the starting air rotary valve is not installed since the engine is air motor starting type. 3DK-20
.. ..
General Construction
2-1.6 Cylinder Head
The cylinder head is of a highly rigid structure made of special cast iron, and is hydraulically secured to the piston with 4 bolts.
Four valve system is employed having 2 intake valves and 2 exhaust valves, and a water cooling valve seat, which is directly attached to the cylinder head, is installed for each exhaust valve. The indicator valve and cylinder safety valve are installed on the upper face of the cylinder head, and the starling valve is located on the side of the head. Note that 3.5DK engine has no starting valve since it is motor starting type.
2-1.7 Fuel Injection Device
The fuel injection pump is a Bosch-type high pressure pump and a tappet- incorporated monolithic type. It is provided with a closed-type plunger barrel and isobaric valve, and plunger lubrication is employed. Also, the high-pressure oil inlet coupling, which is a horizontal-insertion type, is connected to the fuel injection pump via high-pressure coupling made of forged steel.
2-1.8 Valve Operating Device
The intake and exhaust valves are driven by motion transferred from the camshaft via swing arm, push rod. and rocker arm.
2-1.9 Fuel Control Device
The governor is installed on the rear of the engine, and is driven by the cam gear. The control lever is located near the qauqe board - - on the front side of the engine, together with the starting valve.
& 2-1.10 intake and Exhaust System @?$ b A.33,.
The turbocharger and air cooler are mounted on the front end of the engine. The standard specification of the turbocharger is non-cooling and forced-feed lubrication, however the specifications may vary according to the engine type, output, and specification of each order. (a: "Instruction Manual of Turbocharger") The exhaust manifold and air intake duct are installed on the same side of the engine, and the intake duct is incorporated in the engine frame.
2-2 Piping Systems
ITEM
2.1 DK-20
Pip ing sys tems and related equipment vary depending o n t h e eng ine applications,
type of fuel used, and specifications.
Th is sect ion descr ibes t h e typical p ip ing systems of s tandard specif ications. For
more details, refer to the piping systems included in the final documents.
General Construction
Piping Systems: Starting Pneumatic System
2-2.1 Starting Pneumatic System
Starting operation of the engine is by pneumatic system, and direct starting system is employed for 6.8DK, and air motor starting system is employed for 3.5DK.
(1) Direct Starting Type Starting operation is made by means of the piloted ignition system using compressed air. When the push button for the starting operation valve is pressed, control air flows to the starting a i r valve to open the main valve, and the compressed air reaches to the starting valve of each cylinder. Meanwhile, the compressed air branched off from the main starting air pipe is sequentially supplied to each cylinder by the starting air rotary valve according to the ignition order, and
Enaine startina solenoid valve 4 Startinn nnentinn valw .~ ,..,. -.-.....a (incase of rerLote or auto starting) &&L - . - . . - . . - . . . ... - - - - - . . . ... . . . .
opens the starting valve of each cylinder. - The compressed air sent through the main starting air pipe effects the piston, causing the engine to start its rotation. The starting operation valve, starting air valve, and starting air rotary valve are installed on the front side of the engine, and starting air rotary valve is driven from the front end of the camshatl. Note that a safety valve and a check valve is installed in the main air pipe for prevention of the reversed flow of combustion air. In case that the engine is started remotely or automatically, the starting operation is made by means of the solenoid valve, allowing control air to reach the starting operation valve. ( : "Starting Method")
u I I
Starting Pneumatic System; Direct starting type
(2) Air Motor Starting Type Starting operation of the engine is made by air motor system using compressed air. In case of remote starling or automatic starling, if the stating push button ol the engine control board or operation board (monitoring board) is pressed, the starter relief valve provided with pressure control function (monoli thic type incorporated with relief valve) activates, and the decompressed air pushes out the pinion gear of the air motor. When the pinion gear is engaged with the wheel gear attached to the flywheel, the main air circuit of the air motor opens.
General Construction -
Piping Systems: Starting Pneumatic System
Consequently, the air motor is driven by the main air, and the engine starts its rotation. In case of starting from the engine side (locally), if the start ing operat ion valve is pressed. decompressed pilot air opens the main circuit of the starter relief valve, and decompressed air pushes out the pinion gear of air motor. Note that a strainer is provided between the air tank and relief valve for protection of the air motor. The relief valve and air motor are installed on the base plate of the engine. (a: "Starting Method")
DK-20
, Starter reliel valve (with regulator)
Starting push button a
L - - - - - - - - - - - - - - - - - - - o * - - - - Air motor
Starting Pneumatic System; Alr motor starting type
2-2.2 Fuel Oil System
ITEM
2.2 DK-20
Fuel oil system vary depending on the grade of the oi l used, and a typical example of the fuel oil system for heavy fuel oil is as shown below. When heavy fuel oil is used, oil must be heated and kept at a constant temperature to maintain the oil viscosity suitable for injection. Oil heated by the heater and pressurized by the fuel feed pump is transferred to the fuel injection pump via filter. Surplus of oil is returned to the in le t side of the oi l feed pump via pressure
General Construction
Piping System: Fuel Oil System
regulat ing valve (rel ief valve), and is then circulated again. The oil pipe is provided with various heat insulating arrangement such as steam trace or ragging, and is kept at a constant temperature. The lubrication of the fuel injection pump is made by means of fuel oil circulation system, and the plunger is lubricated by means of forced-feed lubrication system using lubricating oil. ( a : "Lubricating Oil System")
oil lank ........
High pressure oil fed by the fuel injection pump is introduced into the fuel injection valve connector from the cylinder head side via high-pressure piping coupling. In case of heavy fuel oi l specification, nozzle cooling is provided to prevent the formation of carbon flower. (m: 2-2.5 "Nozzle Cooling System") When diesel fuel oil is used, heating or heating insulation of oil, and nozzle cooling is not required.
Air separator Main pipe lor luel injection valve I ! - r return oil
,.... 1 I
Filter
I A I I 8 ,
Main pipe for fuel high-pressure
High-pressure Fuel injection cou~lina valve
. , A '....-- Fuel injection
Filter Fuel inlet main pipe .;...> .-...
< Fuel return main pipe
Relief valve
Fuer Oil System
I . p- .caked oil tank
2-2.3 Lubricating Oil System
General Construction
Piping Systems: Lubricating Oil System -
The lubricating oil system is as shown below. Lubricating oil transferred to the lubricating oil cooler from the lubricating oil pump is regulated to reach the specified temperature and pressure, by means of the automatic temperature control valve (hereinafter referred to as temperature control valve) and relief valve respectively, and the lubricating oil is transferred to the oil channel of the engine frame from the cooler via filter. Then, from this oil channel, the lubricating oil is supplied to the
DK-20 ITEM2.3
with a safety valve, and is installed on the front side of the engine, to be driven from the crankshaft. The lubricating oil filter is a notch-wire duplex type, and blow-off cleaning during operation is possible with this filter. Lubricating oil is supplied to the turbocharger and fuel injection pump via each special lubricating oil filter respectively. Lubricating oil, that has circulated through and has lubricated each part, returns to the base plate of
piston through the holes of the connecting rod via the engine (oil tank).
each main bearing metal and crank pin metal. Lubricating oil is also supplied to the camshaft, valve-operating swing arm, fuel injection pump, various gears, and around the locker arm.
The lubricating pump is of a gear type provided
Lubricating oil cooler - .-.-. --...
Relief valve
Temperature control valve
Salety valve
@pump
Filter + Filter
Fuel iniection pump
1 Filter
I Timing gear
Governor driving gear I
I Cum
L l ~ o o l i n g water pump 1
I ~ ~
Base plate ol engine (oil tank) Leaked oil tank
Lubricating Oil System
2-2.4 Cooling Water System
The cooling water system is divided into the jacket (2) Cooler Llne
line (primary water) and the cooler line (secondary Cooling water in the cooler line is forcibly fed by
water), and normally the jacket line is used for a special pump exclusive for cooler line, which is
fresh water, and the cooler line is used for sea separately installed, to the air cooler, lubricating
water (in case of use for vessels) as the standard oil cooler, and fresh water cooler, and is then
application. discharged.
(I) Jacket Line The jacket line circulates cooling water, and the water cooled by the fresh water cooler is forcibly fed into the cylinder jacket of the engine by the cooling water pump, so that the water cools various part of the engine and returns to the fresh water cooler through the outlet collective pipe. A temperature control valve is provided between the inlet and outlet of the engine (or, fresh water cooler) to maintain the water temperature constant.
Nozzle cooling system (Not required for diesel fuel oil
(Remove RH133) engines)
?Head lank - . . - . - - - - : Turbocharaer 1 r - - 1
Fresh water cooler
4
i. j Air cooler
Cooler line cooling cooler water pump
I-. . . . ...
: Temperature / control valve
Jacket line fresh water
Jacket line outlet main pipe
Cooling Water System
2-2.5 Nozzle Cooling System
.- "5.5
Nozzle cooling system is installed in the engine that uses heavy fuel oil. In order to prevent the formation of the carbon flower that occur on the nozzle tip of the fuel inject ion valve when fuel o i l temperature is intensely heated, cooling of the nozzle tip is required, and therefore the nozzle cooling using cooling water or diesel fuel oil is carried out. As the standard specification, cooling water is employed. As the cooling water, part of the water used to cool the cylinder head is branched out and reaches the fuel injection valve through the inlet main pipe, so that it cools the nozzle tip and then returns to the
General Construction
Piping Systems: Nozzle Cooling System
outlet main pipe.
-
ITEM
DK-20 2.5
In case of the special specification using diesel fuel oil, the cooling system is of independently feeding system, and the nozzle cooling pump is installed on the front parl of the engine. The oil reaches the
fuel injection valve from the cooling pump through the inlet main pipe to cool the nozzle tip. After
cooling, the oil returns to the outlet main pipe, and then returns to the diesel fuel tank through the relief valve and temperature control valve. This is the forced-feed circulation syslem.
Orilice Valve
-1 '- Oullel main pipe
Jackel line lresh waler pump
Orilice Valve
lnlel main pipe
Fuel nozzle
- Jackel cooling
N o u l e Cooling System Diagram (Fresh water cooling)
0
Relief valvs
I Oullet main pipe I
Temperalure control valve
I , lnlel main pipe
Pump
C
N o u l e Cooling System Diagram (Diesel fuel o i l cooling)
2-3 Engine Operation Control and Protective Device
DK-20
Control and protective devices such as the starting air valve and stoppage cylinder are activated by low-pressure control air.] This section describes a system generally used for the power station that is remotely controlled for starting and stopping. The engine that is actually delivered may differ from the examples shown in this section depending on the specifications, and therefore refer to the final documents, which are separately provided, for the details. As for the starting air system (high pressure), refer to the previous section 2-2.1.
General Construction
Engine Operation Control, Protective Device : starting control
I
2-3.1 Starting Control
(1) For Generator (Remote control) a) In case of starting the engine by remote
control, the control lever must always be set lo "RUN" position. The handle switch (HS) will be turned "ON" at this state, and if the turning safety switch (TC) is also turned "ON", the engine wi l l be on standby and ready for operation.
b) In case of directly starting the engine, the starting solenoid (88V) is powered, excited, and activated by a start command, so that control air flows into the starting air valve via starting operation valve, and the starting air reaches the starting valve as the main valve is opened. Further, in case of air motor starting system, the solenoid valve of the starter relief valve is act ivated by a start command, and the decompressed air reaches the air motor to push the pinion gear. When the pinion gear is engaged with the wheel gear, the main air circuit of the air motor will be opened.
c) Meanwhile, the same start command allows the fuel control solenoid (88L) to activate, causing control air to flow into fuel regulating cylinder, and allows the common rod to be held in position, so that the fuel injection amount is controlled not to be excessive at the time of starling.
d) When the engine reaches the speci f ied rotation speed, the low-speed relay ( 1 4 ) i s activated, canceling the start command and resetting the protective circuit, so that the engine is set to operating state.
(2) Automatic Starting When the engine is started automatically, the engine solenoid is activated in response to the start command issued automatically in the specified sequence, so that the control air flows into the starting air valve and the engine starts its rotation. Further, in case of air motor starting system, the solenoid valve of the starter relief valve i s act ivated by a start command, a n d decompressed air flows into the air motor, so that the engine starts its rotation.
(3) Engine Side Starting (Local starting) In case of starting the engine from the engine side (locally), the operation mode must be set to
"LOCAL" position, and in case of direct starting system, if the push but ton of the star t ing operation valve is pressed, control air flows into the starting air valve, and starling air flows into the cylinder. Further, in case of air motor starting system, i f the push button of the starting operation valve is pressed, the main circuit of the starter relief valve is opened and the decompressed starting ai r flows into the air motor.
General Construction
Engine Operation Control, Protective Device : Starting Control
Turning bar
3 GO\
A ,, Starting operation v a l v e q Pulse sensor
-kc--- Speed switch (12. 13. 14)
To meter (4-20rnA)
I A \ ,Fuel injection pump
Fuel shuldown Fuel shutdown Starling solenoid Fuel control solenoid solenoid (5V) solenoid (5s)
( 8 8 ~ ) (88L)
Starting and Stoppage System (Direct starting type)
I Turning salety Starling solenoid (88V)
switch Starler reliel valve lwith rec
Turning bar
(4-20rnA)
Fuel shutdown Fuel control Fuel shutdown Control air solenoid solenoid
0.8MPa solenoid
!akg/cm2l (5'4 (88L) (55)
Starting and Stoppage System (Air motor starting type)
(4) For marine propulsion engine
a) Engine Side Starting (Local starting) i ) In case of starting the engine from the engine side (locally), the changeover valve on the engine must be set to the local side, and the control lever must be changed to "START position from "STOP" position. At this state, the handle switch (HS) will be turned to "ON", and the protective circuit will be released.
i i ) When the push but ton of the start ing operating valve is pressed, control air flows into the starting valve, and starting air (high pressure) flows into the starting valve as the main valve of the starting air valve is opened.
iii) When the engine reaches the specified rotation speed, the low-speed relay (14) is activated, so that the start command is canceled and the protective circuit is reset, allowing the engine to be at starting state.
iv) When the idle rotation speed becomes stable, turn the operating lever to "RUN" position from "START position.
DK-20
b) Remote Starting (Starting from the bridge) i ) When the engine is to be started remotely (starting from the bridge), set the control handle of the bridge to "NEUTRAL" position, and set the operating lever to " R U N position. Then, the handle switch (HS) will be turned "ON", and the turning safety switch (TC) will also be turned to "ON", so that the engine is on standby position for starting.
ii ) The starting solenoid (88V) is powered, excited, and activated by a start command. and control air flows into the starting valve via starting operation valve, so that the main valve is opened, and starting air flows into the starting valve.
Operation
Engine Operation Control, Protective Device : starting control
Pulse sensor
Starting and Stoppage System (Marlne propulsion engine side)
General Construction
Engine Control, protective Device : ITEM
Controlling Engine StoppageIEngihe Protective Device I DK-20 13.2,3.3 1 2-3.2 Stoppage Control
(1) For Generator The fuel shutdown solenoid (5V) is activated by a stoppage command, causing control air to flow into the fuel shutdown device, so that the common rod is turned toward stoppage direction, and then the engine is stopped. In case of stopping the engine from the engine side (locally), turn the operating lever to "STOP position. Note that the fuel contro l cy l inder above described is the monolithic type assembled with the luel shutdown device.
(2) For Marine propulsion engine The fuel shutdown solenoid (5s) is activated by a stoppage command, causing control air to flow into the stoppage cylinder, so that the rack of the fuel injection pump is moved toward the stoppage direction, and then the engine is stopped.
2-3.3 Engine Protection System
(1) As for the errors that may be led to serious accidents or fai lures, alarm is issued a n d emergency stop is made. Each abnormal operation data or value is detected by a switch or sensor, and the fuel shutdown solenoid is activated by an emergency stoppage command, so that the engine is immediately stopped.
(2) Depending the specifications, the dual safety system will be provided. In such a case, in addition to the normal engine stoppage, control air i s f lowed into the stoppage air cyl inder attached to the fuel injection pump to stop the engine.
(3) When the forward clutch of the reduction gear is engaged, the governor boost solenoid is activated by movement of the control handle, causing the governor air boost to reach the governor, so that the reduction of the engine rotation speed is prevented. Further, the engine rotation speed is controlled by governor air via governor, and at the same time the governor air reaches the FO control cylinder to control the rotation speed of the common rod, so that the excessive supply of fuel injection is restrained. (for the specifications of the marine
. . propulsion engine)
Table 2.3-1 Alarm and Stoppage Items (Examples)
I Detection item I Alarm I Shutdown I Location ( Remarks I I Overspeed I I I Cam gear I I
% Marked : Option
Oil leakase lram
DK-20
I Fuel oil leakase @
General Construction
Engine Control, Protective Device : Engine Protective Device
" (Resislance bulb)
Engine Protection System (Example)
General Construction
Memo DK-20 ""
Engine Adjustment Standards ITEM
1 DK-20 Operating Specifications
3-1 Operating Specifications
Reference Item
Starting air Air motor
Control air Air tank
Intake air Air intake duct aries depending on le enqine output
Fuel oil I Engine inlet
Engine inlet
Lubricating oil Turbocharger
-
:onsider static and Jacket line
Cooling water ynamic pressure ue to tank head anc i ~ e resistance I (cooler inlet)
Intake air I Air intake duct
1 Cylinder outlet
Exhaust gas l~urbochar~er inlei
I~utbochar~er outle
.. m Engine inlet
0 a- Cooler line Engine inlet
Jaries depending or jpecifications Nozzle cooling oil Inlet main pipe POI
Notes: (1) As for the alarm setting value and emergency slop value, each item of the pressure represents the lower limit value, and each item of the temperature represents the upper limit value.
(2) Manometer, thermometer, and alarmlemergency stop device will be provided depending on the individual specifications.
(3) The actual data found on each engine may differ from those shown in the above table, and therelore refer to the Tesl Run Record Table (included in the final documenls) for the details.
3-2 Valve Setting Values
,
Opening start angle (before top dead center)
(30' )
Engine Adjustment Standards
Valve Setting Values
Closing end angle (after bottom dead center) (35' )
ITEM
DK-20 2
Valve end clearance "C- 1 0.31mm
Adjustment value Item (design value) I I
-
--
-
--
! - ! -
Opening start angle (before bottom dead center)
Closing end angle (after top dead center)
I
Valve end clearance -C' 0.31mm
Pumping start angle by fuel injection pump
(before to^ dead center) I uel oil injection valve opening pressure 29.4MPa
(adjustment value)
Maximum combustion pressure I Zylinder safety valve opening pressure 19.1MPa
(adjustment value) d95kgf/cm21
Remarks
(Valve end clearance adjusting procedure)
(1) Valve end clearance data represents the clearance available when the engine is cold.
(2) Adjust valve end clearance "A' and "B" shown above such that il becomes equal to " 0 first. Then, adjust valve end clearance "C" such that it becomes equal to the value given in this table.
In case of direct starting system,
May vary depending on the engine output and specifications. Refer to the Test Run Record Table (included i n the final documents).
May vary depending on the engine output and specifications. Refer to the Test Run Record Table (included in the final documents).
- Operation
11.1 j 1.2 1 DK-20 I Precautions for Operating Engine I 4-1. Precautions for Operating Engine
4-1 .I For Start (I) Conduct preparations before start of the operation of engine, such as the inspection of oil, water, 0 and air levels as well as proper operation of the valves without fault, and be minded to start opera-
tion only afler it has been confirmed that all the conditions are ready for the start of engine.
! (2) It is extremely dangerous to start the operation of engine with the turning bar inserted in the fly- ' wheel Be minded to remove the bar and store it in a specified place after turning is completed. 1 (3) Confirm that there are no working staff around the engine. When anyone is around the engine, be 0 mmded to send a signal and confirm safety before starting the operation of engine.
4-1.2 For Operation
0 (1) After the starting engine, inspect the following items, and confirm that the engine is in a good and removal operating for. In case that any defect is found, immediately stop the engine, so that the causes of the defect can be investigated and the measures for recovery can be taken. . Any abnormal data of the engines, such as inadequate lubricating oil pressure, inadequate
exhaust temperature, etc. . Abnormal sound, excessive heating, etc. . Any leakage from piping. (Particularly, leaks from oil piping will result in fire.) Be minded never to attempt to resume the operation of engine, until the causes of the problem or defect are found and eliminated, and the engine is restored to normal operating conditions. @ (2) Inadvertent contact ofthe body of working staff or objects with the rotary parts (e.g. flywheel and
coupling) will result in dangerous accidents such as that the staff may be caught up or the chips of the objects caught may fly out in all directions. Therefore, be minded that both person or object may not touch the rotary parts. Further, ensure that the protective covers ofthe rotary parts are always attached without fall.
(3) During the operation of engine, particularly the following parts are extremely hot, and therefore there is a danger of burn if touched with bare hands or skin. Be minded to wear safety gloves or protective gears whenever maintenance or inspection works are conducted. Afler the completion of the work, restore the lagging, heat covers, combustible oil splash preven- tive means (FN tape) and protective covers that have been removed for maintenance and inspec- tion.
Exhaust pipe . Turbocharger
Air cooler inlet pipe . Cylinder head
Indicator valve
Fuel injection pump and high-pressure coupling . Fuel oil filter and fuel oil pipe (in case of heavy fuel oil)
, :
Operation
Precautions for Operating Engine L
4-1.3 Precautions tor Stoppage
0 (1) Make sure that the engine is stopped after load is taken off the engine, except in the case of
emergency.
(2) In case that the engine is stopped in emergency stop, be minded never attempt to resume the
operation until the causes of the problems is found and eliminated, and the engine is restored.
@ (3) Do not open the crankcase for at lease 10 minutes after the engine is stopped and fully cooled
down. Otherwise, there is a danger of explosion since the inflammable mist gas in the crankcase
may catch fire.
(4) The engine immediately after it is stopped is still extremely hot like during the operation, and there
is a danger of burn. Therefore, be minded to wear the protective gears whenever inspection or
maintenance works is conducted without fail.
4-2 Preparation for Operation
DK-20
I t is essential to keep the engine in "Operable Conditions" whenever the engine Is being operated. Therefore, be sure to perform pre-operation inspections before the starting of engine, and take proper corrective actions and countermeasure whenever any problem is found, to confirm that the engine is in normal conditions for operation, before starting the operation of engine. If the engine is started without pre-operation inspections or preparations, i t will cause not only the troubles when starting the engine but also result in a sudden stoppage or damaglng accidents.
Operation
Preparation for Daily Operation
4-2.1 Preparation for Daily Operation
The number of the inspection items required before starting the operation varies depending on how long the engine has been out of operation.
Daily starting: Short period ol disuse (within one month)
Initial starting atter a lorig period of disuse, or after overhaul or maintenance. The daily starting procedures is described in this section. As for the latter (initial starting), refer to the following section. ( a : 4-2.2 "Preparation for Initial Starting")
port Oil porC,
Inspecting GovernorLubricating Oil Level
(1) Inspection before Operation
Operation
Preparation for Daily Operation
a) lnspection and Feeding of Lubricating Oil Check the oil level of the oil tank, and feed new oil to the upper limit level of the oil gauge. Further, in case that the lubricating oil is found inadequate after examination, proceed with makeup or replace the entire amount of the lubricating oil. (a : 6-2 'Lubricating Oil Characteristics and Control) @ Engine lubricating oil tank
(Base plate common to different engines)
ITEM
DK-20 2.1
Lubricatin oil level (L 1100 1400
Note: The oil level shown above may vary depending on the specifications.
@Governor Lubricating oil level RHD6 : 1.3L,
-011 feeding points
Fuel injection pump
Manual oil feeding: Around common rod and fuel injection pump
Fuel injection pump
p m C: Around operation lever
+Oil feeding poihts
UGlO : 1.7L View B : Around fuel injection pump @ Generator (in case of self. . . lubricating type)
( 0: Separately provided "Generator Potentiometer
lnstruction Manual") @ Reduction gear (in case of marine
propulsion engine) ( a : Separately provided "Reduction Gear Instruction Manual") +Oil feeding point
b) Inspection, lubrication, and Operation View A : Around potentiometer link
Check around the Fuel Regulation System Manually lubricate the bearing and sliding park of pins, after checking for any loose or missing levers, link pins, and bolts around the governor. common rod, stoppage system, and fuel injection pump rack. Set the operation lever to "STOP" position and confirm that the rack scale is "Om, and then alternately move the lever to STOP" and "RUN" positions, to confirm that the common rod and pump rack moves smoothly.
Operation lever
c) Draining of Condensed Water from Intake Alr Inlet Duct Open the drain cock of the intake air inlet duct, and drain the condensed water out.
DK-20
1. Close 2. Open 1) Drain cock of engine frame inlet air duct
Operation
Preparation for Daily Operation
1) Drain cock of engine frame inlet air duct
Engine Frame inlet Air Duct - Always keep the drain cock of the engine frame inlet air duct open about 114, after draining the condensed water by fully opening the drain cock. In case that the humidity is high and the temperature of the air cooler is low, a large amount of condensed water will accumulate, and may cause abnormal wear or tear on various parts by flowing into the cylinder.
d) Draining Condensed Water from, a n d -
Supply Air, to Air Tanks In case of automatically supplying air, first drain the condensed water out of the starting air tank and starting air control tank, and then confirm that air pressures in these tanks is above the lower limit value. In case of manually supplying air (including
manual staring of the air compressor), supply air to the upper limit value,
Direct 2.9MPa 1.5MPa 1 {30kgf/cm2) 1 starting 1 {15kgVcm2) 1 Air motor 2.9MPa 1.OMPa Starting (30 kgf/cmz) (1 0 kgf/cm2)
Control air O.9MPa 0.7MPa
{9 kgf/cm2) (7 kgf/cm2)
Lower limit Item
e) Checklng and Feeding of Fresh Cooling Water Check the level of fresh cooling water, and if the level is at the lower limit, supply fresh water up to the upper limit, and at the same time add a proper amount of the additive. Further, in case that each properties of water has reached the limit level, replace the entire amount of water. (m: 6-3 "Cooling Water Characteristics and Control")
Upper limit
f ) Draining of Fuel Oil and Supply of Oil First drain fuel oil out of the fuel oil service tank, and then check the oil level and supply oil up to the upper limit of the level gauge.
Operation
Preparation for Daily Operation
g) Confirmation of the Clutch Being "Neutral" ( in case of the clutch-mounted engine) In case of the engines such as the marine propulsion engine, make sure that the clutch is in "Neutral" position.
DK-20 "'"2.1
h) Opening and Closlng of valves Repeat "Fully open" and "Fully close" operation of the valves on the piping system 2 to 3 times to confirm that the valves move smoothly, and then set the valves to RUN" position. Some of the examples are shown as follows. Since the layout positions of the piping systems and valves differ depending on each engine, refer to the pip ing diagrams of the f inal documents for the details.
[Examples] @ Valves for fuel oil inlet pipe and return pipe:
"Open" @ Valves lor cooling water (jacket and cooler),
inlet pipe, and outlet pipe: "Open" @ Valves for starting air pipe: "Closed" ("Open"
only when starling operation) @Valves for operation air pipe: "Open" @ Valves for pipe coupling parts provided for
emergency, priming, cleaning, etc.: "Closed" - If the screw-tightening valves are used on the state of half-open, the valve handle may be turned during operation and the opening degree may be changed, causing malfunctions. Therefore, the valves should be fully turned toward either "Open" or "Close" position, and should be locked tightly. In case that the valves must necessarily be left half open for the sake of flow adjustment, be sure to secure the valve handles with wire ring and the like, and fix them to prevent their loosening and turning.
(2) Standby Preparation (Engine on standby) Before entering the operation of engine, conduct the following preparations:
DK-20
a) Priming with Lubricating Oil Start the motor-driven lubricating oil priming pump (or, reserve pump) 5 minutes before starting the operation of engine, and confirm that there is no oil leaks from various parts of the piping.
Operation -
Preparation for Daily Operation
[Priming by Manual Pump] When priming is conducted by manual pump, in stead of motor-driven pump, follow the following procedure: i ) Open the valve of the manual pump outlet. . ii ) Operate the pump lever. iii) Conduct priming for about 5 minutes, while
confirming the swing of the indicator or the lubricating oil gauge.
N) After the completion of priming, securely close the outlet valve.
b) Turning or Air Running Conduct turning or air running to discharge the dusts or water drops that has collected in the cylinder while the engine is stopped. Further, when the engine is started after the inspection of various parts of the engine, or after a long period of disuse of the engine, conduct turning before air running to confirm the safety. - In case that a large amount of water or oil is accumulated in the cylinder due to the leakage from the cylinder head or fuel injection valve, there is a possibil ity of serious accidents such as bending damage of the connecting rod by water hammer. When conducting turning or air running, if water or oil has gushed out of the indicator valve, immediately stop the starting of engine, so that the causes can be investigated and the countermeasure can be prepared and taken.
[Turning ]
<Work Procedure> i ) Conduct priming with lubricating oil. ii ) Set the operating lever to "STOP" position.
(Do not inject fuel oil.) iii) Set the indicator valve to "Fully open"
position. N) Conduct turning 1 to 2 times, and confirm that
the engine rotates smoothly.
Indicator Valve
Indicalor, ,,%
scale
Operation Lever
[Air Running (abbreviated as Air Run.)]
<Work Procedure>
Operation
Preparation for Daily Operation
i ) Conduct priming with lubricating oil.
ii) Set the operation lever to "STOP position iii) "Fully open" the indicator valve.
DK-20
iv) Open the starting air valve and the control air valve, and press the push button forthe start- ing operation valve. Then, starting air flows into the stsrting air valve, and the engine start its rotation. In case of air motor starting system, operate the solenoid of the starter relief valve. Then, pilot air flows into the air motor, and the engine starts its rotation.
v) Keep pressing the push button for 3 to 4 sec- onds. (for air run)
vi) Release the push button. Then, the starting air valve closes, and the engine stops its rotation.
In case of air motor starting system,stop the operationof the solenoid. Then, the air motor stops, and the engine stops its rotation.
If the engine starts its rotation during the inspection of the inside of the engine or rotary parts, it is extremely dangerous since the working staff may be caught up or the objects that has been caught up may fly out in all directions. When conducting air run, strictly observe the following points. 1) Confirm that the turning device or turning
bar is set "OFF". 2) Send a signal to coworkers and confirm
safety before starting to press the push but- ton of the starting operation valve.
Do not fully open the starting air valve during air run, keeping the opening at about 113, and carefully conduct air running at low speed.
If air run is conducted at high speed by fully opening the starling air valve, it will not only expend air uselessly, but also will result in seri- ous accidents such as aggravation of the defects if any defect had been caused.
c) Heating of Fuel Oil (when heavy fuel oi l is used.) In case that heavy fuel oil is used, heating
shall be made according to the following items:
i ) Turn on the fuel oil heating device. ii) Operate the motor-driven oil feed pump . . ( : 6-1 "Fuel Oil Characteristics and
Control")
Heated heavy fuel o i l i s extremely hot (100% or more), may cause burn i f you touch the piping or equipment on the fuel oil system. Therefore, in case of handling the equipment of fuel oil system that carriers heat oil, be sure to wear safety gloves and never touch them with bare hands.
d) Turning "ON" of Protective and Alarm Circuit Tum "ON" the protective and alarm circuit on
the monitor panel, and confirm that the warning lam is lit up.
e) Operation of Motor-Driven Pumps In case that the engine is equipped with the
motor-driven cooling water pump and fuel oil feed pump, start the pumps 5 m-inutes before the starting of engine, and confirm that there is n o oil leaks from various parts of piping.
I Operation I Preparation for operation: Preparation of Initial Starting after A Long Period of Disuse, and Overhaul
4-2.2 Preparation for Init ial Starting after Long Period of Disuse
Since the engine is not ready for immediate starting of operation after a long period of disuse, and overhaul or maintenance, it is particularly nec- essary to thoroughly conduct the preparations for operation.
Before the preparation for daily operation, con- duct the following preparation works (4-2.1).
(1) lnspection o f Crankcase and Cylinder Liner, and Supply o f Oil
a) lnspection of the Inside of Crankcase Open the side cover of the engine frame, and
check and ensure that tools, waste clothes, for- eign matters such as desiccants are not left '
behind, and that there is no nrsting on the cylin- der linen, crankshafl, and so on.
b ) Supplying Lubricating Oil to Cylinder Liner After a long period of disuse, the various parts
of engine are not covered with sufficient amount of lubricating oil. Particularly around the cylin- der, lubricating oil cannot be supplied sufficiently with priming alone, and therefore supply lubricat- ing oil on the following procedure:
i ) Conduct turning to allow the pistons to move upward, and apply lubricating oil on the lower part of the cylinder liners by a spray device and the like.
ii) Sequentially conduct the above procedure to each cylinder.
(2) lnspection of Connections and Joints
Inspect again the external connections or joints to conlirm that there is no connections that has been forgotten to be tightened, or loosened joints. I f combustible oi l splash preventive means (FN tape) has been removed from joints. newly treat the joints in the same manner afler the completion of the work.
(3) Opening, Cleaning, and Cleansing o f Filters Dust or foreign objects, that had been collect-
e d into piping during transportation, and outfit- ting or installation, is accumulated in the filters of the engine inlet.
Open the following filters, and cleanse the inside and the elements of the filters:
@ Starting air filter and control air filter
Fuel oil filter (including oil filters on the outside of the engine)
@ Lubricating oil filter (filters on the engine, for TIC)
@ Cooling water filter
( : 5-4.3 "Cleaning Filters")
Sprayispray lubricsiting oil)
No foreign matters such as desiccant Li_l or silicagel shoud be present.
Applying Procedure of Lubricating Oil
(4) Priming with Lubricating Oil and Exhausting Air
Conduct priming with lubricating oil and exhausting air on the following procedure:
a) Run the lubricating oil priming pump for 5 min- utes. While the pump is operating, open the turning plug (on the cylinder head top surface) t o perform turning two or three times, and check for leakage of fuel oil, lubricating oil and water from the turning plug.
b) At the same time, open the each cover and check the dripping-down conditions of lubricating oil from each part.
Engine frame: Main bearing, crank pin, parts (exhaust pipe, turbocharger, etc.), exhaust piston (cooling chamber), and piston pin p ipe cover and heat box cover that w e r e
@ Cam case: Cam bearing, swing arm, and removed for disassembly and servicing have
tappet been restored as they were.
a Cylinder head: Rocker arm and valve retaining Check that the joints that were once discon- I-rr nected are provided with combustible oil splash
.. Operation
Preparation for operation: Preparation of Initial Starting after A Long Period of Disuse, and Overhaul DK-20
LGG preventive means (NF tape).
C) Operate the priming pump, open the air vent valve for lubricating oil filter, and drain lubricat- ing oil until air bubbles in the oil are completely vanished. Take care not to splash the oil.
d) Check that there is no oil leakage from various parls of the piping during priming.
(5) Priming with Fuel Oil and Exhausting Air
Conduct priming with fuel oil and exhausting air bubbles on the following procedure:
i )Operate the fuel oil feed pump (in case of the Bs?ss5 .,-.. w= ". ... . engine equipped with a motor-driven oil feed E$#>~=*
$<<*<$id pump). Turbocharger $+$y,+
ii)Open the fuel oil inlet valve, afler confirming Air vent that the operation lever is set to "STOP" position.
iii)Open the air vent valve of the fuel oil filter, and drain oil until air bubbles in oil are com- pletely vanished.
iv)Open the air vent valve of the fuel injection pump, and drain oil until air bubbles in oil are completely vanished.
v)Afler completely removing air vent, securely tighten the deflator.
The heavy fuel oil i s heated to a high temper- ature (100°C or more).
Touching the splashing oil may scald your hands. If high-temperature parts are splashed with the oil, a fire may occur. Take care not to splash the oil when discharging air.
Notch-Wire Filter
(6) Cleaning of Turbocharger Pre-Filter
Dust or debris are collected in the pre-filter of the turbocharger during transportation, outfitting, and installation, causing the filter to be stained or damaged.
Therefore, clean it or replace it with a new one before starling the operation.
(7) Checking the covers are fitted Exhausting Air of
Check that the lagging for high-temperature Fuel Injection Pump
4-3 Starting
DK-20
Inadvertent contact of working staff or objects with the rotary parts is extremely dangerous since the person may be caught up or the object that has been caught up may fly out in all directions. Therefore, strictly observe the following items when starting the operation. *Confirm that the protective covers of rotary
parls are mounted in normal state, and that the rotary parts are free of any obstacle. Confirm that the turning device or turning bar is set to "OFF". Send a signal to a coworker if there is any, and confirm safety before start ing the operation of engine.
Operation
Starting Procedure
4-3.1 Starting Procedure
(1) Starting from Engine Side (Locally) . . ~ ~
Starting procedure can be classified into the three types; engine side starting (local starting), remote starting, 'and automatic starting, and which of these should be employed depends on the specifications. However, local starting (starling from engine side) by manual operation should always be employed after a long period of disuse or after overhaul or maintenance.
<Work Procedurer i ) Open the starting valve and control air valve. ii ) Set the operation lever to "START" position. iii) Press the push button for the start ing
operation valve. N) If the rotation speed of the engine has rapidly
increased and starting has been established along with continuous ignition sounds, release the push button.
v ) After confirming that the rotation speed of the engine has reached the specified speed, and each pressure has reached the specified value, set the operating lever to "RUN" position.
vi) Close the starting air valve. (Leave the control air valve "Open" as it is.)
Operating Lever
(2) Remote Starting (Manual and Push Button Starting)
<Work Procedure> i ) Switch the starting mode to the remote mode (from monitor chamber) from local mode (from engine side).
ii ) Set the operating lever to "RUN" position, ii ) Open the starting air valve and control air valve, alter confirming that "READY indicator lamp has lit up.
iv) Press the starting push button. v ) Confirm that "RUN" indicator lamp on the
panel has lit up as the rotation speed of the engine has reached the specified rate, and each pressure has reached the specified value.
v i ) Close the starting air valve. (Leave the control air valve "OPEN" as it is.)
(3) Automatic Starting In case of automatic starting, the engine starts automatically by the starting command based on preset starling conditions, such as the overload conditions of power shutdown or other engines (in case of plural engines), and therefore it is essential that the engine should always be kept in operable conditions Engines should be kept in the fol lowing conditions at all times: @Starling mode: "AUTO" @Operation lever position: "RUN" 8 Starting air valve and control air valve:
"OPEN
Operation
Starting Procedure / Inspection and Check Items Immediately After Starting
(4) Corrective Measure In Case of Faulty Starting In case that the engine has failed to start or has not started smoothly, take corrective measures by referring to a separately provided section.
( : 7 'Trouble Shooting and Countermeasures")
In case that the engine has repeatedly failed to start in an extremely cold weather while the engine is still in cold condition, the unburnt mist of fuel oil may remain in the exhaust manifold, having a possibility of catching fire or explosion being caused by high- temperalure combustion gas. When starting failure has been repeated, conduct air running and exhaust the unburnt mist in the exhaust manifold, before restarting the engine.
4-3.2 Inspection and Check Items Immediately Afler Starting
Check the following i tems immediately after starting. When any abnormal error has been found, immediately stop the engine and take proper measures. ( m: 7 "Trouble Shooting and Countermeasure")
After conducting overhaul or maintenance of the sliding parts or rotary parts, be sure to once stop the engine and check that there is no error or failure by hand-touching.
(1) Engine Rotation Speed Confirm that the engine rotation speed (the number of idle rotation speed, in case of the marine propulsion engine) has reached the specified rotation speed, and hunting (swinging of tachometer) is not occurred.
(2) Pressure Reading o f Each Parts Confirm that the indicator of pressure reading, for the manometer with blue mark, is within the blue mark, showing the pressure is within the specified value.
Gauge Board
(3) Abnormal Sound Carefully listen to the sound of the tollowing engine parts, and check if there is any abnormal sound or not: @ Cylinder head and surrounding parts (intake
and exhaust valves) @Crankcase @ Crankcase and timing gear and auxiliary drive
gear @Turbocharger
(4) Exhaust Temperature Check the exhaust temperature of each cylinder, and confirm that all the cylinders are properly burnt (at 200°C or more).
(5) Gas Leakage from Starting Valve If gas has leaked from the starting valve, the starting air main pipe becomes hot. Check il the starting air main pipe is not heated or not by lightly touching the pipe.
(6) Leakage and Loosenlng of Each Part Check il the bolts and nuts of installation part or connecting part are not loosened, and if o i l , water, or gas is not leaked.
4-4 Operation
DK-20
4-4.1 Running-In Operation
Operation
Running-In Operation
When the engine is started for the first time or immediately after replacement of the parts, such as the cylinder liners and piston, since the sliding parts of the engine are not yet sufliciently ready to work smoothly or freely, failure such as abnormal wear or seizure of the sliding parts may occur, if the load is abruptly applied in the stage of such conditions. Conduct the running-in operation to ensure smooth a n d free working of the sliding parts on the fo l lowing procedure, before entering normal operation:
(1) Initial Running-In Operation I t wi l l substantial ly a f fec t the engine per formance, especial ly the combustion performance and consequently the consumption efficiency of lubricating oil, whether the piston and oil rings move smoothly and freely, or not. Further, it is assumed that they will be decided b y the initial operation of a few hours. When the cylinder liner, piston, piston ring, and sliding parts around cylinder are replaced, be su re to conduct running-in operation i n accordance to the figure shown below. (a : Fig. 4.1 "Initial Running-In Pattern")
(2) Operating Condi t ions dur ing Running-In Operation
Be sure to operate the engine during the running-in period under the following conditions:
Load: 80% or less @Fuel oil to be used: Diesel fuel oil
Note: For the engines of heavy fuel o i l specification, be minded to use diesel fuel oil during the running-in period.
@ Lubricating oil to be used shall comply with the fuel oil to be used. Note that for the engine with heavy fuel oil specification, lubrication oil for heavy fuel oil can be used from the beginning. notwithstanding the above prescriptions of @.
@ Running-in period is 150 hours.
(3) lnspection Items dur ing Init ial Running-In Operation To detect the potential problems and eliminate the causes to previously prevent such problems, particularly heed cautions lo the following items: @Abnormal sound @ Partial heating @I Leakage from connection parts, and loosening
of screws @ Explosion pressure, exhaust temperature.
irregular exhaust color: Abnormal burning of fuel
@ Excessive consumption of lubricating oil: Improper working of liners and rings
(4) lnspection and Works after Completion of Running-In Operation At the time when the running-in operation is completed, conduct the following inspection works and confirm that there is no abnormalities, before entering the normal and regular operation of engine: @ lnspection of foreign maHers and stains in the
crankcase @ Visual inspection of the inner surface of the
cylinder liner @ lnspection and cleaning of the element of
each filter @ Remove the flushing filter attached to the
element of the fuel oil filter.
L l
Be minded never to perform the operation of engine using heavy fuel oil, while the flushing filter is attached.
Operation
Running-In Operation
Load
Fig. 4.1 Initial Running-In Panern
4-4.2 Warming-Up and Connecting Load to the Engine
,'
In case that the engine is started while it is still in a cold state, first perform the warm-up operation, except for the case of emergency, and gradually connect the load after the engine has sufficiently been warmed up. If the load is hastily connected while the various parts of the engine are still cold and not yet in the condi t ions for proper fuel combustion and lubr icat ion, malfunctions such as faulty combustion, excessive wear of the sliding parts, and seizure may be caused.
DK-20
(1) Warming-up Operation of Engine a ) U s e d iese l f u e l o i l f o r warming-up
operation Be sure to use diesel fuel oil for warming up the engine, even in case of the engine with heavy fuel oil specification.
Operation -
Warming-Up and Connecting Load to the Engine
Be minded to perform no-load operation on for warming-up operation, and restrain the duration of no-load operation within 10
minutes. Running the engine under no-load for long hours will result in malfunctions such as faulty combustion and collection of carbons in the combustion chamber.
(2) Connecting Load to the Engine The lower the engine temperature (temperatures of jacket cooling water and lubricating oil) is, the longer time it is needed to connect the load.
The standard load connection time is shown in the figure below. ( m: Fig. 4.2 "Load Connection Pattern") In case of the marine propulsion engine (direct connection by propeller), be minded to gradually increase the rotation speed, since the load will increase according to the rotation speed.
b) No load (Idle operation in case of warming up the marine propulsion engine) First operate under no load or light load, and connect the load after jacket cooling water and lubricating oil temperature has increased.
- When increasing the rotation speed, be minded to quickly pass the dangerous running speed zone, under which torsional vibration causes damages (the red mark zone), on the tachometer. Running the engine within this zone for long hours may cause the breakage of the crankshaft.]
Load
Flg.4.2 Load Connection Pattern
4-4.3 Operation with Load (Normal
Operation
Operation with Load (Normal Operation)
Operation)
Inspect the running conditions of the engine and measure the operating performance data in regular intervals, during the continuous operation with load (including period of the running-in operation). In case that any problem is found as the results ol the inspection and measurement, take proper measures such as adjustment or repair of the defective parts. (Refer to a separately provided section.) (a: 5-3 "Measurement and Adjustment") (a : 7 "Troubleshooting and Countermeasures")
* .
(1) lnspection of Operating Conditions <Check Hems, @ Abnormal sound @ Paltial overheat @Leakage from connections and looseness of
screws @Abnormal combustion pressure, exhaust
DK-20
temperature, and exhaust color ...... Abnormal combustion
@ Excessive consumption of lubricating oil ...... Damaged cylinder liner and ring
A
During the operation of engine, particularly the following parts become extremely hot, and touching these parts with bare hands or skin may cause burns. Therefore, be minded to use the protective gears such as safety gloves when working on them. 0 Exhaust manifold 0 Turbocharger 0 Air cooler inlet pipe OCylinder head 0 Indicator valve OFuel oil system equipment and piping (in
case of heavy fuel oil)]
(2) Measuring Performance Data a) Measure the operating performance data at
least once every day, when the load variation is less and the load is stable.
b) Compare each of the measured data with the data obtained when the engine was newly
introduced, and judge if there is any problem and check the degree dl deterioration. (m : "Test Run Record Table" in the final documents)
<Measurement Items, Q) Room temperature @Load (output) @ Rotation speed
...... In case of variable-speed engine @Maximum combust ion pressure (each
cylinder) @ Intake air temperature (turbocharger inlet) @Exhaust temperature (outlet of each cylinder) a Intake air pressure (engine inlet) @ Lubricating oil pressure (engine inlet) @Cooling water pressure (engine inlet) @l Fuel oil pressure (engine inlet)
...... In case of heavy fuel oil specification
0 Inlet air temperature (engine inlet) @Lubricating oil temperature (engine inlet) @Cooling water temperature (engine inlet and
outlet) @Fuel oil temperature (engine inlet)
...... In case of heavy fuel oil specification
@ Reading on fuel injection pump rack scale
(3) Regular inspection and Maintenance Conduct inspection and maintenance o f the various parts of engine regularly. (Refer to a separate\y provided section.) (a : 5 "Inspection and Maintenance")
(4) Operation Records Af ter completion of the inspection a n d measurement, keep the records of the works performed on adjustment or repair i n the log book.
Operation records are very important documents when understanding t h e conditions of engine and tracing the history of the inspection or maintenance that has been performed. Keep and store them carefully, and when the supervisor is changed, be sure to transfer the records to the successor without fail.
' l
Operation - Operation Using Heavy Fuel Oil
4-4.4 Operation Using Heavy Fuel Oil (in case of Heavy Fuel Oil Specification Engine)
Since heavy fuel oil is lower in its quality and higher in its viscosity as comperared with diesel fuel oil, it is required to carry out an appropriate operation control, such as operating the engine by changing to diesel fuel oil depending on the load conditions, in addition an appropriate control of the fuel oil and lubricating oil, when this type of oil is to be used.
Further, the starting and stopping the engine, when heavy oil is used, is only allowed on the engine of the heavy-fuel-oil starting-and stopping specification.
( : 6.1 "Fuel Oil Characteristics and Control")
( a ' 6.2 "Lubricating Oil Characteristics and
Control'?
(1) Operation with Diesel Fuel Oil
Be minded to use heavy fuel oil only under stable load conditions, and be sure to use diesel fuel oil in the following cases:
a) During Running-In Operation Period(l50 hours) @) Immediately aHer installation @ AHer replacement of the sliding parts around
cylinder (e.g. cylinder liner, piston, and piston ring) -.
( a : 4.4.1 "Running-In operationv)
b) During Starting or Warming-Up Operation
( : 4.3 "Starting")
( : 4.4.2 "Warming-Up Operation")
c ) During idling o r Low-Load Operation
When the engine is operated under low load, the compressed air temperature in the cylinder and fuel injection pressure of fuel oil is low, and therefore if the heavy fuel, of which combustion quality is lower than that of diesel fuel oil, is used, combustion will become unstable, result- ing in undesirable conditions, such as worsening o f the exhaust smoke, sticking of the ring, and s o on. In case of the connection of the load that is below the lower limit described in the engine specification, be minded to use diesel fuel oil.
d) In Case Load Variation is Heavy @ When entering or leaving port @ When weather is rough and stormy @ When cargo is being loaded or unloaded
e) Before Stopping Engine
( : 4.6 "Stoppage")
(2) Switching Fuel Oil Types Heavy fuel oil is normally heated up to 80 to
90°C in the service tank, and 100°C or more at the engine inlet, and the temperature difference is larger as compared with that of diesel fuel oil (non-heated), and therefore i f fuel oil is suddenly switched between these oils, it may cause mal- functions such as sticking of the fuel injection pump, vapor lock, and so on.
a) Slowly switch from diesel fuel oil to heavy fuel oil, so that the rate of change in the fuel oil tem- perature at the engine inlet is between 5 and IC'C per minute.
( : Fig. 4.3 "Switching Pattern from Diesel
Fuel Oil to Heavy Fuel Oil") b) Maintain the viscosity (temperature) of heavy
fuel oil at the engine inlet at the specified value c) Do not raise the temperature of diesel fuel oil
beyond the flashing point (60% is the standard point).
d) To prevent the generation of vapor, maintain the pressure of fuel oil at the specified value.
Further, remove the air bubbles in fuel oil in the various equipment of the fuel oil system (heater, filter, tank, etc.) from time to time, so that the accumulation of vapor can be prevent- ed.
I.\
If high-temperature parts are splashed with the oil, a fire may occur. Take care not to splash the oil when discharging air.
e) Confirm that the heat traces on piping and equipment is properly functioning.
The fuel oil is heated, and the filter and the piping are at high-temperatures. If touched with bare hands or skin, it may cause a bum. Therefore, be minded not to directly touch the exposed metallic parts such as the valves and cocks, and wear the protective gear such as safety gloves when working on them.
: In case that emergency stop i s made during the operation with heavy fuel oil, immediately switch the fuel oil to diesel fuel oil, move the motor-driven pump, and perform flushing of the fuel oil system. If the engine is cooled down with the heavy fuel oil left unchanged, the oil will be solidified and the operation will be prohibited.
Operation
Operation using Heavy Fuel Oil
S w i t c h i n g from Diesel Fuel 011 to Heavy Fuel Oil
ITEM
DK-20 4.4
Heavy luel ail Imperalure 1 XChange spped :
5 lo 10'Clmin.
Switching Operalion over lo heavy wilh heavy
Operation wilh diesel fuel ail luel ail luel oil
S w l t c h l n g from Heavy Fuel 011 to Diesel Fuel Oil
60 lo 70 sec, RW NO1 . . -. . - . . - . . -. . - . . - . . - . . - . . -
XChange spped : 5 lo lO"C/min.
during switching for proper operalon
Note : 1. Since the pretreatment of fuel oil differs depending on the use purpose of the engine, the operating
method suitable to each system is necessary.
2. The diesel fuel oil temperature when switching on heated condition shall be 6 0 " ~ or more.
Fig.4-3 Switchlng Pattern from Diesel Fuel Oil to Heavy Fuel Oil
4-4.5 Allowable Operating Range (In case of marine propulsion engine)
In case of the marine propulsion engine, the load changes in accordance with the marine characteristics, and according to the changes in the rotation speed. The allowable operating range and recommended operating range within the marine characteristics are shown in the figure below. When actually operating, be minded to select a proper rotation speed and engine torque (Pme, to be judged based on the reading on the rack scale), and keep operating within the recommended operating range as far as possible, to prevent being overloaded. Note that the lower load limit is normally 30% when us ing heavy fue l oil, and i f the load to be connected is lower than this limit value, use diesel fuel oil. (a : Fig.4.4 "Allowable Operating Range") As for the output characteristics of the engine to be actually operated, refer to "Test Run Record Table' included in the separately provided final documents.
DK-20
(1) In case 01 Fixed Pitch Propeller (FPP) The fixed pitched propeller is generally designed by including the sea margin, which has taken into consideration the fouled hull surface, in addition to the absorbed horsepower due to the marine characteristics. In case that fouling of the hul l surface has advanced, increasing the resistance, and has exceeded beyond the sea margin, the absorbed horsepower increases to such an extent that the excessive torque occurs even if the rotation speed is maintained constant. Therefore, always heed cautions to the rotation speed and the reading on the rack scale to prevent excessive torque. Further, particularly be careful when the absorbed propeller horsepower suddenly increases, for example when in stormy weather and so on, since this wil l often cause t h e excessive torque to occur, eventually leading lo surging of the turbocharger.
Operation
Allowable Operating Range
100
Propeller design point 85
- 80 s - Allowable operating range - 2 m Recommended continuous - normal operating range a 60
P -curve : Marine propeller characteristic curve I M-curve : Curve win sea margin taken Into consideration
Allowable range of 20 short-lime operation
Revolutions (%) Idling speed
Fig.4.4 Allowable Operating Range
(2) In case of Changeable Pitch Propeller (CPP) The changeable pitch propeller is capable ol changing its propeller pitch (blade angle), while maintaining the engine rotational speed constant, and is thereby capable of changing the absorbed horsepower. Therelore, this propeller has a merit that the rotational speed and load can be changed according to the conditions of the other auxi l iary machinery driven b y the marine propulsion engine, and the hull resistance. However, since the changeable pitch propeller tends to run under excessive torque to as much extent as it has a larger freedom of its operation, be minded to operate the engine properly preventing the excessive torque, by always grabbing the load conditions.
Operation
Allowable Operating Range DK-20 "'"4.5
Operation
Low-Load Operation and Operation with Air Cooler Cut-Off
4-5. Special Operation
4-5.1 Low-Load Operation Since running the engine with a low-load lower
than a certain limit can lead to unfavorable com- bustion conditions such as the reduction of intake air pressure and blowing-back of exhaust air, if the engine is operated under such conditions for long hours, it may result in the various malfunctions such as fouling of the turbocharger and combus- tion chamber, faulty combustion and so on.
Therefore, be sure to minimize the low-load operation to a shorter period of time as much as possible, and in case that the engine must be inevitably run under a low-load for long hours, be sure to observe the following conditions:
(I) Low-Load Limit
The low-load limit varies depending on each speci f icat ion. Conf i rm the low load l imi t described on the specification supplied with the engine.
(2) Use of Diesel Fuel Oil
In case of the heavy fuel oil specification, be sure to switch it to diesel fuel oil.
(3) Increase o f lntake Air Temperature
To improve the combustion conditions, increase the intake air temperature and adjust to as a high- er level as possible, within the following limit: . lntake air : 75 "C or less . Exhaust air temperature (cylinder outlet) :
450 "C or less
( : 5-3.2(2) "Measurement and Adjustment:
lntake Air Temperature")
(4) Cleaning of Turbocharger
Properly increase the number of times o f cleaning the turbocharger according to necessity.
Lil
The turbocharger is at a high-temperature during operation and just after the engine is stopped. If you touch it with bare hands during cleaning, you may burn your hands. Wear safety gloves without fail.
( 5 ) Intermittent High Load Operation If the load is switched to the high load (60%
or more) for about 30 minutes during low-oad operation, it will have an effect to restrain or
reduce the fouling of the combustion chamber, as well as the intake and exaust air systems. '.
4-5.2 Operation with Air Cooler Cut-Off In case that the defects such as breakage of the
fine tube in the air cooler or water leakage from a caulked sections is found, and the repairing cannot be performed quickly, an emergency messure can be taken by cutting off the air cooler on the follow- ing procedure:
(1) Low-Load Limit
a) Stop water supply to the cooler cooling system, and draw out the water from the air pipe.
b) Insert a shielding plate A into the flange part of the air cooler cooling water inlet pipe and outlet pipe.
c) "Fully open" the bypass valve of the air cooler.
d) Operate the cooler cooling water pump, and confirm that no water is leaking from the flange packing area.
Snlelduig plate @
Cooling water inlet Cooling water Air Cooler Bypass Valve
(2) Prerequisites for aaoperation
a) The fuel oil to be used is diesel fuel oil.
b) Restrain the output as low as possible, refer- ring to the following values as the standard:
Pme(average effective pressure):
0.8MPa (8 kgflcm2) . Exaust air temperature (cylinder outlet):
450 "C or less
4-5.3 Non-turbocharger Operation
Operation
Non-Turbocharger Operation and Operation with Reduced Number of Cylinders
In case of the marine propulsion engine, a non- turbocharger operation implement (turbocharger blind plate ) is provided, so that operation in emer- gency can be made even ehwn the turbocharger may have been damaged. ( The generator is opti- nal.)
The non-turbocharger operation procsdure is as the followings:
DK-20 5.3,5.4
(1) Preparation for Operation
Install the non-turbocharger operation implement in accordance with the Turbocharger Instruction Manual
During operation or immediately after stop- ping the engine, the turbocharger is extremely hot, and if the turbocharger is touched with bare hands or skin, it may cause burns.
Therefore, perform the disassembly work after the turbocharger is completely cooled down.
If it must be removed before it cools down, wear safety gloves, and remove it taking care not to burn your hands.
(2) Prerequisites for Operation
a) The fuel oil to be used is diesel fuel oil
b) Restrain the output as a lower level as possi- ble, referring to the following values asthe stan- dard: . Pme(average effective pressure):
0.44MPa (4.5 kgf/cm2) . Exaust air temperature (cylinder outlet):
400 "C or less
4-5.4 Operation with Reduced Number of Cylinders
Adoption of the operation with the reduced num- ber of cylinders impose such problems as the tor- sional vibration of the shaft system as well as the external vibration of the engine, and therefore this operation should be limited as a secondary meas- ure to be used only in emergency.
In case of 3DK and 5Dk engines, the operation with the reduced number of cylnders is prohibited due to the axternal vibration of engine.
The operation with the reduced number of cylin- ders may be conducted in various cases such as the case of only reducing the fuel oil, or the case in which the operating par ts are needed t o b e removed. Further, since the prohibited items for the operation vary depending on each case, be sure to inquire our company for the working proce- dures, cautionary items on the operation, ansd so on, obtain the necessary instructions, and strictly observe them, when the operat ion wi th the
p+y J N 8-4 reduced number of cylinders is conducted
<Preparation for Operat iom
a) The fuel oil to be used is diesel fuel oil.. b) The output shall be as below: (No. of cylinders)-(No. of reduced cylinders)
Votal number of cylinders) X 70%
HoweverJhe outpui may be reduced accord- ing to the turbochager sursing or exhaust air temperature in each case. c) Exhaust temperature : 450'C or less
(each cylinder outlet)
Be attentive of the external vibration o f engine and the gear sound, and if any abnor- mality is found, immediately stop the engine. If the engine is kept operating disregarding such abnormality, serious accidents may be caused.
4-6 Stoppage
DK-20
4-6.1 Normal Stoppage
Operation
Normal Stoppage
(1) Preparations for Stoppage a) In case that heavy luel oil is used, switch the
fuel oil to diesel fuel oil 30 minutes before stopping the engine.]
b) Immediately before stopping the engine, start the operation of lubricating oil priming pump.
c) Confirm that the starting air pressure is at 2.0 MPa (20 kgf/cm2) or more. (The preparation for the next round of starting)
(2) Stoppage a) Conduct the stoppage operation on the.
following procedure:
[In case of local operation] Shift the operation lever to "STOP" position. Then, fuel oil injection will be shut off by means of the common rod, and the engine wil l be stopped.
[In case of remote control] i ) Press the "STOP" push button on the control
panel. Then, the fuel oil injection solenoid valve will be activated to operate the fuel shutdown device, and the engine will be stopped.
ii ) Shift the operating lever to "STOP" position.
b) After stoppage operation, be attentive of any abnormal sound in the engine and turbocharger, and confirm that there is not any abnormal sound. . In case that the engine does not stop even when the stoppage operation is conducled, forcibly stop the engine on the following procedure: 1) Forcibly set the rack of the fuel injection
pump to "0". 2) Fully close the valve of the fuel oil inlet
main pipe.
Operating Lever
(3) After Stoppage a) Operate both the lubricating oil priming pump
and cooling fresh water pump for about 2 0 minutes, and cool down the engine a n d turbocharger.
u The turbocharger continues to run at high speed even after the engine is stopped. Lubrication of the turbocharger provided with this engine is made using the system oil, and therefore if the supply of lubricating oil is stopped immediately after the engine is stopped, i t may damage the bearing.
b) Fully open the indicator valve to conduct air running for 3 to 4 seconds, and exhaust the combustion gas out of the combust ion chamber.
c) Close the valves on all the systems.
4-6.2 Emergency Stop
Operation
Emergency Stop
(1) When Emergency Stop Is Required.
DK-20 ITEM6.2
Immediately stop the engine when any of the following abnormalities is found: @I Announcement of "Emergency" or "Alarm"
( *Act iva t ion of the protective device - - - Automatic stop)
* Overspeed * Decrease of lubricating oil pressure * Suspension of water supplylincrease of
cooling water temperature Increase of exhaust air temperature Other alarming (depending on each specification)
@Abnormal sound @ Heating of the bearings or other moving parts,
or generation of smokes, or abrupt increase of mist.
@I Loosening or fall ing-off o f the governor, common rod rink, each lever around the fuel injection pump, link pin, or bolt.
@ Deterioration of fuel oil or lubricating oil, or damage of the cooling water pipe
@ Abrupt increase or decrease of rotation speed a Abrupt increase of lubricating oil temperature @ Water supply disabled due to suspension of
cooling water supply - In case that the engine is overheated due to suspension of water supply, do not hastily supply cooling water. If cooled down abruptly, each part of the engine may b e deformed, result ing in malfunction or accidents.
@ Mixing of water into lubricating oil @Abrupt increase of exhaust air temperature @I Abrupt decrease of the turbocharger rotation
speed or intake air pressure Generation of abnormal sound in the propeller
or the stern shaft system ...... In case of the marine propulsion engine
@ Breakage or loosening of the bolts of each section
(2) Measures afler Emergency Stop In case that the engine is stopped by activation of the protective device or stopped automatically, take the following measures: a) In case that the engine is stopped by remote
operation or stopped automatically, set the operating lever to "STOP" position after the engine is stopped.
b) In case that the operation had been made using heavy fuel oil, immediately switch the fuel oil to diesel fuel oil, operate the motor-driven oil feed pump, and conduct flushing of the fuel oil . .
system. (However, this procedure does not apply when the fuel oil pipe is broken.) Further, conduct turning of the engine, and exhaust the heavy fuel oil remaining in the fuel injection pump or fuel valve.
7/\ In case that the engine is stopped during the operation using heavy fuel oil and the engine is cooled down without changing the fuel oil, heavy fuel oil in the equipment of the fuel oil system (e.g. pump, filter, etc.) and piping will not only solidifyto prohibit restarting, but also incur substantial labor to clean and cleanse after the accident. '
c) Disconnect the load off the engine, and return the operating lever, each valve, and the state of .
all other equipment to "STOP" position - In case that an emergency stop is conducted. be minded not to restart the engine until the cause is determined, the countermeasures are taken, and recovery is completed. In case that the engine is started without removing the cause of the abnormality, the malfunction may be aggravated and serious accidents may be caused.
1
Be minded not to open the crank case for at least 10 minutes after the engine is stopped and is completely cooled down. If the crank case is opened immediately after the engine is stopped, flammable mist in the crank case may catch fire and explode. Particularly be careful when a large amount of mist is generated due to overheat or seizing of the engine. Be minded never to let flames or sparks approach the crank case even after it is opened.
4-6.3 Long-Term Shutdown
In case that the operation of engine is suspended for a long term (one month or more), take the preservation measures (mainly, anti-rusting measure) on the following procedure:
(1) Shutdown wlthin 3 Months a) Fully open the indicator valve once every
week, and conduct turning of the crankshaft several times while conducting priming with lubricating oil. In this case, stop the crankshaft at a position different from that before turning. After turning, securely close the indicator valve.
b) In case that there is a risk of freezing in extremely cold season, be minded to remove cooling water from the engine.
(2) Shutdown beyond 3 Months
Measures for Long-Term Storage I n case that the operation o f engine is suspended for 3 months or more, the following measures for long-term storage is required: a) Remove cooling water from the engine. b) Add rust-preventive oil to lubricating oil, open
the indicator valve, and conduct turning of the crankshaft several times while conducting priming with the lubricating oil. After turning, securely close the indicator valve.
c) Open the covers for the crank and cam cases as well the cylinder head, and spray rust- preventive oil to the internal parts.
d ) Insert the moistureproof agent such as silicagel into the crank case, according to the ambient air conditions (e.g. weather and humidity) and other necessity.
e) Place the cover on outside air opening part of the exhaust air pipe and the mist pipe.
1 ) Cover the engine with a sheet, and carefully cover the electric equipment with particular attention to prevent collection of dust on them.
Measures for Long-Term Storage
lnspection and Maintenance
5-1. Precautions forlnspection and Maintenance
. . 1.1
When conducting the inspection and maintenance works of engine, be minded to read this manual carefully, understand the structure of the related parts and the work contents, carefully examine the working procedures, and prepare the consumable parts and tools in advance, before starting these works.
If the works are conducted without previous and sufficient examinations, it will not only lead to the expense of useless labors, but also result in failure or damage of the engine due to mistaken assembling, and further in personal accidents.Be sure to replace all the damaged parts, or the parts that have reached replacing limit, both of which have been so found afler the results of inspections.
In case that replacing these parts are difficult on site, or the necessary parts are not readied, inform the Parts Sales Department, Service Department, Daihatsu Diesel Manufacturing Co., Ltd. o r the nearest branch office or shop, and take proper actions.
5-1.1 Safety Precautions
DK-20
! (1) Do not open the crank case side cover foi at least 10 minutes afler the engine is stopped and is O completely cooled down. While the engine is overheated, there is a danger that oil mist may catch fire and explode if new air is nowed into the crank case when it is opened.
Precautions for Inspection and Maintenance
@ (2) If the engine is rotated during disassembly or inspection works, it may impose serious dangers such as caught-up accidents and so on. Be minded to start these works, afler returning the operating lever to "STOP" position, securely closing the starting air valve, and confining that the engine is not running. When conducting the turning of engine, be minded to start it afler confirming that nothing is in contact with the rotational parts, and no danger is imposed on coworkers by the rotation of engine, and afler sending the signal to them. Perform a proper preventive measures to prevent the crankshafl from freely turning.
(3) Be minded to wear the protective gears such as safety glove, helmet, safety shoes, safety gog- gles, according to the circumstances. During the operation of engine and immediately afler stopping the engine, the engine parts, partic- ularly exhaust manifold, turbocharger, parts round the cylinder are extremely hot. Therefore, be sure to wear safety gloves, and proceed the works taking care not to incur burns. The engine room floors and the surrounding areas are slippery due to oils stuck on them. Therefore, be minded to start the works afler sufkiently wiping off the oils stuck on floors or shoe soles. Particularly when working on a high-rise places such as on the foot-step board, pay enough attentions to the periphery of your feet, so that falling-off accidents should not happen. .
(4) When disassembling the piping systems, "Close" all the valves of the external connection parts, gradually w a n up the air vent plug, and start the disassembly after removing residual pressure. Immediately aner stopping engine, when disassembling the filters and connection parts of piping systems, you may burn on your skin on a injected high temperature oil or water of residual pres- sure. If high temperature parts are splashed with the fuel oil or the lubricating oil, a fire may occur. Take utmost care when disassembling them.
! (5) When disassembling the spring-loaded devices such as the regulation valves, proceed the works O paying careful attentions, since there is a risk that the springs may fly out and injury accidents may occur.
- lnspection and Maintenance
Precautions for Inspection and Maintenance
@ (6) Be minded to use wire rope and chain block when suspending the heavy-weight parts or equip- ment, and do not try to forcibly raise these parts or equipment by physical force. Further, be
DK-20 1.1, 1.2
m~nded not to approach the aieas lmmed~ately under the suspended parts or equ~pment /i\ (7)When nandlmg the electr~c pans, be sure to cut off the power source.
/i\ (8) When handling the liquids, be minded to strictly observe the following items:
Flammable liquids such as fuel oil and lubricating oil, the sources of fire, e.g.: The source of fires such as flames or sparks are strictly prohibited.
Poisonous substances such as rust-preventive agent for fresh water, anti-freeze solution for fresh water, mercury (thermometer): Drinking is prohibited, and i f any of these has stuck on hands or skin, immediately wash it off.
rn Poisonous substance or substance which generate flammable gas, such as battery liquids: Drinking is prohibited, and if any of these has stuck on hands or skin, immediately wash it off, and the source of fires such as flames or sparks are strictly prohibited. - For the sake of preventing environmental contamination, be minded to entrust the disposal and treatment of the waste oils and liquids to the authorized special waste disposing company.
5-1.2 Cautionary Items When Finishing lnspection and Maintenance
(1) Restore the lagging or heat-preventive covers, combustible oil splash preventive means (FN tape) and protective covers, that have been removed for inspection and maintenance, to each original position
/i\ (2) Afier the completion of assembling, confirm that there is no abnormality in each part, by conduct- ing the turning of engines and the priming with each corresponding oil. Afler checking the parts during turning, close the reducing valve without fail.
@ (3) Afler the completion of working, return the turning equipment and turning bar, that have been used, to "OFF" position.
0 (4) Record the work contents of the inspection and maintenan& that have been performed. and the replaced parts in the daily report respectively.
Inspection and Maintenance
Measurement and Adjustment: Maximum Combustion Pressure and Exhaust Air Temperhture
5-3 Measurement and Adjustment
5-3.1 Maximum Combustion Pressure and Exhaust Temperature
Maximum combustion pressure and exhaust temperature serve as the important indicators for knowing the engine combustion conditions and the changes according to the elapse of time.
Normally, the decrease of the engine performance can be indicated by the following items:
Decrease of the maximum combustion pressure Increase of the exhaust temperature
Conduct the measurement with the intewal of once a week or so, and record the results, so that the tendency of the change can be identified and the data can be used as the judgment materials when determining the interval of the adjustment.
(1) Maximum Combustion Pressure (hereinafter referred t o as Pmax) a) Pmax
Pmax is determined by load, and varies depending on the factors such as the fuel oil viscosity, intake air pressure, and intake air temperature. Ordinari ly, however, this adjustment is not necessary. Pmax varies according to the init ial fuel injection pumping angle, however, it is readily adjusted and set at an optimum value at the time of shipment from our factory. The fuel cam is fixed to the camshaft by shrink fitting, and therefore, ordinarily, it cannot be adjusted.
Since the items mentioned in this section will be the items, to which the engine setting value specified in Nox technical code shall be applied, do not make any change that may deviate from the setting value.
(0 : 0-3 "Engine Conforming to Nox Technical Code")
Since the indicator valve is extremely hot during the operation of engine, there is a danger of burns if it is touched by bare hands. Therefore, be sure to wear safety gloves when handling the valve.
I
indictor valve
Safely valve
A L l Be sure to "Fully open" or "Fully close" both the indicator valve and the exhaust valves of the indicator, whenever these valves are used. If these valves are used on the "Half-open" state, high-temperature gas will flow into the threaded'parls of the valve, and the screws may be seized.
b) Measuring Prnax Perform the measurement of Pmax after the warming-up operation of engine has been completed and the load has become stable. During measurement, the measured values may change due to such factors as the occurrence of the load fluctuation. In such a case, perform the measurement again to obtain a stable data. (a : "Test Run Record" included in the final documents)
2) 2? e
<Measuring Procedure> i ) Open the indicator valve @ with a special
wrench for indicator valve before installing the indicator @, and close the indicator valve alter . lightly releasing it 1 or 2 times.
ii ) Install the indicator to the indicator catch 0, and securely lock it by turning the lock nut @.
ii ) Close the exhaust valve @ of the indicator. iv) Open the indicator valve. v ) Check the reading of .the pressure on the
indicator. vi ) Close the indicator. vii) Open the exhaust valve of the indicator, and
remove the indicator after indicating reading has become "0".
ITEM
3.1 DK-20
*Maximum value (when fully loaded): 15.7 MPa (160 kgWcm2)
*Difference between cylinders: 0.6 MPa (6 kgf/cm2) or less
Inspection and Maintenance
Measurement and Adjustment: Maximum Combustion Pressure and Exhaust Temperature
(2) Exhaust Temperature The exhaust temperature at each cylinder outlet slightly varies from one cylinder to another depending on the factors such as the effect of other cylinders as well as the distance to the turbocharger inlet. The exhaust temperature can be adjusted by increasing or increasing the reading on the fuel injection pump rack, however, the adjustment is ordinarily unnecessary as long as the difference between cylinders is within the following value.
*Difference between cylinders: 40°C or less
(3) Adjustment o f Reading o n Fuel Injection Pump Rack In case that the exhaust temperature differs from those of other cylinders in excess of the range specified in the above (2), for example, when the fuel injection plunger or the fuel injection valve nozzle is replaced, adjust the fuel injection amount by increasing or decreasing the reading on the rack scale.
<Rack Adjusting Procedure> The reading on the rack scale can be increased or decreased by adjusting screw @ of the fuel injection pump rack lever. i ) Loosen the lock nut @. ii ) Turn the adjusting screw A and change the
reading on the rack scale. Clockwise turning "Increase" (Increase of
exhaust air temperature) a Counterclockwise turning "Decrease"
(Decrease of exhaust air temperature) i i ) Confirm that the exhaust air temperature is
within the specified value. N) Securely tighten the lock nul.
* Difference between cylinders: 1.5 mm or
pack level
Adjusting Rack
5-3.2 Pressure and Temperature of Each Part
Inspection and Maintenance
Measurement and Adjustment: Pressure and Tem~erature of Each (Part
The pressure and temperature of lubricating oil, fuel oil, and cooling water, etc. are controlled by the relief valve, so that they should be proper val- ues being within each specified value during the operation of engine, however, when actually operating the engine, the pressure and tempera- ture of these fluids may not be within the speci- fied and proper values.
In such a case, readjust the setting values of the valves, and perform the operation within the specified proper range.
DK-20 3.2
(1) lntake Air Pressure Since the intake air pressure changes in accor-
dance with load, each pressure when the engine was new (or, after adjustment) becomes a refer- ence value.
The more the turbocharger is fouled, the more the intake air will decrease, resulting in the deteri- oration of the engine performance (e.g. increase of the exhaust air temperature and increase of the fuel consumption rate), and therefore regular- ly conduct the blower cleaning and prevent the progress of fouling.
( : 5-4.4 "Cleaning Turbocharger Blowe?)
The turbocharger is at a high-temperature during operation and just after the engine is stopped. If you touch it with bare hands during cleaning, you may burn your hands. Wear safety gloves without fail.
ture to be within the specified proper range, as far as possible.
When the intake air temperature is too low, it causes abnormal or excessive wear of the cylin- der liner, intake air valve, etc., since the water drops is formed by the dew condensation. Further, i f the intake air temperature is too high, it damages the parts around the combustion cham- ber such as the exhaust valve, since the exhaust air temperature will increase. (Exhaust air tem- perature varies in proportion to the intake air tem- perature, and also varies in the rate of approxi- mately 2 times the change of the suction air tem- perature of the turbocharger.)
If the intake air temperature gets out of the proper range owing to a low room temperature, or when automatic adjustment of intake air tempera- ture cannot be made for some reasons, operate the following procedure.
<Intake Air Adjusting Procedure> The intake air adjustment can be made by chang-
ing the cooling water flow rate in the air cooler.
i ) Operate the handle of the bypass valve @ , and change the opening angle of the valve.
Open the bypass valve. (Handle facing side- ways) Increase of tnmperature r Openclose the bypass valve (Handle facing downward) Decrease of tnmperature
ii ) Be attentive to changes of the intake air t e rn perature, and open the bypass valve so as to be within the proper range, and adjust the angle.
I\ It is impossible to completely remove the
fouls even when cleansed by blower cleaning, and to prevent the deterioration of engine per- formance by the elapse of time, however, if the cleaning is neglected, fouling will accelerate, resulting in worsening of the engine perform- ance, and as the result it will be required to dis- assemble and clean the turbocharger much earlier than when the cleaning is periodically conducted.
(2) lntake Air Temperature
* Proper temperature: 45-55C (at full load)
lntake air, that is either higher or lower than'the specified range, will affect the engine, and there- fore be minded to adjust and keep the tempera-
Bypass valve@
en I l i ! I- . .
..... ,. Cuulirig water ilileI C~ulir lg watel uu[lt!t
Air Cooler Bypass Valve
1 Ins~ection and Maintenance 1
In case that the intake air does not fall within the proper range even when the bypass valve is fully opened and the entire amount of cooling water is f lowed into the air cooler, i t i s required to disassemble and adjust the air cooler since the fouling of the air cooler can be considered. ( a 12-3 "Air Cooler" in the Instruction Manual, "Maintenance Version")
(3) Lubricating Oil Pressure
*Proper range (Blue zone range of manometer): 0.4-0.5 MPa (4 - 5 kgf/cm2)
Lubricating oil pressure changes in accordance with the changes in the viscosity and temperature of lubricating oil. When the engine is started in extremely cold weather, and the temperature of the lubricating oil is still low and the viscosity is high, the pressure reading may go up beyond the blue mark range, however, it does not impose any problem if the reading falls back within the blue mark range when the engine is warmed up. In case that the pressure reading is beyond or under the blue mark range, adjust the pressure on the following procedure: -
Lubricating oil pressure decreases when the l i l ter is fouled. Be sure to perform the adjustment of pressure after the filter is cleaned well. (a : 5-4.3 "Cleaning Filters")
<Lubricating Oil Pressure Adjusting Procedure> When adjusting the lubricating oil pressure, use the adjusting screw on the lubricating oil relief valve. i ) Remove the screw cap @ of the relief valve,
and loosen the lock nut @. ii ) Turn the adjusting screw 0, and adjust the
pressure. Clockwise turning (tightening) Increase of oressure
Counterclockwise turning (loosening) Decrease of pressure
ii ) Be attentive to changes of the pressure, and confirm that the pressure has entered within the blue mark range.
iv) Tighten the lock nut @, and aHach the cap @.
Air vent valve
L l 1) Do not loosen the adjusting screw beyond
the loosening limit ( e =3Omm). The cap may not be installed back, if the screw is loosened excessively.
2) In case that the lubricating pressure dose not change even when the adjustmen! screw is turned, there is the possibilities of sticking of the relief valve, suction of air, pump failure, and so on, and therefore investigate the causes of the trouble.
Since the rate of the oil supply to the periphery of the rocker arm is set at the pressure of 0.1 MPa (1 kgflcm') or more by the relief valve located at the cylinder head inlet, the adjustment is not required.
Inspection and Maintenance
Measurement and Adjustment: Pressure and Temperature of EacH Part
(4) Lubricating Oil Temperature
*Proper range: 50-60°C (cooler outlet)
Lubricating oil temperature is controlled to remain within the proper range of temperature by the automatic temperature control valve installed at the lubricating oil cooler outlet.
a) Lubricating 011 Temperature Control Valve The temperature control valve is an automatic bypass valve, that changes the flow rate of lubricating oil passing through the cooler. according to its temperature, and when the engine is started while i t is still in cold state, this valve rapidly raises the lubricating oil by letting the oil bypass through the cooler, and when the engine is operated normally, this valve maintains the lubricating oil to be within the suitable range of the specified value. In case that the lubricating oil does not fall within the proper range, for example, because the cooling water (secondary water) temperature i s different from the design temperature, the temperature of lubricating oil can be adjusted by the adjusting screw of the temperature control valve. However, in case that the actual temperature is exceeding the correctable range and the adjustment is impossible,contact us for consultation on the problem.
b) Manual Adlustmen-Emergency Measures In case that the temperature control valve has become faulty and the temperature control has become impossible, the engine can continuously be operated by performing the emergency measures on the following procedure.
screw, and set the lock nut when the temperature has entered the following range:
- --
*Use range: 30-60°C
Since the oil temperature changes according to the load, be minded to set the o i l temperature at a rather lower level, so that it will not exceed the limit when heavily loaded.
Temperature conlrol valve Lock nut @ - Adjusting screw @
Lubricating oil cooler
(5) Cooling Water Pressure
* Proper range: 0.25-.0.35MPa
Jacket cooling water pressure substantially changes depending on the external conditions such as the cooling water expansion tank head, pipe resistance, and so on. When cooling water pressure is too low, it will cause corrosion of the engine frame or cylinder liner, and therefore adjust the cooling water pressure at the engine outlet using the valve or orifice, so that the pressure should be proper during the operation of engine.
<Adjusting Procedure> i ) Loosen the lock nut @, and screw the
adjusting screw @ down to its bottom. Totally close the passage of the cooler.
ii ) Closely watch the changes of the oi l temperature while returning the adjusting
.I -' '
Inspection and Maintenance ITEM Measurement and Adjustment:
3.2 I DK-20 I Pressure and Temperature of Each Part
(6) Cooling Water Temperature
(Lr range: 70-75°C (engine outlet) I a) Warmlng-Up Operation
When jacket cooling water temperature is too low, it will cause faulty combustion or the corrosion or wear of the paris around the combustion chamber, and therefore be minded to start the operation of engine with load alter raising the cooling water temperature by warming-up operation. (a: 4-4.2 "Warming-Up Operation")
b) Temperature Control Cooling water temperature is controlled to- remain within the proper range by the temperature control valve installed between the jacket cooling water inlet and outlet pipe (fresh water cooler inlet and outlet pipe). This temperature valve is an automatic bypass valve that is functionally identical with the lubricating oil temperature control valve. (a: 5-3.2 (4) "Lubricating Oil Temperature")
(7) Fuel Oil Pressure a) Engine using Heavy Fuel Oil
When using heavy fuel oil, the pressure of heavy fuel oil must be adjusted to be within the following range, so that generation of vapor due to heating-up of the fuel oi l can be prevented:
1 * Proper range: 0.5-0.6 MPa (5-6 kgflcm2] I <Fuel Oil Pressure Adjusting Procedure> Adjustment of fuel oil pressure can be made by the pressure adjusting screw of the fuel oil relief valve. i ) Remove the screw cap @ of the relief valve.
and looser: the lock nut 0. ii ) Turn the adjusting screw 0, and adjust the
pressure. Clockwise turning (tightening) Increase of pressure Counterclockwise turning (loosening) Decrease of pressure
iii) Closely watch the changes of the pressure, and confirm that the pressure reading is within the proper range.
N) Tighten the lock nut @, and attach the screw cap @.
Decrease
Fuel Oil Pressure Adjusting Procedure
When the engine with heavy fuel oil specification is operated by diesel fuel oil, the fuel oil pressure does not decrease since the fuel oil cannot be pressurized as in the heavy fuel oil supply line. however, the adjustment of the fuel oil pressure is not required if the pressure is within the following range.
* 0.2 MPa (2 kgflcm2) or more
b) Engine using Diesel Fuel Oil
I *Proper range: 0.2-0.3 MPa (2-3 kgflcm2) I In case of diesel fuel oil specification, the pressure adjustment procedure is the same as in case of heavy fuel oil specification, since the same type of the fuel relief valve is used in both cases.
(8) Fuel Oil Temperature......When Using Heavy Fuel Oil Heavy fuel oil must be heated so as to make its viscosity suitable for injection, before the oil is supplied to the engine.
.\.? - ) .-. i L
* Proper viscosity (engine inlet) dynamic viscosity: 1 4 k 1 cSt 1
Inspection and Maintenance
Measurement and Adjustment: Pressure and Temperature ot Each Part
Since the temperature appropriate for proper viscosity varies depending on the properties
ITEM
DK-20 3.2
(viscosity) of heavy fuel oil, be minded to keep the proper viscosity referring to the following figure as a standard: ( a: Fig.6-1.1 "Fuel Oil Temperature Curve") In case that the viscontroller (automatic viscosity regulator) is installed to the engine, control the fuel oil viscosity in accordance with instruction manual, and be minded to carefully keep the manual. ( rn : 4-4.4 "Operation Using Heavy Fuel Oil") ( a: 6-1 "Fuel Oil Characteristics and Control")
(9) Nozzle Cooling Oil Pressure and Temperature ..... When Using Heavy Fuel Oil In case that nozzle cool ing system is incorporated as an separate system as independently installed, and diesel fuel oil is used as the refrigerant carrier in stead of cooling water, it is required to control the pressure and temperature to be within a proper range of the value.
a) Nozzle cooling oi l pressure ..... When Using Heavy Fuel Oil
*Proper range: 0.1 -0.3 MPa (1 -3 kgf/cml)
In either case of DO or HO, be minded to feed nozzle cooling oil. Since nozzle cooling oil passes through the high-temperature parts, it may block the passage if the flow has become stagnant or stopped, and therefore be minded to secure the specilied pressure for nozzle cooling oil..
Further, in case that nozzle cooling is conducted using fresh water, it is not required to regulate both the pressure and temperature, since jacket cooling water is used in such a case.
b) Nozzle Cooling Oil Temperature ..... When Using Heavy Fuel Oil
I *Proper range: 50-60°C 1 Nozzle cooling oil temperature is regulated by the temperature control valve. This temperature control valve is the same type as the one used for regulating lubricating oil. As for the regulating procedure, refer to the < Adjusting Procedure > of (4) Lubricating Oil Temperature. In case that nozzle cooling oil temperature is too low, it will cause sulfated corrosion on the tip part of the fuel injection valve nozzle, and in case that the temperature is too high, it wi l l cause generation of carbon flower on the nozzle.
lnspection and Maintenance ITEM Inspecting Parts around Intake and Exhaust Valves, and
4.1 DK-20 Adjusting Valve End Clearance
5-4 lnspection and Maintenance
5-4.1 Inspecting Parts around lntake and Exhaust Valves, and Adjusting Valve End Clearance
(1) Replacing Consumables, Implements, and Measuring lnstruments a) Replacing Consumables (a : 'Parts List")
@ Head cover rubber seal No.DI0 b) Implements and Measuring Instruments
@ General tools (m : "Implements List" in the final documents)
(2) Inspecting Parts around lntake and Exhaust Valves Both intake and exhaust valves are the parts that are exposed to the most severe conditions among all other parts of the engine. Therefore, be minded to periodically inspect these valves, and confirm that both valves operate normally. a) Confirm that there is no abnormal operating
sounds in both the intake and exhaust valves during the operation of engine.
b) Check the following points on these valves removing the cylinder head cover when the engine is stopped. @ Lubricating conditions of the rocker arm and
push rods @ Lubricating and sludge collecting conditions
of the intake and exhaust valve cotters, and valve rotators @I Sludge collecting conditions around the
valve spring @ Rotating conditions of the valve rotators @Valve end clearance
(3) Adjusting Valve End Clearance Since valve end clearance decreases due to the wear of the valve seat part, and therefore be minded to periodically inspect and adjust it. When the valve end clearance is too small, it will cause improper setting of the valve on its seat during the operation of engine due to thermal expansion of the valve itself and push rod, resulting in burning of the seat. Further, the valve system of this engine is 4- valve type, having 2 intake valves and 2 exhaust
valves, and a single valve holder tee is provided to simultaneously push down both pairs of intake and exhaust valves, and therefore unless the valve end clearance of each pair of both intake and exhaust valves is equal, the valve pushing force will be unbalanced, resulting in abnormal wear or damage of the valve holder tee and the guide parts.
Valve retainer tee
/lntake;d valve rocker exhaust arm
\ lntake and exhaust valve cotter
Valve End Clearance Adjusting Procedure
<Valve End Clearance Adjusting Procedure> i ) Place the cylinder in the explosion stroke, and close the intake and exhaust valves.
ii ) Loosen the lock nuts of the adjusting screws @ and @, and turn back the adjusting screw @ and @.
i i ) Closely fit the valve end " A , place the dial gauge against the valve holder tee, and tighten the adjusting screw @ until the scale pointer swings, so that it can be confirmed that the valve ends "A" and "B" are both closely fit a t the same time.
iv)
@ v ) Insert a thickness gauge of the specified
thickness into the clearance " C on the top part of the valve holder tee, and adjust the clearance using the adjusting screw @.
* Proper clearance: 0.31 mm (for both intake and exhaust valves)
5-4.2 lnspection and Maintenance of Fuel Injection Valve
Inspection and Maintenance
Inspecting and Maintenance of Fuel Injection Valve
Since the conditions of the fuel injection valve substantially affect the performance of engine operation, be minded to periodically inspect it and conduct the maintenance. However, in case that remarkable changes have been found in the maximum combustion pressure, exhaust temperature, exhaust color, and so on, be minded to conduct immediate inspection and maintenance, regardless of the standard inspection and maintenance period.
ITEM
DK-20 4.2
Since the items mentioned in this section will be the parts to which NOx Technical Code shall be applied, when replacing any of these parts, be sure to use the parts provided with the identification marks. ( a : 0-3 "Engine Conforming to NOx Technical Code")
(1) Replacing Consurnables, Implements, and Measuring lnstruments a) Replacing Consumables (a : "Parts List") a Circular gasket No.507 @Gasket No.218 @ O-ring No.12 @O-ring No.503 O O-ring N0.504 8 O-ring N0.505
b) Implements and Measuring lnstruments @General tools and measuring instruments
( : Final Documents) @ Nozzle holder extracting implement @ Fuel injection testing device @ Nozzle cleaning implement
(2) Extracting Fuel lnjection Valve Extraction of the fuel injection valve can be conducted on the following procedure:
<Extracting Procedure> i ) Close the valve of the nozzle cooling water
(or, oil) pipe system, and drain the water (or, oil) completely. (In case of heavy fuel oil specifications)
Gasket
Inlet connector @
Bolt 0,
5
Bolt @
High-pressure coupling @
Vlew "P"
fuel
Nozzle Holder Extracting Procedure
1/' 1) Be careful so that the circular gasket @
may not be left behind in the cylinder head. 2) After removing the high-pressure fuel
coupling and fuel injection valve, b e minded to place the cover both on the coupling part of the fuel injection pump and on the insertion part of the cylinder head.
ii ) Remove both the cylinder head cover and heat box cover.
iii ) Loosen the bolt @ and 0, remove the high- pressure fuel coupling (block) @.
iv) Remove the inlet connector @. v ) Remove the tightening nut @ using a box
wrench. v ) Extract the fuel injection valve @ using a fuel
injection extracting implement. v i ) Remove the circular gasket @.
-7,., * 2
(3) Injection Test Conduct a fuel injection test of the fuel injection valve, to check if the opening pressure and the spraying conditions of the fuel injection valve is in proper and normal state. Conduct the fuel injection test using the fuel injection test device installed to the engine.
DK-20
a) Inspecting Valve Opening Pressure i ) Install the fuel injection valve on the injection
test device, after removing the carbon stuck on the tip of the valve, and cleaning the tip.
ii ) Connect the test pump and fuel injection valve using a high-pressure hose for testing.
iii ) Quickly operate the test pump lever several times, and drain the air until the valve stark injection of the fuel as the pressure indicating
Inspection and Maintenance
Inspecting and Maintenance of Fuel Injection Valve
scale swings. iv) Slowly turn the test pump lever (once every
second, or so), check the pressure reading ( the pressure, that has once increased gradually, suddenly starting to decrease due to opening of the valve).
*Normal pressure: 27.4-29.4 MPa (280-300 kg/cm2) 1
b) Adjusting Valve Opening Pressure When reassembling the fuel injection valve after conducting the maintenance work by extracting the valve out of the engine, and when the nozzle is replaced with a new one. adjust the valve pressure on the following procedure:
Injection Test Procedure
Cap nut @ Screw driver
Pressure Adjusting Procedure
*Setting pressure: 29.4 MPa (300 kgflcm') Be minded to set the pressure of the fuel injection valve at a rather higher level, taking into consideration the initial working adjustment, in case that a new injection valve is introduced. ...... 30.4 MPa (310 kgilcm2)
Since the items mentioned in this section will be the parts to which engine setting value specified in NOx Technical Code shall be confirmed, do not make any change that may deviate from the setting values. ( : 0-3 "Engine Conforming to NOx Technical Code")
Inspection and Maintenance
Inspecting and Maintenance of Fuel Injection Valve
<Valve Opening Pressure Adjustment Procedure> i ) Remove the cap nut @.
DK.20 4.2
ii ) Loosen the lock nut for the adjusting screw a,
iil ) Adjust the pressure to the specified pressure, by turning the adjust ing screw using a screwdriver, while conducting the injection of the fuel, as in the same procedure as in the case of the fuel injection test. .Screwing-in of adjusting screw High
Turning-back of adjusting screw Low iv) Tighten the lock nut 0.
c) lnspecting Fuel lnjection Inspect the fuel injecting conditions on the following procedure: i ) Quickly operate the test pump lever several
times (2 to 3 times every minute, or so), and inspect the fuel injecting conditions. (Let the fuel injected against a blank paper, so that the condit ions can b e better inspected.) Check if cutling-otf injection is good or not. ....., Injection sound
Check i f the injection is made in clear spray, not being in spray of bar pattern injection. nor dripping down.
ii ) Check if there is no dripping-down of fuel from the tip of the nozzle after the injection test.
hands near the fuel spray during testing. If the high-pressure fuel has hit your face or hands, it will cause injuries.
Normal Injection
(A) clogged nozzle (0) improper (C) rod^^ nozzle needle vabe action
Abnormal lnjection
& Lock nut @
ush rod
pacer @ Spray lubricating agent
(Molykote 1000) nock pin @
-~etaining nut @
-ozzle o Fuel Injection Valve (A)
(4) Disassembllng and lnspecting Nozzle In case that a remarkable decrease of the valve opening pressure, faulty injection of fuel oil, or dripping-down of fuel oil after injection is found as the results of the fuel injection test, conduct disassembling, cleaning, and inspection on the following procedure:
-) - > - \ >, , 1
a) Disassembling the Nozzle i ) Remove the cap nut @. ii ) Loosen the adjusting nut a. i i ) Fix the holder housing @ in a vise, and
loosen the retaining nut @. iv) Extract the needle valve out of the Nozzle @. v ) Extract the nozzle out of the retaining nut, by
ITEM
4 2 DK-20
striking with a hammer, placing a pipe-type patch on the nozzle, so as not to damage the
Inspection and Maintenance
Inspecting and Maintenance of Fuel Injection Valve
nozzle hole. - If the retaining nut is turned while the adjusting nut is still tightened, it will damage the nozzle or nozzle holder parts. In case that heavy fuel o i l is used, the retaining nut and nozzle may be stuck together with carbon accumulated on them. If the nut is loosened in this state, the nozzle will turn together with the nut, and may damage the nozzle, or the knock pin of spacer, and therefore first lubricate the nut with gas oil, and then carefully loosen the nut by striking the nozzle with a hammer, while placing a patch on the nozzle.
b) Inspecting Nozzle - i ) Clean the nozzle nut and needle valve with
gas oil. ii ) Clean the nozzle hole with a nozzle cleaning
implement. iii ) Push in and push out with hand, and check
the movement. Check if the movement is smooth or not. Check if the movement is too loose.
Nozzle 0
Retaining nut @
Vice C ,-:;;;cling needle
ozzle cleaning implement
Nozzle Cleaning Procedure
u Since the nozzle and needle valve is a pair functioning together, be minded not to replace either of them separately. Do not t ry t o reuse a faulty nozzle by wrapping, but be sure to replace it with a new one.
(5) Assembling Fuel Injection Valve Assemble the fuel injection valve. in the reverse order of the disassembling procedure. i ) Clean each of the disassembled parts with
clean gas oil, and insert each of them back into the holder housing @.
ii ) Put the spacer @ and the knock pin 0 of nozzle together, and install them into the holder housing.
iii ) Apply the lubricating agent (Molykote 1000 U-paste) on the holder housing thread, the seat face of the retaining nut @, and the outer periphery of the nozzle, and screw the retaining nut into the holder housing by hand.
iv) Loosen the adjusting nut a. v ) Tighten the retaining nut with the specified
torque.
Inspection and Maintenance -
Inspecting and Maintenance of Fuel Injection Valve
*Specified torque: 196-226 N.rn
{ZO-23 kgf.m)
ITEM
DK-20 4.2 -
Be careful not to tighten the retaining nut with the toque over the specified value, since it may cause the sticking of the needle valve of the nozzle.
vi) Set the fuel injection valve on the injection test device, and adjust the valve opening pressure. (a: 5-4.2 (3) "Fuel lnjection Test)
(6) Mounting Fuel Iniection Valve Mount the fuel injection valve to the cylinder head in the reverse order of the extracting procedures. i ) Apply heat-resistant agent on the O-rings,
and attach them to the holder housing @. ii ) Apply heat-resistant agent on the circular
gasket, and attach i t to the holder housing. ii ) Insert the fuel injection valve into the cylinder
head guide hole, after confirming that the old gasket is not left behind in the guide hole.
N ) Attach the holder tightening nut @, and evenly tighten with the specified torque.
*Specified torque: 59 N.m (6 kgf.m)
v ) Screw in the inlet connector with hand, and tighten it with the specified torque.
*Specified torque: 88-98 N.m {9-10 kgf.m) I
vi) Attach the high-pressure fuel coupling and 0- rings on the cyl inder head side and fue l injection pipe side, tighten the high-pressure fuel coupling tightening bolt @ and @ with the specified torque.
*Specified torque: 34-45 N.m (3.5-4.5 kg1.m)
5-4.3 Cleaning Filters
.
Fuel oil filters and lubricating oil filters have very
DK-20
important roles, i.e., removing foreign matters or
Inspection and Maintenance
Cleaning Filters
sludge in oi l and keeping the oi l clean, and maintaining the normal operation of the various parts of engine. Therefore, it is important to periodically overhaul and clean, so that filtering capabilities can be maintained. The notch-wire duplex type filter and centrifugal type lubricating oil bypass filter are used for fuel oil and lubricating oil, and which type should be used shall be decided depending on the specification of each engine. ( a: Separately provided "Engine Specification")
(1) Notch-Wire Duplex Type Filter The notch-wire duplex type filter is normally used as both-side-parallel application. Since both the fuel oil pressure and lubricating oil pressure decreases if the filter has been fouled, b e minded to periodically conduct blow-off cleaning. In case that the oil pressure does not increase even after the blow-off cleaning has been conducted, overhaul the filter and then clean it.
a) Replacing Consurnables For lubricating oil 32XP ( 0 : "Parls List")
Gasket No.157 @Gasket No.186 @Element gasket No.281 For fuel oil 32PED ( m: "Pars List") O O-ring No.106 @Gasket No.152 @Gasket No.190 @Gasket No.266
b) Blow-Off Cleaning In case of blow-olf cleaning, deposits can be removed by reversely llowing the fluid through the element on one side, and this type of cleaning has no cleaning effect when the element is substantially clogged, and therefore be minded to conduct the blow-off cleaning in
an earlier state, while the fouled degree of filter is still light. (The cleaning should be conducted at least once a week.)
Air vent valve @I,
Notch-Wire Type Filter
Fillers used on both sides 'P"
NA
When bdth lillers ~ l o w ~ o t l on One sid; shul OH are used right filler
E l E2 ..-..Riaht and lell elements C1 ~. -~ .~e iector cock inlet hole C2 ..... Selector cock outlet hole I lnterlockr
C3 ..... Selector cock blow-ofl and dra~nlng hole
C-J - ,
Inspection and Maintenance
Cleaning Filters
<Blow-Off Cleaning Procedure> i ) Open the drain cock @ at the bottom part of
filter. At this time, be careful so that waste oil may not scatter or overflow out of the drain cock.
ii ) Turn the selector cock handle @ (usually, set to "Used on both sides" (P) position) to the "Blow-off" position (about 60"C), and quickly conduct the operation to return the handle to the previous position (within 0.5- 1 sec.).
iii ) Repeat this operation 2-3 times. iv) Conduct the above same procedure on the
other side. v ) Close the drain cock.
Ll Conduct the blow-off cleaning quickly. Further, do not place the lever on the middle position, but quickly move to the specified position (knock position). If too much time has been taken in blow-off cleaning and switching the lever positions, the pressure will decrease, and may activate the alarm or emergency stop.
c) Overhaul and Cleaning of Filters Be minded to conduct the overhaul and cleaning of filters when the engine is stopped, as far as possible. In case that the overhaul and cleaning is performed during the operation ol engine, first conduct the blowing-off cleaning on the opposite side, and then perform the overhaul and cleaning while the engine is in an idle operation or is under a low-load operation.
When using the heavy fuel oil, the fuel oil is heated up and consequently the filter and the piping are extremely hot. Therefore, when handling the filter, be sure to wear the safety gloves, and be cautious so that the high- temperature oil may not splash on the skin or clothes.
/ Handle @
'4 Knock @ Cock raising bolt
Filter Overhaul Procedure
<Overhaul and Cleaning> i ) Turn the selector handle @ to "Close"
position (909 on the side to be overhauled. ii ) Open the drain cock @, loosen the air vent
valve @ at the top of the Case 0, and discharge oil.
iii) Loosen the tightening nut @, remove the case 0, and then take out the element @.
iv) Clean the element with washing oil or gas oil, and conduct blow-off cleaning from inside.
v ) Clean each of the parts overhauled, and clean the case gasket grooves of the filter housing @.
DK-20
<Assembly and Restoration> i ) Attach the gasket @ to the element 0, and'
attach the gasket @ to the filter housing @. ii ) Put the spring @ on the element, and place
the case 0 on the top of the spring, and screw the nut @ into the case while holding the case with hand.
iii ) Close the drain cock @. iv) Shift the handle @ to "Blow-off" position. v ) When the filter is overhauled and cleaned
during the engine being stopped, conduct priming and fill the case with oil.
vi) Close the air vent valve @, after the oil has been let overf low and air bubbles have completely vanished from the oil flowing out of air vent pipe.
vii) Return the handle to "Both sides used" (P) position.
hi) Check if there is any oil leakage from the
Inspection and Maintenance
Cleaning Filters
gasket sections. - Confirm that the knock @ of the handle @ is engaged in its position. If the knock is not properly engaged in the position, the handle will be overturned by vibration during the operation of engine, and may incur oil spill-out accidenls.
- 1) Check conditions of the sludge collected
on the element. Particularly in case of the lubricating oil filter,
if metallic parlicles are found, investigate the causes and take the countermeasures.
2) When the element is damaged, or when the element is excessively fouled and clogging cannot b e removed even by cleaning, replace the element with a new one.
3) Since the gaskets and O-rings are easily be damaged, be very careful in handling these parts. Particularly, the heavy fuel oil filter tends to be deteriorated in high- temperature conditions, and therefore be minded to replace the filter every time the overhaul is conducted.
(2) Y-Type Filter a) Overhaul and Cleaning i ) Remove the plug. ii ) Remove the strainer. ir ) Clean the strainer with washing oil or gas oil.
d) Mounting When mounting the Y-type filter, be minded to mount it with the plug side facing downward, so that sludge may be accumulated in the strainer.
- Oullet
Plug
Disassembling Y-type Filter
5-4.4 Cleaning Turbocharger Blower
Inspection and Maintenance
Cleaning Turb~charger~BIower
If the fouled degree of the turbocharger blower has progressed, the efficiency of the turbocharger will decrease and the operating performance of engine will be worsened. Particularly when heavy fuel oil is used, the turbocharger blower tends to be fouled in faster degree, and therefore be mind- ed to conduct blow-off cleaning and restrain the progress of fouling.
DK-20 4.4
(1) Interval o f Cleaning Clean the blower when intake air pressure has
decreased 10% at the same load, or at least every 150 to 200 hours of operation.
(2) Load during Cleaning Make sure that the engine shall be operated
under the load of 75% or higher, and continue the
loaded operation for 1 hour or more afler cleaning.
(3) Cleaning Liquid Be sure to use the specified cleaning liquid. In
case that the specified cleaning liquid is not avail- able, use fresh water. (Note that cleaning effect is inferior with fresh water.)
Be minded never to use gas oil or any other flammable liquid for cleaning, since these liq- uids will be the cause of fire.
Turbocharger Blower Cleaning Procedure
Cleaning of the turbocharger blower can be made using the cleaning device that is supplied together with the engine.
i ) Pour cleaning liquid into the blower syringe a. ii) Connect the syringe socket to the filling pipe
@ that is connected the turbocharger inlet side. iii) Fully open the drain cock of the air intake duct.
iv) Operate the syringe to inject cleaning liquid.
v) When 3 to 5 minutes has passed afler the injection of cleaning liquid, inject fresh water of the same amount on the same procedure.
[Injection Amoun t a n d In ject ing Time] vi)) In case that there is no change in intake air
Type of I injection 1 Injecting tur-bocharger alnount (L) time (sec)
I
pressure before and afler the cleaning, repeat cleaning afler 10 minutes.
@ In case that intake air pressure does not change over when the cleaning is repeatedly conducted, conduct the overhaul and clean- ing of the whole of turbocharger.
( : Separately provided "Turbocharger Instruction Manual")
The turbocharger is at a h igh lem- perature during operation and just afler the engine is stopped. I f you touch it with bare hands during cleaning, you may burn y o u r hands. Wear safety gloves without fail.
(4) Cleaning Method
5-4.5 Cleaning Turbocharger Turbine
4.5 DK-20
A The turbocharger is at a high-temperature
during operation and just after the engine is stopped. If you touch it with bare hands during cleaning, you may burn your hands. Wear safety gloves without fail.
Inspection and Maintenance
Cleaning Turbocharger Turbine
<Turbocharger type "RH" (water washing)> (Applicable to heavy fuel oil engine) Inject water through the water injection nozzle
fitted on the exhaust pipe at the turbocharger inlet, and the combustion deposit on the turbine side can be removed by the mechanical effect of collo- sion of water drops and the dissolving effect.
Part of the water evaporates, and the remaining. water is discharged through the drain hole in the gas outlet duct.
(1) Frequency of cleaning Clean the turbine every 250 hours.
(2) Engine running conditions during cleaning Clean the turbine after &"ing the engine for
about 20 minutes or more at a power at which a
turbocharger inlet gas temperature of 300 to 350°C
is obtained
(3) Cleaning procedure
i ) Connect the water injection tube @ connected to the exhaust pipe and the gauge board @ with a hose.
ii ) Connect the water supply hose @ to the gauge board @I.
iii) Open the stop valve @ to feed water to the tube and hose to the nozzle @ . When the pressure gauge @ stabilizes, close the stop valve.
iv) Open the drain cock @
v) Fully open the nozzle @ .
vi) Slowly open the stop valve @ , seeing the pressure gauge @ , until the water pressure becomes 0.05 to 0.08 MPa (0.5 to 0.8 kg/cm2).
vii) Feed water for about 5 to 7 minutes.
viii) If no drain is discharged from the drain cock
@ after water is fed for 5 minutes, close the.. nozzle @ to discharge drain at a rate of about 0.1 llmin.
ix) After the completion of water cleaning, close the nozzle @.
x) Make sure that no drain is discharged, and close the drain cock @ .
xi) After water cleaning, keep the engine running for about 5 to 10 minutes under the same load.
m Keep a close watch on the turbine during
water injection. Take care that the injection rate is not too high or the drain pipe is not clogged with removed deposit. Even if drainage is not observed, do not feed water for 7 minutes or more. After the completion of cleaning, remove the connected hoses.
( : Separately provided "Turbocharger Instruction Manual")
Inspection and Maintenance
Cleaning Turbocharger, Turbine
<Turbocharger type "TPS" (pouring water washing)>
As the pouring water washing method of the supercharger, fresh water is sprayed in front of the turbine from the pouring water nozzle on the supercharger. Thus, the extraneous matter is removed through the difference of the cooled tur- bine nozzle eith fresh water, turbine blade and the thermal expansion extraneous matter.
(1) Washing interval Since the washing effect is reduced when the
deposit layer becomes thick, apply the washing every approx. 200 hours.
(2) Load during washing Apply the washing at such a load as the
exhaust temperature of the cylinder outlet is 300 to 350°C. Asthe exhaust temperature is lower, the washing effect decreases. As it is higher, the tur- bine nozzle or similar part may be damaged.
Take special care for the exhaust temperature.
(3) Fresh water for washing As the fresh water for washing, use the fresh
water which does not include any additives. Never use any seawater.
(4) Washing method i ) Connect the hoses of the pressure gauge and
the check-valve hose to the pipe connected to the exhaust pipe.
ii) Open the check valve, fill the water into the . ,
pipe and hose up to the nozzle, and close the check valve.
iii) Fully open the valve in the nozzle on the exhaust pipe.
iv) Observing the pressure gauge, slowly open the check valve to gain the water valve of 0.45 to 0.7 MPa (4.5 to 7.0 kgWcm2)
v) Continue pouring water 25 to 30 seconds. vi) Apply the washing three times. Here, provide
the interval shown in the table below after washing of one time.
vii) Close the valve, loosen the hose connection. Disassemble the manometer and the hose with valve.
viii) To dry the supercharger, run it applox. 10 minutes at the same load.
ix) If any variation is not observed on the perform-' ance values of the exhaust temperature,
charge pressure, supercharger revolution speed and so on, repeat the procedure above after completion of the washing. If any varia- tion is not observed after repetition of several times, it is necessary to open and clean it.
( a : "Operating Manual for Supercharger")
<Turbocharger type "VTR" (Water cleaning)> As the procedure of the water cleaning method
of turbine, inject fresh water from watering nozzle located on the exhaust pipe to the front of the tur- bine, remove the adhered matters on the turbine nozzle, turbine rotor blade, etc. by the impact force of the water drops accelerated by the exhaust gas and the solution force of water.
A part of the fresh water will evaporate, and the remaining will be discharged from the drain hole of the turbine chamber. Do not evaporate the fresh water entirely.
(1) Interval of cleaning Conduct the cleaning with the interval of 200 to
250 hours in the initial stage, since the effect of
. . cleaning will be lost if the layers of the accurnulat- ed matters have become thick.
As for the cleaning interval after the initial cleaning, properly increase or decrease depend- ing on the factors such as the exhaust tempera- ture, intake air pressure, and the degree of per- formance decrease of the turbochager rotation speed.
(2) Load during Cleaning The maximum allowable rotation speed of the
turbocharger when cleaning is performed is as shown in the following table, and therfore in case that the normal load value is higher than these, decrease the ioad.
[Turbocharger Rotaition Speed and Exhaust Temperature]
However, the turbine rotation speed will be decreased more or less if water is poured, and therfore readjust the rotaition speed.
Confirm that the drain including water is dis- charged from the drain hole of the turbine cham- ber within the range of this rotation speed.
,
(3) Fresh water for cleaning Use lresh water containing no additives. anever
use sea water.
4.5 DK-20
(4) Cleaning method i ) Close the drain cock @ . ii) Connect the pipe connected to the exhaust
pipe with the hose provided with the hose pro- vided with the manometer and the stopper , valve with the hose connection.
Inspection and Maintenance
Cleaning Turbocharger Turbine
iii) Open the stopper valve, and fill the pipe and hose connected to the nozzle with water, then close the stopper valve.
iv) Totally open the valve inside the nozzle locat- ed on the exhaust pipe.
v) Open the drain cock @,.and confirm that the drain cock and the pipe are not clogged.
vi) Slowly open the stopper valve so as to obtain the water pressure of 0.05 to 0.1 MPa {0.5 to 1.0 kgflcm2) while watching the manometer.
vii) Confirm that drain comes out of the drain pipe.
viii) Constantly watch the discharge of drain while pouring water, and pay attention to the change of water pouring amount and closing of the drain pipe.
Water pouring amount
ix) Continue the pouring of water for about 10 minutes.
x) Close the valve inside the nozzle, and close the drain cock @ after confirming that drain is no more discharged.
xi) Open the drain cock @ . (Prevention of clog- ging of the drain pipe.)
Tubine model
VTR16O. 161
xii) Close the stopper valve, loosen the hose con- nection, and remove the hose provided with
Water pouring amount ( I lmin) 2 - 3
the manometer and the stopper valve. xiii) After cleaning water is completely dis-
charged, drive the turbine for about 10 minutes with the constant rotation speed in order to dry the turbocharger.
xiv) After finishing the cleaning, confirm the changes of the performance values such as the exhaust temperature, intake air pressure, turbocharger rotation speed, etc. In case that there is no change, repeat the above procedure. In case that there is no change even afler repeating the procedure, it is necessary to perform the overhaul and cleaning.
( a : "Instruction Nmanual of Turbocharger")
Nozzle
Hose connection Hose connection
WaterPowing Cleaning Procedure of Turbine .
5-4.6 Measuring Crankshaft Deflection
( (4 L >
I If the crankshafl deflection exceeds its limit,
the stress to be applied to the crankshaft will become excessive, and it will result in the breakage of crankshafl if the excess of deflec- tion is too large.
Therefore, adjust the crankshaft deflection to a proper value when being installed, and peri- odically measure the deflection, so that it can be corrected whenever it is over the limit value.
Inspection and Maintenance
Measuring Crankshaft Deflection
(I) Replacing Consumables and Measuring lnstruments
DK-20
a) Replacing Consumables ( a : "Parts ~ist")
@ O-ring (frame side cover) No.11
b) Implements and Measuring Instruments @ General tools
( : "Implement List" in the final docu- ments) @ Deflection gauge (?$ Motor
(2) Conditions for Measuring Deflection
a) Deflection of the crankshafl varies according to the temperature. Be sure to measure it when the engine is in cold state.
b) Before measurement, push the contact piece of the deflection gauge with a finger, and con- lirm that both the contact piece and dial gauge return to the original positions correct- ly.
C) In case of the marine engine, since the deflec- tion varies according to the loaded cargo con- ditions, be minded to record the conditions of loaded cargo, draft, temperature, and so on, at the same time.
(3) Measuring Deflection
i ) Open the turning plug, and perform turning the crankshaft.
ii) Place the crank pin at the point of 30" (position "B ) past the bottom dead center.
iii) Install the deflection gauge. Installation position shall be approximately on the identical line with the outer diameter of the journal, and shall be on the intersecting point on the center line of the crank arm.
iv) Set the reading on the gauge scale to +20 at the position "B" in the Figure. (To make clear the positive and negative directions.)
v) Slowly conduct turning of the engine in the nor- mal direction of rotation, and measure the reading on the scale when the crankshafl is at the angle of " B . "C", "D", "E, and "A" respec- tively, of which data shall be recorded.
Deflection Gauge Mounting Position
(4) Calculating Deflection (d) Calculate the deflection values as based on the
measured values and in accordance with the fol- lowing formula, and record the calculated values:
DK-20
Venical (V) deflection: dV = D - A+B 2
Inspection and Maintenance
Measuring Crankshaft Deflection
. Horizontal (H) deflection: dH = C - E . Positivelnegative deflection: Open down- ward (+), closing downward (-) A, B, C, D, and E represent the measured val- ues respectively at each corresponding position shown in the figure on the right.
(5) Correction Limit for Deflection
a) The correction limit shall apply to whichever is larger of dV and dH as shown in the following ' table.
b) Deflection varies depending on the connection method (direct connection or flexible coupling) between the crankshaft and drive equipment, however, usually, the deflection becomes maximum at the crank throw that is closest to the flywheel.
Adjust the drive equipment using the adjust- ing shim or chock liner, so that the deflection falls within the limited values as shown in the above table.
- - ?' 8 . . :3@
& -
f %.' -
!@ - ez z.5 .- 2 s & O P 22.5
$ C.S I CESS -
Top dead center A
Deflection Measuring Position
Seen from flywheel side
Adjusted value
0.03 or less
&x stroke
0.03 or less
Lx stroke 10,000
0.09 or less
3 x stroke 10,000
(Top dead center)
Dial Gauge Reading
Allowable limit Direction
The deflection of the crankshaft shall be rep- resented by the value when the engine is cold, and since the values measured when the engine is warm sometimes differ significantly depending on the measurement conditions, be minded not to use the value measured when the engine is warm as standard.
'" x stroke -- 10,000
0.08
- x stroke 10.000
fi
- x stroke 10,000
Inspection and Maintenance - 1 Measuring Crankshaft Deflection I DK-20 1 4.6 1
<Reference> Deflection in warm condition
In case ofthe directly connected generating
engine, the deflection in the warm conditions gen-
erally tends to vary as compared to the values in
the cold conditions.
This is because the temperature increase of the
engine base is larger than the temperature
increase of the generator to be directly connect-
ed, so that the crankshafl core relatively increas-
es, the deflection varies t o w a r d k direction
(downward closing), and thereby the difference
manifests itself as the deflection difference
between the cold and warm conditions.
Like this, in case of the directly connected gen-
erating engine, the deflection difference between
the cold and warm conditions differs depending
on the bearing dimensions and temperature dif-
ference of the engine and generator, so that the
adjustment is impossible, and it will be the value
unique to the generating device.
Consequently, in case of the generating engine,
There is a possibility that the measurement
results of the deflection in the warm conditions
differ from the real value due to the reasons that
the engine temperature may suddenly increase
afler the engine is stopped, and due to the effects
of the thermal expansion owing to the tempera-
ture difference of the crankshafl. Be careful o f
this fact.
the adjustment is made with the target of the con-
ditions near to + side upper limit fi(downward
opening) of the specified value in the cold condi-
tions.
The measured value of the deflection value in
the warm conditions varies according to the tern'-
perature, and the different values tend to be
obtained evely time the measurement is conduct-
ed, however, based on the actual measurement
results of our company, the value is approximate-
ly 3 to 4110,000 x stroke and within the range of
.gS (downward closing).
lnspection and Maintenance
lnspection and Replacing Protective Zinc
5-4.7 Inspecting and Replacing Protective Zinc
In case that sea water is used as the cooling water in the cooleig system, a protective zinc is provided in each cooler.
Conduct periodical inspection and replacement of the parts on the following procedure:
(1) Replacing Consumables, lmplements and Measuring lnstruments
a) Replacing Consumables
Lubricating cooler ( rn : "parts Lisf?) @ Gasket No.12 @ Protective zinc No.11
Air cooler ( rn : "Parts L.W) @ Gasket No.2 @ Gasket No.4 @ Protective zinc No.1 @ Protective zinc No.3
b) Implements and Measuring Instruments @ General tools
( : "Implements L'W in the final documents)
(2) Locations of Protective Zinc and lnspection Interval
Front and rear coven for lubricating cooler . - - -- - - Every 3 months
Front and rear covers for air cooler-----Every 6 months
Efficiency of the protective zinc substantially
varies depending on the purity. Therfore, be
minded to use the genuine parts supplied by
Daihatsu Diesel Manufacturing. Co., Ltd.
(3) lnspection and Replacement
a) lnspection
i ) Remove the mounting flange for protective zinc.
ii) Replace the protective zinc of which volume is reduced more than 50% (20% by dimension) as compared the original shape.
iii) On the contrary, in case that the protective zinc is rarely worn out, the following failures may be suspected:
Faulty condition on the mounting surface purity failure of zinc
b) Replacement and mounting
i ) Remove the rust or scale from the mounting surfaces of the protective zinc and the mounted flange to expose the metallic surface, and securely mount the protective zinc to the flange in such a way that the both parts are closely in contact each other.
ii) In case that the protective zinc is reused, shave scale off the surface of the protective zinc and expose the zinc surface.
# Location of Protective Zinc for
Lubricating Oil Cooler
View "P" View "13"
Location of Protective Zinc for Air Cooler
. - ,-2 ) L,'
Inspection and Maintenance
MEMO
-
DK-20
6-1 Fuel Oil Characteristics and Control
ITEM
1 1 DK-20
H o w wel l the fue l o i l character is t ics i s cont ro l led wi l l great ly af fect the s m o o t h operat ion o f engine, maintenance intervals, a s well as the work ing l i fe o f var ious parts. When supply ing the fuel oil, it i s required no t on ly t o conf i rm the character ist ics referring t o the characteristics analysis table, but also t o conduct the control o f the o i l i n accordance wi th each characteristics. Part icularly when us ing heavy fue l oil, conduct t he preprocessing o f fue l oil, t he control of viscosity (temperature), and the control of lubricating oil without fail, s o that troubles arising f rom fuel oi l can be prevented.
Control of Fuel Oil, Lubricating Oil, and Cooling Water
Selecting Fuel Oil -
6-1.1 Selecting Fuel Oil
The standard characteristics of the fuel oil applicable to this engine is as shown in a separate table.
Table 6-1 . l "Standard Fuel Oil Characteristics"
Commercially available fuel oils are considerably different in the characteristics, and even the same type of the fuel oil may show a greatly different characteristics depending on the location and period of supply -
1) The engine specification varies depending on the types of the fuel oil to be used. Be minded to confirm the type of the fuel oil referring to the specification of engine, and do not use the oil of which grade is lower than that shown in the specification.
In case that the fuel oil of lower grade is used. troubles may be incurred on the operation of engine, due to the faulty combustion, troubles on the fuel oil system equipment, premature wearing of the parts, and so on.
2) Avoid using the fuel oil by mixing with the other oils whose production of origin is different. In case that fuel oil is mixed the oil with inferior affinity, a large amount of sludge may be generated, causing troubles on the operation of engine.
Therefore, be minded to check the characteristics analysis values of the fuel oils after each delivery, and try to avoid using the fuel oi l o f which characteristics is excessively different from those shown in the standard characteristics table, -
Bottoms oils resulting from operation by FCC method (catalytic cracking method) are often mixed in fuel oils recently. The mixed oils, such as this, contain rigid alumina silica (catalyst particles), and will cause abnormal wear of the various parts of engine, particularly the parts o f the fuel ' injection system. Remove the solid particles by fully utilizing the existing luel oil pretreatment equipment, and by intensifying the cleaning of fuel oil. In case that the removal of the solid particles cannot sufliciently be made with the existing fuel oi l pretreatment equipment, the reinforcement of the cleaning equipment will be required, and when such reinforcement is not possible, it may be required to change the current luel oil to the oil of a better quality.
Control of Fuel Oil, Lubricating Oil, and Cooling Water ITEM
Fuel Oil Characteristics and Control DK-20 1 9
6-1.2 Fuel Oil Characteristics and Control
(1) Heavy Fuel Oil Since heavy fuel oil contains more carbon residue and impurities, and is higher in its viscosity as compared to diesel fuel oil, heavy fuel oil cannot be used as the fuel oil for diesel engine, when it is in the state of bunker fuel oil. Therefore, it will be a prerequisite to use heavy fuel oil that the oil must properly be preprocessed before being supplied to engine (including the removal of impurities by cleaning, and the assurance of proper viscosity by heating).
a) Cleaning Fuel Oil Water, and solid contents such as vanadium, sodium, alumina, and silica, contained in heavy fuel oil accelerate the corrosion and wear of the various parts 6f fuel injection system and fuel combustion chamber system, substantially affecting and reducing the working life of these parts, For the purpose of removing such impurities, the fuel oil preprocessing equipment, such as the centrifugal separator and precision filters, are installed. Since these equipment will not exhibit the efficiencies unless each equipment is properly handled, be minded to operate each equipment in accordance with the corresponding instruction manual. a "Instruction Manual" for each equipment
-u Since waste fuel or sludge will be the causes of environmental contamination or pollution, be sure to entrust the treatment of these to the authorized waste disposal company, not directly handling or disposing these matters on your own.
b) Heating Fuel Oil Since the viscosity of heavy fuel oil is vety high, it is required to heat the oil, so that a proper viscosity for fuel injection can be obtained. Since the heating temperature varies depending
on the viscosity of fuel oil, heat the oil and obtain the proper viscosity, by referring to the fuel oil viscosity/temperature curve on a separate page as a standard. In case that a viscontroller (automatic viscosity regulator) is installed on the engine, control the fuel oil viscosity to its proper value according to the attached instruction manual.
Fig.6-1.1 "Fuel Oil ViscosityiTemperature QJI Curveu
A - L l 'Proper viscosity for fuel oil (engine inlet) Kinematic viscosity: 14+ 1 mm2/S If the temperature control o l fuel oil is improper, and the fuel oil with high viscosity has been supplied to engine, it will not only incur faulty combustion, but also will resull in the accidents such as the clogged o r damaged fuel oil filter, and the breakage of fuel injection system parts.
(2) Diesel Fuel Oil ~ ~
a) Water tends to extract and separate out of diesel fuel oil, and further diesel fuel oil tends to generate a large amount of sludge when mixed with the oil of different base oil. Daily conduct the draining-off of the precipitation tank and settling tank, so that water or sludge does not flow into the engine. To remove water or sludge, the centrifugal separator is an effective device.
b) Diesel fuel oil, that has been cut back by using the gas oil refined by FCC method, may incur faulty start or ignition, and this tendency is particularly obvious in case of low sulfur diesel oil for land vehicles, due to its low cetane number, if the environmental conditions, such as the ambient temperature or water temperature, are unfavorable. In such a case, special measures will be become necessary to improve start ing capability and combustibility of engine, and in such occasions, contact our company for consultation.
Table 6-1.1 Fuel OIl'Standard Characteristics
. , I _,
Kinematic viscosity
ITEM
1 2 DK-20
Notes: 1) Since there are a wide range of the standard values for diesel fuel characteristics, the recommended values are shown in the above table.
2) Heavy fuel oil characlerislics represent the values ol "Residual marine fuel oil" proposed in ClMAC (1 990).
3) Cetane number represent the calculated values based on JIS K 2280-1996. Figures shown in ( ) indicate the values based on the old method of JIS K2204-1992.
4) CCAl (Calculated Carbon Aromaticity Index) value is calculated by the following formula, and indicates the reference value for starling capability. CCAl value = 1000 D;141 Log Log (VK + C) - ti D: Density glcm3 (15 C), VK: Viscosity cSt (50 C). C: Constant (0.85 for heavy fuel oil)
Control of Fuel Oil, Lubricating Oil, and Cooling Water
Fuel Oil Characteristics and Control
(3) Gas Oil (4) Kerosene 011 Although gas oil does not contain few impurities, it As a countermeasures to prevent environmental
may cause problems on ignition when the gas oil is contamination (air pollution), there may a case in
refined by FCC method, just like the case with which kerosene oil may be used.
diesel fuel oil, and therefore be minded to pay Since kerosene oil is further lower in its cetane
particular attentions to the cetane number of gas number and is lower in its viscosity than gas oil, it
oil. is required to carry out a special arrangement on
Further, since gas oil is low in its viscosity and is the engine, and therefore contact our company for
inferior in its lubricity, it may cause abnormal wear consultation before using the oil.
on the sliding parls of fuel oil injection system, and therefore be minded to conduct the inspection ol
the fuel injection pump and fuel injection valve in the earlier stage than usual.
-7 <I { ". > -8
Control of Fuel Oil, Lubricating Oil, and Cooling Water
Fuel Oil Characteristics and Control
- Vanadium combines with sodium to yield a compound that acts as an oxidation catalyst, accelerating the corrosion due to sulfuric acid (vanadium attack). Further, water accelerates the corrosion of fuel injection system parts. Particularly in case that sea water is mixed in water, it will further accelerate the corrosion due to sulfuric acid as above said, and therefore remove the impurities together with solid particles by the fuel oil cleaning equipment, to the best possible extent.
Table 6-1.2 Standards for Clean Fuel Oil
Standards
O.Z%vIv or less
50 mglkg or less
5 jl m or less
Component
Water
solid particles
Content
Size
1 -10 0 0 20 30 40 50 60 70 80 90 100 110 120 130 140 150
Temperature ('C)
-
Fig. 6-1-1 Fuel Oi l Viscosity I Temperature Curve
DK-20
Example) We find the temperature, under which heavy fuel oil ol 380 mm21S can be heated, so as to obtain the proper viscosity of 14 mmVS at the engine inlet. To find this temperature, tracing the curve No.9 downward, and from the point that intersects kinematic viscosity 14 rnm11S, goes down vertically to obtain 130'~.
Note : 1. Notes: 1.The viscosity/temperature characteristics of fuel oil may slightly difier depending on the origin place of production or its relining process, and therefore conlirm the viscosity with a viscometer, and determine the proper value when actually operating the engine.
2. 2. Kinematic viscosity 1 mmZS = 1 cSt
Fuel Oil, Lubricating Oil, Cooling Water
Fuel Oil Viscosity-Temperature Curve
Control of Fuel Oil, Lubricating Oil, and Cooling Water
Selection and Control of Lubricating Oil
6-2 Lubricating Oil Characteristics and Control
Lubricating o i l only plays an extremely important roles for engine, not only lubricating the sl iding parts but also cooling the various parts, ensuring air tightness, acting as a detergent-dispersant, or acting as a neutralizing acids. For the purpose o f maintaining the engine in proper condit ions and assuring the smooth operation, it is indispensable to select suitable lubricating oil brands taking
into consideration the use purpose of engine, the fuel oil t o b e used, the load to b e connected, etc., and to conduct an appropriate control o f the lubricating oil.
6-2.1 Selection of Lubricating Oil 6-2.2 Control of Lubricating Oil
(1) Engine system oil (1) Cleaning of Lubricating Oil . . - As the system oil for engine, high-grade lubricating oil (CD of API service category, or higher) for diesel engine shall be used. Select the lubricating oil of the suitable grade. according to the quality of the fuel oil to be used. The recommended lubricating brands are shown in a separate table.
Table 6-2.1 "Recommended Lubricating Oil Brands"
: Be minded to use the lubricating oil of the same brand, not mixing the lubricating oil with the oil of any other brand. If the lubricating oil is mixed with the oil of different brand, the additives contained in the both oils react for each other, and this may result in the degradation of the lubricating oil.
(2) Lubricating Oils for Other Equtpment ~ ~
In case that separate lubricating system is employed apart from the engine lubricating system, as in the case of the governor, air motor, turbocharger, generator, deduction gear, etc., be minded to refer to the instruction manual of each equipment.
"Instruction Manual of each equipmen"
. . . .
Since fine dust or combustion residue from the combustion chamber enter and mix in the lubricating oil, a centrifugal separator is installed to the engine, to eliminate such foreign matters, in addition to the filters attached to engine. Use such equipment in correct manner, referring to the instruction manual of each manufacturer.
$\ Do not conduct cleaning by injecting water into lubricating oil. Mixing water into lubricating oil will cause degradation of the lubricating oil, such as the emulsification of oil, the decrease of total base number, and the increase of insoluble substances.
(2) Control of Lubricating Oil Characteristics - Periodically conduct the sampling and analysis of lubricating oil (evely 500 hours), and in case that the analyzed value of the lubricating oi l characteristics has reached the control standard value, immediately consult the lubricating oil manufacturer, so that the replacement or makeup can be carried out. ,Q Table 6-2.2 "Lubricating Oil Control
Standards"
a) Sampling Procedure
\X
i ) Collect samples from the air vent pipe of the filter during the operation of engine. If the samples are collected from the drain cock, the analyzed value of the characteristics may show a diflerent value due to the mix ing of sludge or sol id deposits.
ii ) The minimum amount of sampling shall be 500 cm3.
iii) Attach on the sampling receptacle with the
ITEM
DK-20
label indicating the information as shown on
Control of Fuel Oil, Lubricating Oil, and Cooling Water
Selection of Lubricating Oil
the right.
b) Lubricating Oil Control Standards
The lubricating oil control standards are as shown in the Table 6-2.2 below. Of all the lubricating oil control standards, the total base number and n-pentane insoluble are particularly important for the purpose of checking the degradation degree of lubricating oil.
Table 6-2.2 Lubricating Oil Control Standards (System oil)
I visconsity I c ~ t I + 30% or less / -20% or more of new oil I
1 Flash point 1 "C 1 180°C or higher I
I n-pentane 2.5 or less insoluble I
Water content
Note: 1) The total base number represents the values measured according to ASTM D664, JIS K2501 (hydrochloric acid method). ..... TEN (Total Base Number)
2) n-pentane insoluble represents the values measured according to ASTM D893B. In case that the measured value has quickly increased. or has surpassed 1.5, measure the insolubles of toluene with the same method, and in case ol n-pentane insolubles - toluene insolubles L 0.5, replace the lubricating oil.
( Information to b e Attached to Sample
Receptacle)
vol.%
Name of your company and your name 3 Model number of engine 3 Engine number a Date and location of sampling 9 The amount of t ime the engine is
operated 5) Lubricating oil brand
The total operation time and quantity of lubricating oil
8 Replenishment record (Date and quantity of replenishment)
0.3 or less
1) Total Base Number (TEN) Total base number represents the quantity of potassium hydroxide (KOH) that corresponds to the quantity of acid required to neutralize the base component contained in 1 g of lubricating oil, and is indicated by the unit of mgKOHIg. Total base number indicates the lubricating oil capabilities to prevent the corrosion due to sulfuric acid generated from sulfur contained in fuel oil, and other acids, and further it indicates the capabilities of lubricating oil to clean and disperse the fouled sections in the engine.
2) Insoluble ( = n-pentane soluble) ,
.Insoluble is fouling substance that do not dissolve in oil, and the main component is soot which is a product of combustion, and calcium sulfate which is a neutral ized product. Since these substances do not dissolve even in n-pentane which is a solvent, n-pentane insoluble serves as an index to indicate the degradation and fouling degree of lubricating oil.
Control of Fuel Oil, Lubricating Oil, and Cooling Water 8 8 L,", I Recommended Lubricating Oil Brands lDK-201 2.21
Table 6-2.1 Recommended Lubricating 011 Brands
\ Kind of F.O.
Name \\ of
CHEVRON TEXACO
EXXON MOBlL
GULF
PETROBRAS
SHELL
TOTAL FlNA
Diesel oil R.W. No.1
Class I I Class Ill S U P P I Y ~ ~ ~ or) ) supplyhg or
(Replacing oil Replacing oil 1 BP ENERGOL BP ENERGOL
DL-MP30 IC-HF253
MOBILGARD M330
DELO 1000 Marine Oil SAE30
TARO XD SAE30
GULF VERITAS I GULF VERITAS DP030 SERECT30
DELO 2000 Marine Oil SAE30
TARO DP SAE30
MARBRAX I MARBRAX CCD3lO CCD320
GADINIA30 1 ARGINA 530
RUBlA S SAE30 RUBlA ST SAE30 1 HAMSAE30 DISOLA M3015 AURELIA3030
Up to 1500 Sec. Up to 7000 Sec. R.W. No.1 - R.W. No.1
Class IV Class V
( Supplying or Supplying or Replacing oil Replacing oil
BP ENERGOL IC-HF303
CASTROL TLX303
BP ENERGOL IC-HF303
CASTROL TLX303
DELO 3000 Marine Oil SAE30
TARO DP SAE30
GULF VERITAS - SERECT30
DELO 3000 Marine Oil SAE30
EXXMAR 30TP30 MOBILGARD 330
MOBILGARD M330
MARBRAX I MARBRAX CCD330 CCD330
EXXMAR 30TP30 EXXMAR 40TP30 MOBILGARD 330
MOBILGARD M330
ARGlNA T3O I ARGlNA T3O
Note: 1) This table shows lubricating oils classilied as SAE30. Be sure to use lubricating oils classified as SAE40 only when the minimum ambient temperature is 20°C We recommend that multigrade oil (SAEIOW-30 or 5W.30) be used in extremely cold locations (minimum ambient temperature: 5% or less).
2) Be sure to consult with oil manufacturers belore selecting the lubricating oil proper brand that besl suits the fuel oil and operating conditions.
HAM SAE30 . AURELIA 3030
HAM SAE30 AURELIA 3030
Always use f resh water as coo l ing water i n the cy l inder jacket sys tem a n d a d d corrosion prevention agent t o cool ing water t o maintain cool ing effect and prevent corrosion due t o scale bonded on the piping surface. Improper cool ing water control can cause localized heating of the jacket l ine parts due t o corrosion or scale, resul t ing i n excessive wear o n or damage t o the jacket l ine parts.
3.1,3.2 DK-20
6-3.1 Cooling Fresh Water (Raw Water) 6-3.2 Cor ros ion Prevention Agent
Control of Fuel Oil, Lubricating Oil, and Cooling Water
Cooling Fresh Water (Raw Water) and Corrosion Prevention Agent
As cooling fresh water (raw water), be minded to (1) As corrosion prevention agent, we recommend use the soft water that meets water quality the agent which is nitrous acid type.
standards shown in Table 6-3.1 below, or the. (2) Commercially available brands in Japan are water to which softening processing has been shown in Table 6-3.2. administered When using them, carefully read the
manufacturer's instruction manual, and properly use the agent in accordance with the use standard as well as the control standard.
6-3 Cooling Water Characteristics and Control
Table 6-3.1 Fresh Water (Ran Water) Quality Standards
Effect (reference) Standards
Corrosion Scale
I PH (25°C) 1 6.5 to 8.5 (neutral) 1 o I o Total hardness (CaC03 PPM)
I M - alkalinity (PH4.8) I 150mglkg Max. I l o Chlorine ion
(Concentration: CI.')
100mgIkg Max. 0
100mglkg Max.
Sulfate ion (Concentration: 504.')
0
Total iron (Fe)
Silica (SiOz)
I I I
100mgkg Max.
Ammonium ion (Concentration: NH4)
0
0.3mglkg Max.
50mglkg Max.
Evaporation residue
0.05mglkg Max.
0
0
400mglkg Max.
0
0
0
Table 6-3.2 Brands of Cornrnercially Available Corrosion Prevention Agents
1 - - Control of Fuel Oil, Lubricating Oil, and Cooling Water
Cooling Fresh Water (Raw Water) and Corrosion Prevention Agent
6-3.3 Control of Cooling Water
ITEM
DK-20 W 3 . 3
Brand Name
DEW-NC
MAXIGARD
C W DIESEL 102
(1) As cooling water, be minded to use fresh water added with corrosion prevention agent, from the stage of very first beginning, without fail.
-
Manufacturer
Drew Chemical Corp. (U.S.A.)
VECOM B.V.
Corrosion prevention agent is poisonous and toxic substance. Therefore, be minded never to drink the cooling water that is added with corrosion prevention agent. Furlher, regarding the handling of the cooling water added with corrosion prevention agent, be sure to wear the protective gears such as nrbber gloves and masks, so that your hands or skin do not directly touch the cooling water. I f the corrosion prevention agent has accidentally touched your skin or entered your eyes or mouth, immediately wash them with fresh water sufficiently.
(2) Controlling Fresh Water with PH Value Measure the PH value of cooling water once every week, using a PH value, and in case that the value has exceed the standard value specified by the manufacturer, discharge 10 to 20 % of the cooling water to add new water.
Constituent
Nitrite
Nitrite
(3) Replace the entire amount of cooling water
Amount to added (ppm)
3,000 - 4,500
20,000 - 22.000
1.250 - 5,000
once every year or 2 years.
Be minded never to directly discharge the cooling water, which are added with corrosion agent, into sea or river, without adequate processing. When disposing the cooling water, be sure to conduct the water examination, to ensure that the CDD concentration of cooling water is diluted to be within the specified value.
7. Troubleshootingand Countermeassures
ITEM
1 DK-20
Defect or failure of the engine is caused not only by faulty or improperly adjusted engine parts, but also by faulty equipment, improper operation and maintenance work, in addition to the couses attributable to fuel oil characteristics. More often than not, each engine problem is caused by two or more causes that are interrelated. Therefore, i t is impossible to provide the descriptions of the countermeasure for every single defect or failure. This chapter describes the defects and problems that are frequently found on engines, as well as the generally probable causes and countermeasures for such defects and problems. If your engine has a defect or failure that is not described in this section, or if you cannot discover the causes after inspection, contact our Service Department.
Troubleshooting and Countermeasures
Precautions for Troubleshooting
7-1. Precautions for Troubleshooting
(1) Take proper measures immediately when you find a defect or problem. If any of the following defects and failures is found, stop the engine for inspection. Never attempt to restart the engine until you find the cause, take proper measures, and restore the engine to the normal operating conditions. Resuming operation without taking proper measures may rapidly aggravate the defect or failure, resulting in injuries or accidents. @Activation of protective device: "Alarm", "Emergency Stop"
Overspeed, low lubricating oil pressure, high cooling water temperature, etc. @Abnormal sounds (specially mechanical sounds), abnormal vibrations @overheating of the engine @Abnormal increase of exhaust temperature or maximum explosion pressure, or abnormal decrease of
exhaust temperature or maximum explosion pressure O ~ e f e c t i v e parts on or around the engine control (governor, control device), or protective device. 2 n d
loosened link, or detachment of link Q ~ a m a g e to piping or joint bolts (specially fuel and lubricating oil systems)
(2) Inspect, disassemble, and adjust the engine correctly according to the instruction manual. To prevent accidents, never neglect "Safety Precautions".
(3) Be sure to use the genuine parts of DAIHATSU DIESEL MFG. CO., LTD. or those specified in the parts list. We will not therealter guarantee the proper operation of the engine unless such parts are used. If you are out of the spare parts for servicing, immediately contact us for replenishment.
Instruments such as tachometers, thermometers, and pressure gauge may provide incorrect indication even if the engine is running normally. Inspect the instruments on a daily basis to make sure their indication is correct. Replace any defective instrument. Always use correct indications as an index for determining the engine conditions.
Troubleshooting and Countermeasures
When Starting Is Difficult . I DK-20 1 "'" 2m1 1 7-2 Troubleshooting and Countermeasures
7-2.1 When Starting is Difficult
(1) Direct System
Engine does not
[Phenomenon)
lnsutlicient starting - fTI
does not
[Trouble) [Countermeasures)
-Insufficient starting air pressure - - - - - - -~ . - - In take air.
1 ......................... Leaks tram main stoplsately valve on air tank - - MaintenancelReplace. Faulty air filling unit -Repair,
(e.g. compressor) ..................... Faulty pressure gauge RepairlReplace.
-Defective starling air piping system ......................... t 'Closed" valve Open valve,
Clogged piping ................................ Clean valve,
-Faulty starting device Isticking of starting air operation valve--MaintenancelReplace. t ~ t i c k i n g of starling air valve -.-----------MaintenancelModify.
Rough seat surface on starling air rotary valve -. MaintenancelModify.
. ...................... LDefective control system MaintenancelModify Interrupted power supply Defective automatic control panel Defectlbroken wiring of electrical contacts tor control Defective solenoid valve for control Turning device: ON Turn it "OFF". Rotation preventive device: O N . :
r High resistance of moving parts (such as seizure)--Maintenance/Modify,
but fuel mixture
rotation speed is not
Cylinder liners, Piston smooth
...........
Crankshaft . Too high lubricating oil viscosity lncleasecwlingwa\er\emperature. - -
...... Replace win less W n u s lubricaling oil. ........................ Low room temperature Increase room temperature.
in all Low cooling water temperature ............. Increase water temperature. Degraded fuel oil
....... ...............................
Improper properties (ignitability) Use high-grade oil. Water in fuel oil Separateandeliminalewater. Air in fuel oil ....................................Remove air,
Defective fuel injection valve Faulty nozzle Maintenance/Replace, Improper valve opening pressure . A d j u s t .
.......... fuel oil injection pump.. MaintenancelReplac e. in some .Sticking of rack
.Sticking of plunger Faulty deliveryhsobaric valve
Insufficient compression pressure Improper fuel injection t im ing . - - - - - - - - - - - - - Adjust.
...... . Non-airtight piston ring (sticking,wear,damage) - - MaintenancelReplace. Non-airtight intakelexhaust valve MaintenancelReplace
. . . . . . . . . Improper valve end clearance Adjust. on intakelexhaust valve
Troubleshooting and Countermeasures 1 ITEM 1 DK-20 / When Starting Is Difficult
- -
(2) Air Motor System
[Phenomenon]
Engine does not
does not rotate
but fuel mixture
is not
The norma rotation speed is not
[Trouble] (Countermeasures]
-starting 1 air I
of air motor is oul of order.
-Insufficient starting air pressure ------------Intake air. Leaks from main sloplsafely valve on air lank - - MaintenanceIReplace. Faulty air filling unit ..........................Rep air,
(e.g. compressor) Faulty pressure gauge-...----------------- RepairlReplace.
-Defective starling air piping system
t "ClosedM stop valve ......................... Open valve. Clogged piping ................................ Clean.
-Defective control system - - - - .~ - - - - - - - - - - - -~ - - - MaintenancelRepair. Interrupted power supply Defective automatic control panel Defectlbroken wiring of electrical contacts for control befective solenoid valve for control Turning device: ON ........................ Turn it "OFF",
Rotation preventive: ON -----.-.-..-.' -Faulty starling equipment
Sticking of starling air operation valve-- MaintenancelReplace. lmproper reducing valve pressure-----MaintenancelRepair. Sticking of relay valve . . . . . . . . . . . . . . . . . . . . . . MaintenancelRepair.
-Faulty air motor Sticking of bearings .-.- MaintenanceIRepair.
tFaulty pinion gear e n g a g e m e n l T u r n i n g
High resistance of moving pads (such as seizure)-- MaintenancelRepair. Cylinder liners, Piston
smooth Crankshatl high lubricating oil viscosity -----:----- lncreasecoalingwalertemperalure.
:-.... RephceHilh less viscws lubricatingoil.
$ Z $ z i ~ Low room temperature .....-....--------------- Increase room temperalure. Low coolina water tem~erature ---------.-.-Increase water lemperalure.
1 in 1 L ~ e ~ r a d e d iuel oil cylinders tlmproper properlies (iqnitability) --..--- Use high-grade oil . - . . - -
Water in fuel oil ----------------..........---- Separaleand eliminate waler. Air in fuel ....................................Remove air,
Defective fuel injection valve Faulty nozzle Maintenance/Replace,
valve opening pressure - - Adjust. fuel oil injeclion pump-....-..----MaintenancelReplace .
in some .Sticking of rack .Sticking of plunger .Faulty deliverylisobaric valve
Insuflicient compression pressure Improper fuel injection timing Adjust.
Non-airlighl pislon ring (slicking,wear,darnage) - - MaintenanceIReplace. Non-airtight intakelexhaust valve ---.-MaintenanceIReplace. lmproper valve end clearance -------- . . Adjust. on intakelexhaust valve
7-2.2 When Engine Revolution Is Not Smooth
(Phenomenon] (Trouble)
Troubleshooting and Countermeasures
When Engine Revolution IS Not Smwth I Insufficient Output
[Countermeasures)
engien u
a .
Defective fuel control system . ................... Defective governor........ MaintenancelRepair . ......... Control link is caught or shaky. MaintenancelRepair
Defective fuel supply system . .............. Insufficient supply pressure MaintenancelRepair
........................ (defective relief valvelpump) Clogged fuel oil filter Clean.
............................... Water in fuel oil Separate andeliminatewater. Air in fuel oil ....................................Remove air,
Improper viscosity of fuel oil(heavy fuel oil) -.Adjusl hea6nglernperalure propew. Defective fuel injection valve
................................... t Faulty nozzle MaintenancelRepair.
DK-20
...... . Llmpr&er valve opening pressure Adjust Uneven Defective fuel oil injection pump ..- ..-.-MaintenancelRepai r.
combustion .Sticking of rack 1 between .Sticking of plunger Faulty deliverylisobaric valve
.Variations in Improper fuel injection timing ................. Adjustwithinlhe rated value exhaust Insufficient compression pressure temperature
..................... and I Non-airtight piston ring MaintenancelRepair. combustion (sticking, wear, damage) pressure Non-airtight intakelexhaust valve ...... MaintenanceIRepair .
Improper valve end clearance ........... Adjust. on intakelexhaust valve
. . .
7-2.3 lnsufficient Output
[Phenomenon] (Trouble] (Countermeasures)
- Cannot
insert the rack
Defective fuel control system Defective governor .......................... MaintenanceIRepair.
Insufficient Output
.The engine cannot run with lull load. . Rotation speed does not 90 UP
t High
cylinders
.........
( a: 7-2.2)
Control link is caught or shaky. MaintenancelRepair.
c o v e r l o a d (excessive torque) ................. Reduce load. - exhaust
- Excessive reading on rack scale
temperature Large resistance on moving parts (e.g. seizing)-- MaintenancelRepair. Cylinder liners, piston
kcrankshaft
- Low
exhaust lemperature
- Insufficient fuel oil supply pressure
............. Defective fuel oil rel~ef valve MaintenancelRepai r. -- tDefective fuel oil feed pump M a i n t e n a n c e l R e p a i r .
-Clogged fuel oil filter ............................. Clean . ....................................
-
Uneven combustion between
'Water in fuel oil Separaleandelirninalewaler. ~i~ in fuel oil ........................................R~~OV~ air,
[Phenomenon) [Trouble] [Countermeasures]
ITEM
2.4 DK-20
abnormal -
Troubleshooting and Countermeasures
When Exhaust Gas Temperature or Maximum Combustion Pressure Is Abnormal
.................... (excessive torque) Reduce load. on moving parts (e.g. seizing)-MaintenanceIModify.
on pump Cylinder liners, piston Crankshaft
...................... Improper fuel oil properties Use high quality fuel oil. L_lmproper fuel oil viscosity (heavy fuel oil)- Change viscosityproperly.
7-2.4 When Exhaust Gas Temperature (Te) or Maximum Combustion Pressure (Pmax) Is Abnormal
exhaust gas temperature or, maximum ombustion pressure is abnormal C
cylinders
abnormal
Note: Always check that thermometers are not faulty and that the indicator valve is not clogged.
Fouled turbocharger Clogged pre.filter Clean, Fouled blower side ............................. Clean, Fouled turbine side .............................Clean.
.......................... . L- Clogged fin for air cooler Clean Clogged exhaust oullel (exhaust manilold)(large resislance) -.Clean.
............ Negative pressure in engine room Improve ventilation.
Faulty air cooler Fouledlclogged fin ..............................Clean.
intake air High cooling water temperature ........... Adjust . Insufficient cooling water quantity . . A d j u s t .
...................... High intake air temperature Improve ventilation.
High HlghreadinoC Excessively large fuel injection 4 Te & H on '1 ~lmproprly adjusled reading on injeclion pump lack sale - - - Adjust.
Te, low
Defective fuel injection valve Faulty nozzle ...................................... Maintenance/Replace,
tlmproper valve opening pressure A d j u s t . ................... Defective fuel injection pump MaintenancelReplace.
-Sticking of rack .Sticking of plunger Faulty deliverylisobaric valve 1
.................... Improper fuel injection timing Adjust wilhinlheratedvalue. Insufficient compression pressure
. ......... Non-airtight piston ring............... MaintenanceIReplace (sticking, wear, damage) Non-airtight intakelexhaust valve ......... MaintenancelReplace. Improper valve end clearance on ------.--Adjust. intakelexhaust valve
Defective fuel injection valve ...................................... Maintenance/Replace,
Drop in valve opening pressure ........... Adjust. ............... Defeclive fuel oil injection pump MainlenancelReplace.
-Sticking of rack .Slicking of plunger .Faulty deliverylisobaric valve 1
Leakage lrorn or damage lo fuel injection system - - - Repair.
7-2.5 When Exhaust Gas Shows Abnormal Color
Troubleshooting and Countermeasures
When Exhaust Gas Shows, Abnormal Color
[Phenomenon] [Trouble) [~ounterrneasures]
ITEM
DK-20 2.5 -
exhaust gas shows abnormal
Engine not warmed up ............................ Warm up engine. ............... Low cooling water temperature Increase water temperature.
Excessive amount of lubricating oil drawn up to the top part of piston
Wear or sticking of piston ring or oil ring----- MaintenancelReplace. ........................ tWear of cylinder liners MaintenancelReplace.
Blue or white ............ Low room temperature ...........-.... Adjustcooling water and
Low cooling water temperature ......... quantity in air cooler.
-Defective fuel injection valve ....................................... t Faulty nozzle Maintenance/Replace,
lmproper valve opening pressure.------Adjust. -Defective fuel oil injection pump-------~.---- MaintenancelReplace.
i .Sticking of rack .Sticking of plunger . Faulty deliverylisobaric valve
-Degraded fuel oil 1
lmproper properties (ignitability) ---.--.-Use high quality fuel oil. Water in fuel oil .................................... Separateandeliminatewaler. L Air in fuel oil ......................................... Remove air,
-Insufficient compression pressure Non-airtight piston ring ....................... MaintenancelReplac e. st~ck~ng, wear, damage) k .
Non-airtight intakelexhaust valve ....... MaintenanceIReplace . mproper valve endclearance on inlakelexhaustvalve -.-Adjust.
-Low load operation for long hours -.-----.-Increase the load. (fouled combustion chamberlexhaust system)
Fouled turbocharger Clogged pre-filter ................................ Clean, Fouled blower side ............................. Clean, Fouled turbine side .............................Clean.
Faulty air cooler Fouled/clogged fin .-............................Clean. High cooling water temperature ......... Adjust. Insufficient cooling water quantity ...... Adjus t.
Negative pressure in engine room ---:------ Improve ventilation. .............. High intake air temperature
Overload .................................................. change the load properly,
7-2.6 Abnormal Noise 1 Abnormal Vibration
' -> - " 13 -
(phenomenon) [Trouble) [Countermeasures)
ITEM
2 6 DK-20
noise PZl
Troubleshooting and Countermeasures
Abnormal Noise l Abnormal Vibration
Knocking Abnormal combustion overcooling of .engine ......................... Warm up engine.
......... Defective fuel oil injection pump MaintenancelReplac e. Pressure
.................... released Faulty spraying by nozzle MaintenancelReplace. Improper fuel oil properties ---.--------------Use high quality oil.
cylinder Faulty cylinder safety valve ..................... Maintenancelfleplace. [salety valve I
Turbocharger
sounds
.Sticking of valve
.Slack spring I -Improper load conditions ........................... Change the load properly.
.Overload (Excessive torque)
.Abrupt change in load Excessive load connected or disconnected 1
Defective turbocharger Fouled blower side ................................ Clean, Fouled turbine side ................................ Clean,
Deformed or damaged parts ................. Replace. (Diffuser, turbine nozzle, turbine rotor)
Clogged exhaust manifold -------------.-----------Clean. Clogged or fouled air cooler ...................... Clean. Defective fuel oil injection pump ................ MaintenanceIReplace .
F Loose mounting bolts .................................Tighten bolts,
Loose bolts on holding moving parts ---.--.-Tighten bolts. Excessively worn cylinder liners (seizing) - - - - Maintenancelfleplace. Excessive intake and exhaust valve end clearance Adjust. Increase in gear backlash-.------------------------Adjust/Repair.
7-2.7 When Engine Stops Suddenly
. .
(Phenomenon) [Trouble) [Countermeasures] overload ................................................ ( : 7-2.9)
....... Protective Decrease of lubricating oil pressure ( a: 7-2.10)
....... device Abnormal cooling water temperature ( m: 7-2.13) activated Defective control power system ................. Repair.
................. Defective fuel shutdown device Repair.
Troubleshooting and Countermeasures
When Engine Stops Suddenly
engine stops
suddenly
D K-20 ITEM m7
Seizing of or damage to moving parts ...................................................... piston R epair.
Crankshaft ..............................................Repair Timing gear ......................................... Repair, Camshaft .......................................... Repair,
impossible. L
Defective drive equipment .......................... Repair.
turning
.Generator
.Reduction gear, propeller shaft system
.Others 1 - Defective fuel oil supply system
...................................... No oil in oil tank Supply.
.................. Clogged fuel oil filter Clean, Defective fuel oil relief valve Repair. Defective supply pump Repair.
................................................... Remove air,
Improper viscosity of fuel oil (heavy fuel oil) - - - Reduce viscosity
- Defective speed regulator system Defective governor ................................Repair.
Control link has come ofi or is caught R e p a i r . - Defective fuel oil injection pump ................. MaintenanceIReplace.
-Sticking of rack -Sticking of plunger .Faulty deliveryhsobaric valve
- Defective fuel injection valve I
Faulty nozzle ......................................... Adjust/Replace, t lmproper valve opening p r e s s u r e Adjust. - Leakage form fuel oil hige-pressure coupling --. RepairlReplace. - Slided fuel cam ........................................... Adjust/Maintenance,
7-2.8 Unable to Stop Engine 1 7-2.9 Overspeed
ITEM
2 8 2 9 DK-20
(Phenomenon) [Trouble) [Countermeasures]
?
Troubleshooting and Countermeasures
Unable to Stop Engine / Overspeed
7 Defective speed regulator system
Lcon t ro l has come off or is caught --------------...- MaintenancelRepair.
Sticking of fuel oil injection pump rack ------.-..-.--.. MaintenanceIRepair.
1- Defective control power system---..--.------------------MaintenancelRepair
I b ~ e f e c t i v e automatic control panel Faultyldisconnected contacts
( Defective fuel shutdown system
Defective fuel shutdown device ----------....-...---- MaintenanceIRepair.
Defective speed detector .---.---------------.-.--------Maintenance/Repair.
Insufficient control air pressure ..-.....----------.--.- MaintenancelRepair.
.Clogged pipinglfilter
.Drop in pressure 1
Overspeed
.Activation of protective device
~efe'ctive solenoid valve
L ~ e f e c t i v e speed detector
7-2.10 Low Lubricating Oil Pressure
Troubleshooting and Countermeasures -
Low Lubricating Oil Preswrel High Lubricating Oil Temperature
[Phenomenonl
ITEM
DK-20 2,10,2,11
lubricating El
Pressure does not reach the specified level
[Trouble 1 (Counlermeasuresl
.................. - Low lubricating oil level in tank Replenish . (below lower limit) lubricating oil.
Drop in High
- Improper oil viscosity ................................. Replace,
- Clogged lubricating oil filter (suction side)-- Clean. - Air sucked from inlet side .......................... Maintenancelflepa
.Damaged piping
. Non-airtight joint I - Leak from or damage to oil piping (discharge side)-MaintenancelRepa - Defective lubricating oil pump ................... MaintenanceIRepa
(.sticking of safety valve, broken spring) .Wear of pump gear .Wear of bearings 1
- Defective relief valve ................................. MaintenanceIRepa - Damaged cooling water piping in lubricating oil cooler-- Repair. - Clogged lubricating oil filter (discharge side) --Clean. - Wear of bearings ....................................... Maintenance/Repa
7-2.11 High Lubricating Oil Temperature
[Phenomenon] [Trouble] [Countermeasures]
Less airtight cylinders ................................ MaintenanceIRepa .Wear and sticking of piston ring .Wear of cylinder liners 1
Seizing of bearings .................................... ~ ~ i ~ t ~ ~ ~ ~ ~ ~ / R e p ~
...................... Fouled lubricating oil cooler Clean. Defective lubricating oil temperature control valve: .. MaintenancelRepa r .Damaged pellet
.Sticking of valve 1 Insufficient cooling water quantity
... € Defective cooling water MaintenancelRepa (e.g. damagedlworn impeller) Clogged filter/cooling water piping ....... Clean. Improperly regulated water quantity ..... Adjust .
High lubricating
oil temperature
-
6' j
1 Troubleshooting and Countermeasures
. I High Cooling Water Temperature l I Low Coolina Water Pressure (Jacket Line)
7-2.12 Low Cooling Water Pressure (Jacket Line)
[Phenomenon]
cooling water
difference beteween inlet
temperature Excessively large cooling water quantity difference Improperly regulated water quantity ......-..- Adjust.
beteween inlet Defective cooling water temperature control valve -. MaintenancelRepair.
(Trouble] [Countermeasures)
-Insufficient cooling water quantity
I Defective cooling water pump-------------------- MaintenancelRepair. (Damagedworn impeller) Clogged filterlcooling water piping ---.--------- Clean. lmproperly regulated water quantity -........-. Adjust. Defective cooling water temperature control valve ---Maintenance/Repair.
-Air in cooling water system -.-.--.--.--.--------------. Remove air.
7-2.13 High Cooling Water Temperature (Jacket Line)
[Phenomenon) rouble) [countermeasures)
F Air in cooling water system ----.-.----...-----.-------- Remove air Fouled fresh water cooler ...........---.--------------- Clean,
exhaust (m:7-2.4) temerature
-High cooling water temperature in cooler system ----Adjust. -Insufficient cooling water quantity
i Defective cooling water pump --------------------MaintenancelRepair. (e.g. damagedworn impeller) Clogged filterlcooling water piping -.-----------Clean. Improperly regulated water quantity .----.--.. Adjust.
-Defective cooling water temperature control valve - - - - - - MaintenanceIRepair. -Overload load,
High at cylinder
collective outlet
High cooling water
temperature
High at some
cylinders
-
Overheating of cylinders
t Clogged cooling water channel .--.-.-.--..------Clean. Seizing of piston and cylinder liners - - - - - - - - - - Repair.
- , s.
Troubleshooting and Countermeasures
Memo DK-20 "'"
I Regarding replacement parts for Daihatsu Diesel engine
Hazards and nonconformities of imitation parts <Use of imitation parts causes accidents.>
1. Recent engines have compact bodies and high power, and are designed to prevent fuel deterioration and to reduce NOx discharge. Even if imitation parts are similar in shape to the genuine parts, the use of imitation parts will degrade the engine performance because of their fragile materials and low machining accuracy. Since the service life of such parts is short, the engine must be maintained more frequently.
2. It imitation parts are used for the engines designed in accordance with MARPOL VI, the certificate (EIAPP) may lose its validity, and operation of the engine may be inhibited.
3. If you use imitation parts, you will not be supplied with parts improved in quality and performance.
4. If imitation parts are used, it may be difficult to make insurance claims for the engine when any accident occurs.
5. We take no responsibility for the engine in which imitation parts are used
Daihatsu Diesel supplies reliable engines. Use genuine parts to operate your engine safely.
1 I n a u l ~ and Order I Order ; Parts sales ........................................ Daihatsu Diesel Par ts Sewice Co.,Lld.
12-34, Tanakacho. Ibaraki. Osaka, 567-0025 lapan TEL:81-72-621-3482 FAX:81-72-621-3484
lnqulry ; Service Department ..-..-..-----.- DAIHATSU DIESEL MFO.CO.,LTD. Osaka Head Offlce. 130 , Oyodo Nakalchome, Kita-ku, Osaka, 531-0076 Japan TEL:81-6-6454-2346 FAX:81-6-6454-2680-1
Or, get in touch with our offices listed below.
DAIHATSU DIESEL MFG.CO.,LTD.O Osaka Head Offlce. 1-30. Oyodo Nakal%horne. Kila-ku. Osaka. 531-0076 Japan
TEL:816-6454.2393 FAX:81-6.6454-2686 Morlyama Factory. 45 Amura-cho.Moriyarna-city.Shiga.5240035 Japan
TEL:81-77-5B3-2551 FAX:81-77-582-5714 Tokyo Offlce.
Sydney Otflce,
Jakarta Offlce.
Manlla Offlce.
Talwan Offlce.
2-10,2€horne, Nihonbashi-Honcho.Chuo-ku.Tokyo,1033W23 Japan TEL:81-3-3279-0627 FAX:81-3-3245-0395 P.O.Box 519. North Sydney N.S.W.2060 Australia TEL:61-2.9923-1155 FAX:61-2-9923-1532 ~ ~ ~ - - ~ ~ ~ ~~
16th Floor,Msma Antara Bldg.. JI. Medan Merdeka.Selatan No.17.Jakarta-Pusat.lndonesia TEL:62.21-384-8411 FAX:62-21-384-8412 Un I 1010 Herrera To~er Hemra Corner Va ero Sts . Salcedo Vllage. Makat~ CRy 1226 Pn I ppines TEL 632.753-321 1 632-817-127911285 FAX 63-2.845-0691 No.14 Tai-Tang RD. Lin-Hai Industrial Zone. Kaohsiung. 812 Taiwan (do Marine Technical lnduslries CO., Ltd.) TEL:BB6-7-803-1082 FAX:886-7-801-9179
Dalhatsu Dlesel (Europe) Ltd. 71n Fmr. Pcn n s ~ ar House.36 Monument S1reet.London ECJR BW. U K TEL:44-20-7626-4600 FAX:&-20-7626.6020
Dalhalsu Dlesel (AMERICA), lnc. 180 Adams Avenue,Hauppauge.NY 117BB.U.S.A. TEL:l-631-434.87871819 FAX:1-631-434-8759
Dalhatsu Dlesel (ASIA PACIFIC) PIe.Ltd. 128 Pioneer Road Singapore 639586 TEL:65-6270-7235 FAX:65-6270-6236
Dalhatsu Dlesel (SHANGHAI) Co..Lld. Suile 3004 Nan Zheng Building 580 Nan Jing West Road Shanghai. China TEL:86.21-5234-1228-9 FAX:86-21.5234-1062
Dalhntsu Dlesel Pam Servloe Co.,Ltd. 12.34, Tanaka-cho, Ibaraki. Osaka, 567-0025 Japan TEL:81.72.621-3482 FAX:81-72-621-3484
DK-20 INSTRUCTION MANUAL (MAINTENANCE)
.:<~&\:.... S<.&?%<<
CHAPTER 1 EQUIPMENT ARRANGEMENT AND MAINTENANCE SCHEDULE $@: sn&*:
%?..,.*"
CHAPTER 3 CYLINDER HEAD AND VALVES >yQ <. . .: $$;p $C';<n?:r
&+*:,:*:: ;. ps?.
CHAPTER 4 PISTON AND CONNECTING ROD ., gk r.:f"L*. , .., .,."$ u L.<.i .$ ,..., ".<',
CHAPTER 5 ENGINE FRAME AND CYLINDER LINER
CHAPTER 6 MAIN BEARING AND THRUST BEARING
CHAPTER 7 CRANKSHAFT AND BALANCER SHAFT &:$; ii YCiil
. . . * : , . .,- >.; ,,
CHAPTER 8 TIMING GEAR AND CAMSHAFT )I ..i",i-. ... <.* r. ,I.;_: . ,, .. . >i;,@:,
:.,.?: , ., ., . . ,, ,.>! : > ,~
CHAPTER 9 FUEL OIL INJECTION DEVICE i'&!* 2 . . ,A- :.: ... ~. :,_.:,_.. ., :..... . .,, * , * ., , ,, :: ..y;
CHAPTER 10 VALVE OPERATING DEVICE ::. , .< :<; : >,
CHAPTER 11 GOVERNOR DRIVING DEVICE
CHAPTER 12 INTAKE AND EXHAUST DEVICE ;?
CHAPTER 13 STARTING AIR SYSTEM * a , $<.* ..,..,. :,a -::*
CHAPTER 14 FUEL OIL SYSTEM % <. .,.,
CHAPTER 15 LUBRICATING OIL SYSTEM $*< 55 ,. .,..... ,, .:x ?. . >.," :s,..* ~ . . " ..< ,..., ::, .,: ,... ,. . .. . :; <. . . :
CHAPTER 16 COOLING WATER SYSTEM
CHAPTER 17 ENGINE CONTROL AND PROTECTIVE DEVlC
CHAPTER 18 GAUGE BOARD
(J . lNTRODUCTlON . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0
1. Prior to Start of Engine Maintenance . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.1
2 . Precautions Pertaining to Maintenance: Safety Precautions . . . . . . . . . . . . . . . . 0 . 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. 1 Safety Precautions 0 . 2 . 1
2 . 2 Precautions for Disassembly, Maintenance. and Assembly . . . . . . . . . . . . . 0 - 2 . 2
2 . 3 Check Items after Disassembly . Maintenance. and Assembly . . . . . . . . . . 0.2.3 3 . Engine Conforming to NOx Technical Code ................................ 0 . 3
3. 1 Outline .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0 - 3 . 1 3. 2 The Parts to be Specified . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3.2 3. 3 Engine Settings Value . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 0.3.3
. .
1 . EQUIPMENT ARRANGEMENT AND MAINTENANCE SCHEDULE ... I 1. Equipment Arrangement . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 - 1
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. Maintenance Schedule Table 1 . 2
CONTENTS
2 . GENERAL MAINTENANCE ITEMS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
1 . Preparation before Maintenance Work . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 . General Consurnables and Materials. General Tools.
Implements. and Measuring Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2. 1 General Consumables and Materials . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 . 2 General Tools. Implements and Measuring Instruments . . . . . . . . . . . . . . . .
3 . Bolt and Nut Tightening Torque. Tightening Oil Pressure . . . . . . . . . . . . . . . . . . . 4. HydraulicJack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. 1 General Construction . . . . . . . . . . . . . . . . . . ; . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 . 2 Removalof Nut
4.3 Tighteningofnut . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. 4 Maintenance of Hydraulic Jack . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
ITEM
D K-20
3. CYLINDER HEAD AND VALVES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 . CylinderHead . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1
1. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 . 1
. . . . . . . . 1 . 2 Replacing Consumables. Implements and Measuring Instruments 3 1 2 1. 3 Removal of Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 . 3
. . . . . . . . . . . . . . . . . . . . 1 . 4 Inspection and Maintenance of Cylinder Head (Body) 3 1 4 1 . 5 Intake and Exhaust Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 1 . 5 1. 6 Intake and Exhaust Valve Seats . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 . 6 1. 7 Mounting of Cylinder Head . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 1 . 7
2. Intake and Exhaust Valves ................................................ 3 . 2
2 . 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 2 . 1 2 . 2 Replacing Consumables. Implements and Measuring Instruments . . . . . . . 3 . 2.2
2.3 Disassemblyof IntakeandExhaustValves . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 .2.3
2 . 4 Inspection and Maintenance of Intake and Exhaust Valves . . . . . . . . . . . . . 3 . 2 . 4
2 . 5 Inspection and Maintenance of Valve Rotator . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 2 . 5
2 . 6 Assembly of Intake and Exhaust Valves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 2 . 6 3. StartingValve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 - 3
3. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.3 . 1
3 . 2 Replacing Consumables. Implements and Measuring Instruments . . . . . . 3 .3.2 3 . 3 Disassembly of Starting Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 3 . 3
. . . . . . . . . . . . . . . . . . . . . . . . . 3 . 4 Inspection and Maintenance of Starting Valve 3 . 3 . 4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 5 Assembly of Starting Valve 3 5 .3.
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. Rocker Arm Device 3 . 4
4. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 4 . 1
4 . 2 Replacing Consumables. Implements and Measuring Instruments . . . . . . 3 . 4 . 2 4 . 3 Disassembly of Rocker Arm Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 4 . 3 4 . 4 Inspection and Maintenance of Rocker Arm Device . . . . . . . . . . . . . . . . . . . . 3 . 4 . 4
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4. 5 Assembly of Rocker Arm Device 3 . 4 . 5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5. Indicator and Safety Valve 3 - 5
5. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 1 .5.
5 . 2 Replacing Consumables, Implements and Measuring Instruments . . . . . . 3 . 5 . 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 . 3 Disassembly of Indicator and Safety Valve 3 . 5 . 3
5 . 4 Inspection and Maintenance of Indicator and Safety Valve . . . . . . . . . . . . . 3 . 5 . 4
5 . 5 Assembly and Adjustment of Safety Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 5 . 5
5 . 6 Assembly and Mounting of Indicator and Safety Valve . . . . . . . . . . . . . . . . . 3 . 5 . 6
0 Fuel Oil Injection Valve ( a : "Operation" 5-4.2) 6 . Nozzle Holder Guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3.6
6 . 1 Extraction of the nozzle holder guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 6 . 1 6 . 2 Cooling of the nozzle holder guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 6 . 2
6 . 3 Fitting of the nozzle holder guide . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 6 . 3
ITEM
D K-20
4 . PISTON AND CONNECTING ROD . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
2 . Replacing Consumables. Implements and Measuring Instruments . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . Disassembly of Piston and Connecting Rod
3. 1 Extraction of Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 2 Disassembly of Connecting Rod Large end Part . . . . . . . . . . . . . . . . . . . . . . .
4 . Inspection and Maintenance of Piston and Connecting Rod . . . . . . . . . . . . . . . . 4 . 1 Inspection and Maintenance of Piston . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 . 2 Inspection and Maintenance of Ring . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4 . 3 Inspection and Maintenance of Connecting Rod . . . . . . . . . . . . . . . . . . . . . . . 4 . 4 Inspection and Maintenance of Crank Pin Shell . . . . . . . . . . . . . . . . . . . . . . . . 4 . 5 Replacement of Connecting Rod Bolt . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
CONTENTS
5 . Assembly of Pistonandconnecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 - 5
5 . 1 AssernblyofConnecting RodLargeEnd Part . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.1
5 . 2 Assembly of Pistonandconnecting Rod . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.5.2
5 . 3 Confirmation and Retightening of Connecting Rod Bolt . . . . . . . . . . . . . . . . . 4 . 5 . 3
CONTENTS
5 . ENGINE FRAME AND CYLINDER LINER . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 ................................. ..............-.... 1. General Construction : 5 . 1
......... 2 . Replacing Consumables. Implements and Measuring Instruments 5 - 2
3 . Inspection and Maintenance of Cylinder Liner Inner Surface . . . . . . . . . . . . . . . 5 . 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 . Extraction of Cylinder Liner 5 - 4
5 . lnspection and Maintenance of Cylinder Liner Outer Periphery and Engine Frame Jacket . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 . 5
6. Mounting of Cylinder Liner . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 5 . 6
ITEM
DK-20
6 . MAIN BEARING AND THRUST BEARING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
. . . . . . . . . . 2 . Replacing Consumables. Implements and Measuring Instruments 3. Main Bearing Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . -
3 . 1 Disassembly of Main Bearing Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 2 Inspection and Maintenance of Main Bearing Shell
3. 3 Assembly of Main Bearing Shell . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 . Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
4. 1 Disassembly of Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4 . 2 Maintenance of Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4.3 Assembly of Thrust Bearing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
7 . CRANKSHAFT AND BALANCER SHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 1. crankshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1
. . 1.1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 1 1
. . . . . . . 1.2 Replacing Consumables, Implements. and Measuring Instruments 7 - 1 2
. ............................. 1.3 Inspection andMaintenanceof Crankshaft 7 - 1 3 . . .................... 1.4 Inspection of Balance Weight Bolt Tightening Force 7 1 4
. 1.5 Measurement of Crankshaft Deflection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 1 5 2 . Balancershaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 - 2
. 2.1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7 2 . 1
. . . . . . . 2.2 Replacing Consumables, Implements, and Measuring Instruments 7 2 . 2
. 2.3 Inspection and Maintenance of Balancer Shaft ......................... 7 2.3
ITEM
DK-20 CONTENTS
8 .TIMING GEAR AND CAMSHAFT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 1. Timing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1
1.1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1 . 1
1.2 Replacing Consumables, Implements, and Measuring Instruments . . . . . . 8 - 1 . 2 1.3 Disassembly of Idle Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1 . 3
1.4 Inspection and Maintenance of Timing Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1 . 4 1.5 Assembly of Idle Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 1 . 5
2. Camsha fi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2
2 . 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2 .1
2 . 2 Replacing Consumables, Implements, and Measuring Instruments . . . . 8 - 2 . 2 2. 3 Disassembly of Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 .2 .3
2.4 InspectionandMaintenanceofCamshafi . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2 . 4 2 .5 Assembly of Camshaft . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8 - 2 . 5 2 . 6 Inspection of Fuel Oil Cam Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8.2.6 2 . 7 Adjustment of Fuel Oil Cam Timing (When replacing cam) . . . . . . . . . . . . . . 8 - 2 . 7
9 . F.0. INJECTION PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9
1 . General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 . 1
2 . Replacing Consumables. Implements and Measuring Instruments .......... 9 . 2 3 . Disassembly of F.0. Injection Pump ....................................... 9.3 4 . F.0. Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 4
4 . 1 Disassembly of F.0. Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 - 1 4 .
4 . 2 Inspection and Maintenance of F.O. Injection Pump . . . . . . . . . . . . . . . . . . . . 9 . 4 . 2 4 . 3 Assembly of F.0. Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9 .4 .3
5 . Mounting of F.0. Injection Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 9.5
10 . VALVE OPERATING DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0
. 1 . General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 1
.......... . 2 . Replacing Consumables. Implements and Measuring Instruments 1 0 2
3 . DisassemblyofValveOperatingDevice ................................... 1 0 - 3
. 4 . Inspection and Maintenance of Valve Operating Device .................... 1 0 4
5 . AssemblyandFittingofValveOperatingDevice . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 0 - 5
11 . GOVERNOR DRIVING DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1
. 1 . General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 1 1
......... . 2 . Replacing Consumables. Implements and Measuring Instruments 1 1 2
. 3 . Disassembly of Governor Driving Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 3
. 4 . Inspection and Maintenance of Governor Driving Device . . . . . . . . . . . . . . . . . . . 11 4
. 5 . Assembly of Governor Driving Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11 5
12 . INTAKE AND EXHAUST DEVICE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2
1 . Outline of Intake and Exhaust Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 . 1 2 . Turbocharger . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 2
3 . Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 - 3 3.1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 12.3.1
3 . 2 Replacing Consumables, Implements and Measuring Instruments . . . . . . 1 2 . 3 . 2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 3 Dismounting of Air Cooler 1 2 . 3 . 3
3.4 Inspection and Maintenance of Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 . 3.4 3 . 5 Mounting of Air Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 2 . 3 . 5
CONTENTS
13 . STARTING AIR SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3
1 . Outline of Starting Air System ............................................. 1 3 . 1
2. Starting Airvalve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 - 2
2. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 . 2. f
2 . 2 Replacing Consumables. Implements. and Measuring Instruments . . . . . 1 3 .2.2 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 . 3 Disassembly of Starting Valve 1 3 . 2 . 3
. . . . . . . . . . . . . . . . . . . . . . 2 . 4 Inspection and Maintenance of Starting Air Valve. 1 3 .2 .4 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2 . 5 Assembly of Starting Air Valve 1 3 .2.5
3 . Starting Air RotaryValve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 - 3
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3 . 1 General Construction 1 3 . 3 . 1
3 . 2 Replacing Consumables, Implements and Measuring Instruments . . . . . . 1 3 .3.2
3 .3 DisassemblyofStartingAirRotaryValve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 13.3.3
3 . 4 Inspection and Maintenance of Starting Air Rotary Valve . . . . . . . . . . . . . . . 1 3 . 3 . 4
3 . 5 Assembly of Starting Air Rotary Valve .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 . 3.5
4 . Starting Operation Valve and Handle Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 3 . 4
ITEM
DK-20 .
14.FUELOILSYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4
1 . Outline of Fuel Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 . 1
2 . Fuel Oil Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 . 2 2. 1 General Construction .. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 1 .2.
2 . 2 Replacing Consumables, Implements and Measuring Instruments . . . . . . 1 4 .2.2 2 . 3 Disassembly of Fuel Oil Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.2.3
2 .4 Inspection and Maintenance of Fuel Oil Relief Valve . . . . . . . . . . . . . . . . . . . 1 4 -2 .4 2 . 5 Assembly of Fuel Oil Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 . 2 .5
3 . Fuel Oil Feed pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 - 3 3 . 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 14.3.1
3 . 2 Replacing Consumables, Implements, and Measuring Instruments ..... 1 4 .3.2 3 . 3 Dismounting of Fuel Oil Feed Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 . 3 . 3
3 . 4 Disassembly of Fuel Oil Feed Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 .3.4
3.5 lnspectionandMaintenanceofFuelOilFeedPump .................... 14.3.5 3 . 6 Assembly of Fuel Oil Feed Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4 . 3 .6
.-
ITEM
DK-20 CONTENTS
4. Fuel Oil Feed Pump Driving Device . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 4-4
4.1 DisassemblyofFuelOilFeedPumpDrivingDevice.~. . . . . . . . . . . . . . . . . . 14-4.1 4 . 2 Maintenance and Assembly of Fuel Oil Feed Pump Drive Device . . . . . . 1 4 -4.2
0 Fuel Oil Filter ( m: "Operation" 5-4.3)
15 . LUBRICATING OIL SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5
1. Outline of Lubricating Oil System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5-1
2. Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 . 2 2 . 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 .2 . 1
2 . 2 Replacing Consumables, Implements and Measuring Instruments . . . . . . 15 . 2.2
2 . 3 Disassembly of Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 .2.3
2 . 4 Inspection and Maintenance of Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . 15 . 2.4 2. 5 Assembly of Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 .2.5
3. Lubricating Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-3
3. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 .3 . 1
3 . 2 Replacing Consumables, Implements and Measuring Instruments . . . . . . 1 5 .3 . 2
3 . 3 Inspection and Maintenance of Lubricating Oil Cooler . . . . . . . . . . . . . . . . . . 1 5 .3.3 3. 4 Assembly of Lubricating Oil Cooler . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15 . 3.4
4. Lubricating Oil Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-4 4. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 .4.1
4 . 2 Replacing Consumables, Implements, and Measuring Instruments . . . . . 15 . 4.2
4.3 DisassemblyofLubricatingOilReliefValve.. . . . . . . . . . . . . . . . . . . . . . . . . . . 15.4.3
4 . 4 Inspection and Maintenance of Lubricating Oil Relief Valve . . . . . . . . . . . . . 1 5 .4.4 4 . 5 Assembly of Lubricating Oil Relief Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 .4.5
5 . LubricatingOilTemperatureControlValve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15-5 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 5 1 .5.
Replacing Consumables. Implements. and Measuring Instruments . . . . . 1 5 .5.2
Disassembly of Lubricating Oil Temperature Control Valve . . . . . . . . . . . . . 15 . 5.3 lnspection and Maintenance of Lubricating Oil Temperature Control Valve .. 1 5 . 5.4 Assembly of Lubricating Oil Temperature Control Valve . . . . . . . . . . . . . . . . 15 . 5.5 0 Fuel Oil Injection Valve ( : "Operation" 5-4.2)
16 . COOLING WATER SYSTEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16 1. Outline of Cooling Water System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16-1 2. Coolingwater . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2 2.1 Generalconstruction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16.2.1
. . . . . . 2 . 2 Replacing Consumables. Implements and Measuring Instruments 1 6 .2.2
2 . 3 Disassembly of Cooling Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6 .2.3 2 . 4 Inspection and Maintenance of Cooling Water Pump . . . . . . . . . . . . . . . . . . . 1 6 .2.4 2 . 5 Assembly of Cooling Water Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6 .2.5
3 . CoolingWaterTemperatureControlValve ................................. 1 6 - 3
3. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 6 . 3. 1
3 . 2 Replacing Consumables . Implements, and Measuring Instruments . . . . . 1 6 . 3.2
3 . 3 Disassembly of Cooling Water Temperature Control Valve . . . . . . . . . . . . . 1 6 - 3 . 3
3 . 4 Inspection and Maintenance of Cooling Water Temperature Control Valve .. 1 6 - 3.4
3 . 5 Assembly of Cooling Water Temperature Control Valve . . . . . . . . . . . . . . . . 1 6 . 3.5
CONTENTS
17 . ENGINE CONTROL AND PROTECTIVE DEVICE . . . . . . . . . . . . . . . . . . . . . 1 7
1 . Outline of Engine Control and Protective Device . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 . 1 2. Fuel Oil Shutdown Device (GI Type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 . 2
2. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 .2. 1
2 . 2 Replacing Consumables, Implements, and Measuring Instruments . . . . . 1 7 . 2 . 2
2 . 3 Disassembly of Fuel Oil Shutdown Device (GI Type) . . . . . . . . . . . . . . . . . . 1 7 . 2 .3
2 . 4 Inspection, Maintenance. and Assembly of Fuel oil Shutdown Device (GI Type) . . 1 7 . 2 .4
2 . 5 Mounting and Adjustment of Fuel Oil Shutdown Device (GI Type) . . . . . . 1 7 .2.5 3 . Fuel Oil Shutdown Device (J2 Type) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 . 3
3 . 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 7 - 3. 1
3 . 2 Replacing Consumables. Implements, and Measuring Instruments ..... 1 7 . 3.2
3 . 3 Disassembly. Maintenance. and Assembly of Fuel Oil Shutdown Device (J2 Type) . . 1 7 . 3 . 3
3 . 4 Mounting and Adjustment of Fuel Oil Shutdown Device (J2 Type) . . . . . . 1 7 - 3 . 4
D K-20
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 18.GAUGE BOARD 1 8
.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1. Gauge Board 1 8 . 1
. 1. 1 General Construction . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 - 1 1
. . . . . . 1 . 2 Replacing Consumables, Implements, and Measuring Instruments 1 8 1 2
. . 1 . 3 Disassembly and Maintenance of Gauge Board . . . . . . . . . . . . . . . . . . . . . . . 1 8 1 3
. 2 . Seal Pot (Heavy Fuel Oil Specification) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1 8 2
0. Introduction
0-1 Prior to Start of Engine Maintenance
lntroduction -
Prior to Start of Engine Maintenance
Before the maintenance work i s performed, please read this Manual sufficiently, ful ly understand the structure of the parts concerned, and understand well the contents of the work i n advance, and ful ly understand the working procedure and then start the work. Execution of the work without sufficient advance understanding wi l l not only result i n spending useless labors but also lead to the troubles and damages of the engine due to wrong assembly, and personal accidents as well. Strictly avoid use of the engine for a purpose other than the original purpose of the use of engine, or on the conditions that are different from the specified conditions or handling against the descriptions given herein, since such operation will cause accidents or troubles. Please be advised that the descriptions of this manual may be changed without notice.
D K-20
(1) This manual bears the lollowing safety signs. These symbol marks indicate the important descriptions concerning safety. Be fully careful, and conduct the work with the motto of "Safety First".
@ ..,"Warning"= Precaution related to the safety of personnel (Potential hazard which could result in death or serious injury)
1 ..." CautionM= Precaution related to the safety of personnel (Potential hazard which may result in minor A or moderate injury) A ..." Noticeu= Information on handling of the engine to prevent damage
@ ..." Prohibitionv= Prohibited practice that can affect the safety of personnel and the engine - 0 ..." Obligatory actsM= Recommended practice or instruction . . to be followed to ensure safety of personnel and the engine
(2) If it is found as a result of disassembly or inspection that parts are damaged or end of their service life is reached, be sure to replace such parts.
(3) For replacement, be sure to use our genuine parts or those specified by us. If the parts used for replacement are other than our genuine parts or those specified by us, we shall not be held responsible for their quality.
(4) When it is difficult to take countermeasures or corrective actions at the site, or the required replacing parts are not prepared, please contact our Service Deparlment, Parts Sales Department, branch office or service agent to take appropriate actions. At that time, be sure to inform us or our agent ol the engine type and the engine number.
(5) For handling of the following equipment, refer to the individual lnstruction Manuals attached separately. a Turbocharger @ Governor @Air motor @ Control equipment @ Ancillaly equipment of special specifications
(6) Keep this Instruction Manual and the related documents (drawings, materials, etc.) in the specified place at all times for ready reference by the persons engaged in the operation and maintenance of engine a t any time, and at the same time, when the engine supervisor is changed, the predecessor is requested to transfer his duties to the successor completely.
(7) To Prevent public pollution, do not dispose of the replaced scrapped parts or waste liquid without Permission but entrust the disposition to an authorized professional disposal company.
Introduction
Precautions Pertaining to Maintenance: Safety Preca~tioIls
0-2 Precautions Pertaining to Maintenance 0-2.1 Safety Precautions @ (1) Afler stop of the engine, do not open the crankcase side cover for at least 10 minutes, until the
engine cools down sufficiently. If fresh air should flow into the engine, while the engine is not cooled down, explosion may occur igniting on the oil mist.
@ (2) Re"qlution of the engine during the disassembly or inspection work will cause great hazards such as mjury resultmg from entanglement.
Before starting the disassembly or inspection work, put the control handle position back to the "STOP position, securely close the valves on the starting-air system, extract starting air on the engine side, and confirm that the engine will not revolve. Be sure to turn OFF the control power. . When turning the engine, be sure to check that the rotary section is free from contact with other sections, and that turning of the engine does not bring about hazards to the co-workers or per- sons in vicinity, and conduct turning with signs exchanged between the workers. When moving sections of the engine is disassembled or inspected, take the measures to pre- vent the crankshafl from idle turning. The turning bar should be removed from the flywheel except when the engine is turned.
(3) Before executing the work, wear protection gears such as gloves, hard hat, safety shoes, and safety goggles depending on the applicable situations.
o While the engine is operating, and just afler the engine is stopped, particularly the exhaust pipe, turbocharger, cylinder heads and parts around them are hot. When servicing them, wear safety gloves to avoid bums.
(4) The engine room floor and the surroundings are slippery as a result ofthe deposit of oil. Wipe off oil on the floor and the shoe soles. When the work is intended at a high place such as on a step board, particularly be careful of your footing to prevent falling accidents.
(5) When disassembling each pipeline, set all the valves in the external connections to the "CLOSE position, and gradually loosen the air vent plug to release the remaining pressure in advance. If each filter and the joint area of piping system are disassembled immediately afler the engine is stopped, high-temperature oil or water may spout out under residual pressure, and may cause burn accidents.
Contact of the splashing hot oil with any high-temperature part may cause a fire. Take utmost care not to splash the oil.
(6) When the spring-incorporated valves or devices are disassembled, conduct the assembly work very carefully, since the spring may jump out to cause an injury to the worker. A (7) Do not lit heavy parts and equipment forcibly with physical strength. Use wire ropes and chain ,
blocks to lit them. Also do not walk up to under lifled things.
Concerning the wire ropes used to lifl the parts, select a normal one free from break or twist of the element wire, and of the specified dimensions conforming to the applicable weight. 6 (8) p e n inspecting and disassembling an electrical product, be sure to turn OFF the POWER swttch, and put up a sign of "Under Construction". 6 (9) When handling a liquid, strictly observe the following instructions:
" Fuel oil, lubricating oil: Inflammable . . . . . . . .Naked flames are strictly prohibited. Fresh water corrosion inhibitor, fresh water anti-freeze, mercury (thermometer) = Poisonous . . . . . . . . Drinking is prohibited. Wash away, if deposited on the skin. - Battery electrolyte = Poisonous . . .Drinking is prohibited. Wash away, if deposited on the skin. Naked flames strictly prohibited.
0 For the sake of preventing pollution, entrust a special waste ddisposal company with the task of dis-
posing the used waste liquid and oil.
Introduction
Precautions Pertaining to Maintenance: Precautions and I I EM I Confirmation of Disassemblv. Maintenance. and Assemblv I DK-20 1 2.2.2.3 1 0-2.2 Precautions for Disassembly, Maintenance, and Assembly
:=$
(I) Prepare the replacing parts, tools and measuring instruments in advance. As forthe tools, be minded ' "
to use those specified, and concerning the replacing parts, use our genuine parts or those specified by US.
(2) Gaskets. O-rings, split pins and wire ring wires must be replaced with the new parts afler every disas- sembly. Prepare the new parts according to the extent of disassembly.
(3) Block the openings resulting from disassembly with tape or clean cloth to prevent infiltration of foreign matters. Afler restoration, be sure to remove such tape or cloth.
(4) Place disassembled parts in neat order for prevention of the damage or loss, and for improvement o f the assembly working efficiency.
(5) Be sure to assemble the parts provided with the assembling position marks or matchmarks, such as the cylinder numbers and the bearing numbers, to their original positions. Further, when these parts are replaced, be sure to provide the new parts with the same marks as those provided on the old parts.
(6) Materials of the bolts and nuts used in high-temperature sections such as the exhaust manifold are heat-resistant. When reassembling the engine, therefore, be careful not to confuse them with ordinary bolts and nuts.
(7) Tighten each of the bolts and nuts uniformly with the specified torque (or specified oil pressure). If it is necessary to apply an agent, such as a lubricant, to the bolts and nuts when tightening them, never use an agent other than the specified ones.
(8) When parts are required to be measured during maintenance, perform the measurement correctly, and arrange the results of the measurement as the data for the reference on later days.
(9) Afler the completion of the work, restore the lagging of the exhaust pipe and the turbocharger, the exhaust pipe cover and the parts shielding heated parts, such as the heat box, if they have been removed for disassembly and servicing. Newly treat the disconnected joints with combustible oil splash preventive means (FN tape) afler the completion of the work.
(10) Be minded to promptly replenish all the used spare parts
0-2.3 Check Items after Disassembly, Maintenance, and Assembly
( I ) Check that all the bolts and nuts are free from loosening, and that specified lock washers are inselled securely. Particularly be careful when checking the inside of the engine where visual inspection is impracticable during operation.
(2) Turn the engine and prime each fluid to check that there is no problems such as interference of the working area, and leakage or clogging of each area .
(3) Afler end of the work, check that the flywheel turning device and the turning bar used are in "disen- gaged" position
(4) Record the contents of the work executed and parts replaced in the Engine Diary.
-
Introduction
0-3. Engine Conforming to NOx Technical Code
0-3.1 Outline
(1) The marine diesel engines, to which the 13th rule "Nitrogen Oxides (NOx)" in Supplement VI "Rules to Prevent Air Pollution by Ships" to MARPOL73nfJ Treaty applies should, conform to NOx Technical Code.
(2) The engines conforming to NOx Technical Code are authorized as an engine group or an engine family, and it is allowed to apply the engine parameter check method to them, when receiving the NOx discharge inspection on board.
The engine parameter check method is a method for verifying that the engine components and setting values conform to the requirements specified in the technical file, and does not require the measurement of NOx discharge. To the engines that are not conforming to the requirements of the technical file, the engine parameter check method cannot be applied. For such engines, the measurement of NOx discharge shall be required.
0-3.2 The parts to be Specified
The technical file states the engine components that can affect the NOx discharge specified in NOx Technical Code, and shows the identification marks stamped on them, and the user is required to maintain the technical file for each engine. When replacing any parts shown in the technical file, be sure to use our genuine parts stamped with the identification marks. In the case that any parls without the identification mark is used, it shall be regarded as nonconformance to the requirements of the technical file, and in such a case, inspection by the engine parameter check method cannot be applied.
The followings are the pads that have the identification marks specified in the technical file. When replacing any of these parts, be sure to check the identification marks. (a: "Technical File")
<Parts with identification marks> a Cylinder head @ Piston @ Turbocharger @ Air cooler @ Fuel oil cam @ Fuel oil injection pump a Fuel oil injection pump plunger @ Fuel oil injection valve @ Fuel oil injection valve nozzle
./ - Introduction Engine Conforming to NOx Technical Code: OutlinelParts to be Specified
0-3.3 Engine Setting Value
The engines conforming to NOx Technical Code are adjusted to conform to the specifications before shipment. After shipment, they should not be adjusted to such a manner that the setting values specified in the technical file may be deviated.
If any change is made in the manner that may deviate from the settings specified in the technical file, it shall be considered to be nonconformance to the requirements of the technical file, and the inspection by the engine parameter check method cannot be applied.
The followings are the items that have been set to conform to NOx Technical Code:
<Items set before shipment> (1) Fuel oil injection timing (2) Fuel oil injection valve opening pressure
1. Equipment Arrangement and Maintenance Schedule
1-1 Equipment Arrangement
DK-20
,Rocker arm device
.
Equipment Arrangement and Maintenance Schedule
Equipment Arrangement
.Rocker arm device
Intake and exhaust valves
Cylinder head Fuel oil nozzle Starting valve Indicator safety valve
Fuel oil injection pump
Valve operaling device
Cam shalt
Engine lrarne
-3 %$ Equipment Arrangement and Maintenance Schedule
ITEM I Equipment Arrangement , 1
Lubricating oil pump Cooling water pump
,O;ting lever
GOveTr
, I I Starting air valve Starting operating valve Fuel oil reliel valve
7 (Note) Equipment arrangement may b e dilferent according to specifications.
1-2 Maintenance Schedule Table
DK-20
This table covers the periodic disassembly and maintenance items of the engine. For the items related with
Equipment Arrangement and Maintenance Schedule
Maintenance Schedule Table
routine maintenance and inspection, refer to a separate volume. ( m: "Operation") (0 : Periodical inspection, A : The 1st inspection after the initial operation, and after overhaul and maintenance, 0 : Replacement.)
Overhaul and
maintenance
ponion
Cylinder head
Piston
Connecting rod
Protection ring
Cylinder liner
Main bearing
Work contents
:hecking and retightening cylinder head bol
herhaul of cylinder head (top hole)
>Cylinder head inspection and cleaning
I Intake and exhausl valve disassembly. inspection and lacing-up
2 Valve rotator disassembly and inspeclio~
>Valve spring and coher inspeclion
3 Starling valve disassembly and inspecti01
2 Rocker a n disassembly and inspection
0 Indicator and safely valve disassembly and inspection
0 Exhaust valve seat and O-ring replacemenl
0 Jacket opening for removal of scale
W o n extraction (including connecling roc mall end pan)
OPislon inspection. cleaning and measurement
0 Piston ring replacement
0 Piston pin inspection and measurement
0 Piston pin bush inspection -
2onnecllng md boll lnspecl~on and rellghienlng
Crankpin bearing overhaul inspection. and bearing shell replacemenl
0 Crankpin inspection and measurement
o Connecting rod bcn inspection and replaceme
Eairaclion, inspection, cleaning and measureme1
Cylinder liner inner surface inspection and measurement
Cylinder liner extraction
0 Inspeclion on jacket side and replacement of O-ring
Main bearing bolt tightening check
Disassembly and inspeclion of main bearing8eplacement of bearing shell
Work man-hour
NO. Of norkersX
Hours
*2X0.2
*2X1.0
*1X1.5
*1X2.0
* tX l .O
* 1 XO.25
* l X 1 . 0
* l X l . O
*1X1.5
*1X2.0
*1Xt.O
*2Xl.O
* lXO.5
*I XO.5
* 1 X0.25
* 1 X0.25
*2Xt.O
t 2 X 1 . 5
*1XO.5
*2Xt.O
* 1 XO.25
* l X l . O
*2X2.0
* l X I . O
erhaul and maintenance period (hi - I00 I ioo ith5 -
-
-
-
-
- 000
I 000 nth: - A
A
A
-
- A
-
-
Overhaul and
maintenance
portion
Equipment Arrangement and Maintenance Schedule
Maintenance Schedule Table
--
Work conlenls
D K-20
~p 4 " No. of
Hours
Timing gear Tighlening boll check and relighlening 1 X 1 . 5
Gear loolh conlacl and backlash inspeclion 1 X 1.0
?rankshall
Balancer shah
Idle gear overhaul and bush inspection and 1 X 1.5 measuremenl
Camshatt Cam gear disassembly, inspeclion, and measuremenl I 3X2.0
Delleclion measuremenl
Balance weight boll Ughlening check
0 Wiring inspeclion
0 Inspection by torque wrench
Replacement of aulomalic core-adjusling bearing
bearing disassembly, inspection, 2 x 1.0 and measuremenl
2X1.0
1 XO.5
2X3.0
2 x 1.5
Cam gear I Cam gear disassembly and inspection / 1 X 1.0
Fuel oil injeclion pump
Governor driving Disassembly. inspeclion and cleaning 1 1 X2 .0 dence 1
Valve operaling device
*Turbocharger I Disassembly, inspection and cleaninq I
Injection liming check
lnjeclion pump disassembly and inspeclion
0 Delleclor inspeclion and replacement
0 Plunger assembly and delivery valve replacemenl
0 Sprinq and sprinq seal replacemenl
* 2 X 1 . 0
* 1 X2.0
*Governor I Disassembly and inspeclion
Swing arm disassembly, roller and bush inspection
* l x 1.0
Air cooler
Disassembly mspeclmn. and clean ng
Slarhg air valve I Disassembly, inspeclion and O-ring replacemenl
I
Fuel Oil feed pump Disassembly and inspection, bearing 1 X2.0 inspection and replacemenl
Disassembly, inspeclion, cleaning and hydrostatic lesl
1 X2.0
Lubricaling oil I Disassembly, inspeclion and cleaning I 2 X 1.5 pump
2 x 3 0
SlarIing air rolary valve
and -
0 Bearing oil seal inspeclion and replacement
!parale 'Operatior molurne I
Disassembly and inspeclion
Lubricaling oil cooler
'olurne manual d-- 1X1.5
Inspection, cleaning and hydroslalic lest 2 X 3.0
Equipment Arrangement and Maintenance Schedule
2 1 DK-20 I Maintenance Schedule Table
Overhaul and
maintenance Work conlenls
porlion
Overhaul and mainlet
workersx 1500 3000 6000 mlhs 6 mlhs 1 yr.
Lubricating oil Disassembly and inspeclion 1X1.5 relief valve
Lubricating oil Disassembly, inspection. cleaning and 1X1.0 temperature pellel replacemenl conlrol valve
Cooling wafer Disassembly, inspeclion and cleaning 2 x 2 0 pump
OOil seal, mechanical seal inspeclion and replacemenl
0
0 Bearing inspection and replacemenl
Cooling waler Disassembly, inspection. cleaning and lem~erature /element reolacemenl I I X 1 . O I I I conirol valve
Fuel oil shuldown Disassembly, inspeclion, and O-ring 1X1.0 device replacement I Gauges Replacement of pressure gauge rubber
hose and vibralion insulating rubber l X I O
I I lnspeclion of pressure gauge and
lachomeler (Calibration) I 1 ° 1 I I Replacemenl of F.0, pressure gauge
ethylene glycol (In case of heaw luel oil s~ecificationsl I lXo5 1 1 l o
I I I I I Pressure damper Accumulalor assembly replacemenl 1 XO.5 of main fuel oil (including the 0 ring) o i ~ e
ce period (hl
000 1600C 5 5
!OOO 2400[ ! lo 410 l yr. 5 yr.
0
0 0
0
0
0 8
0 8
110
0
(0)
Notes : 1) The above table shows standard values of the man-hour, overhaul and maintenance period under
the conditions of general use of the heavy fuel oil. In servicing an actual engine, initially set the work man-hour larger, and set the overhaul and
maintenance interval smaller than those shown in the table. Later reset the work man-hour, the
overhaul and maintenance interval to the most appropriate values, according to the operating
conditions, work environment, and the results of overhaul.
2) The work man-hour is based on the standard values for the experienced workers who are also
skilled in restoration. Therefore, please plan to have extra times for those with inexperience. . 3) The mark "%" given in the work-hour column indicates the man-hour per unit (one cylinder or one
bearing). When the number of objects is "nu pieces, multiply the value by On". 4) Have the work marked with "if" executed by a professional technician of a maintenance
company or conduct the work under his guidance.
Equipment Arrangement and Maintenance Schedule
Memo DK-20
General Maintenance lterns 1 I I C M
1 I DK-20 I Preparation before Maintenance Work
2. General Maintenance lterns
2-1 Preparation before Maintenance Work
Make the following preparation before starting the engine disassembly and maintenance work.
(Preparation before work) (1) Set the control handle to the "STOP" position. (2) Close the air tank main valve. (3) Close the fuel oil outlet and inlet valves. (4) Close the lubricating oil outlet and inlet valves. (5) Close the cooling water outlet and inlet valves. (6) Open the cooling water inlet pipe drain valve to discharge cooling water in the jacket. (7) Turn OFF the POWER switch of engine control system . (8) Open the indicator valve.
General Maintenance Items I
2-2 General Consumables and 2-2.2 General tools, Implements and
Materials, General Tools, Implements, Measuring Instruments
and Measuring Instruments (1) General Tools and Implements
General consumables and tools and measuring
instruments to be prepared for the engine maintenance work are shown below. The consumables and tools and measuring instruments specially required for specific works are shown in each individual section.
2-2.1 General Consumables and Materials
@Waste cloth @Washing oil 8 Lubricating oil @Grease a Machine oil VG-10 @ Lubricating agent (MOLYKOTE 1000 spray
type) a High-temperature anti-seizure agent @ Liquid packing @ Silicon rubber @ Compound medium size, fine size (for facing-
UP) @ Lubricating penetrant @ Dye testing penetrant (for color check) @ Blue paint lead (for confirmation of contact) @Liquid nitrogen or dry ice (for cold fitting) @J Wire (for wire ring) @Wire brush @I Sandpaper #80 or equivalent @ Oil stone @ Corrosion-resistant paint (for liner repairing) @ Repairing agent (for liner repairing) @Lead wire (for measuring gear backlash, etc.) @Adhesive (ROCK-TIGHT 242,243,271)
@ General tools @ Sockets (17X12.7, 19X12.7, 24x19 ,
27x19) @ Double-ended spanners (8x10, 11 X 13.
17X19,22X24,27X30) @ Offset wrenches (17x19) @Hex. rod spanners (4, 5, 8, 10, 14) @ Box spanner (1 9 X l8O,65X 130) @ Adapter (19X12.7) @ Monkey wrenches @ Pliers @ Snap ring pliers a Screwdrivers (plus, minus) @ Hammers (Iron, plastic)
@Torque wrenches (1000,4200, 14000) a Ratchet handle (12.7, 19) @ Extension bar (1 9x400) @ Pipe handle @ Eye bolts (M10, M12, M16)
Chain block @Wire rope for suspension @Tap (MlOX1.5)
(2) Measuring lnstruments @ Calipers a Thickness gauge a Outside micrometer (mm)
(0-25,25-50,50-75,75-100, 100-125, 150-175,175-200)
@ Spherical micrometer (0 - 25mm) Cylinder gauge (mm) (10-18, 35-60, 50-100, 160-250)
@ Dial caliper gauge (3-9mm) a Dial gauge @ Magnet stand
General Maintenance Items I Bolt and Nut Tightening Torque, Tightening Oil Pressure I
2-3 Bolts and Nut Tightening Torque, Tightening Oil Pressure
Name of bolts and nuts
Sylinder head bolts
Crank pin bolt
Connecting rod bolt
Side bolt
Main bearing tightening nut
Balance weight bolt
Flywheel bolt
Generator fitting bolt
ldle gear shaft bolt ( I )
ldle gear shaft bolt (2)
ldle gear tightening bolt
Cam gear mounting
Power-Rock
Carnshafi bearing pin
Aux, machinery drive gear bol
Aux. machinery drive gear cushion bolt
Fuel oil injection pi~~hip
fittino nut
Fuel oil injection purnp
delivery valve tightening bolt
Fuel oil nozzle mounting nut
Nozzle lholder mounting nut
Bolt or nut width across flats
(mm)
Hydraulic tightening
27
Hydraulic tightening
Hydraulic tightening
50
41
41
41
Hole 14
24
Hole 8
27
27
19 --
24 --
Hole 14
27
19
Tigjtening torque or oil pressure
( N - m ) { kgf - m )
Oil pressure 54MPa
{550 kgf/cm2)
196 ( 20 )+40"
(8-torque 392 (40))
98 {10)+20" (6-torque 255{26))
Oil pressure 69MPa (700 kgflcm2)
Oil pressure 78MPa (800 kgflcm2]
980
{ I 00)
1270 (1 30i
Remarks
jtudding torque 245 (25) *
-0 be returned by 114 to 12 turn after fullv screwin )n the studdina Side Q
Applied to black stud bolt *
Name of bolts and nuts
34-49 (3.5-5)
7 8 - 9 8 { 8 - 1 0 )
Notes: 1) Main bolts and nuts should be tightened according to the above table wilhout fail. 2) Bolts and nuts must be tightened uniformly in a diagonally and alternating sequence. 3) Be sure to check for loose cylinder head tightening nut and connecting rod bolts after a certain
period of operation. ( : 1-1.2 "Maintenance Schedule Table".) 4) Anti-seizure agent should be applied on the threaded parts and seat surfaces around the
exhaust manifold which are subjected to high temperature for the prevention of seizure before tightening.
5) Retighten the bolts used for installation when stopping the engine, and be sure to check the crankshaft deflection afler retightening.
6) Torque wrenches used for tightening should be inspected periodically. 7) The symbol marks used in this table signifies the following:
x : The tightening hydraulic pressure and toque specified on the name plate attached on the engine shall have priority.
fi : Apply the lubricating agent (MOLYKOTE 1000 spray type) to the contact surfaces and threaded areas of the bolt and nuts.
a : Apply the lubricating agent (MOLYKOTE U-paste) to the contact surfaces and threaded areas of the bolt and nuts.
0 : Apply lubricating oil to the threaded portions and contact surfaces.
Bolt and Nut Tightening Torque,,Tightening Oil Pressure
-A If any agent other than the specified products is applied, the friction force of the threaded portions changes, and the bolts are tightened excessively or insufficiently. As the result ofthis, the bolts may be broken or loosened, thereby causing serious damage to the engine.
DK-20 3
General Maintenance Items ITEM
4 1 4 2 DK.20 General Construction of Hydraulic JacWRemoval of Nut
2-4 Hydraulic Jack
2-4.1 General Construction of Hydraulic Jack
The hydraulic jack (assy.) @ is consisted of a pair of a hydraulic cylinder and a hydraulic piston. Operate the hydraulic pump @ connected with high-pressure hose @ to give the rated pulling power to the bolt by hydraulic pressure. And, in this condition, turn the nut to tighten or loosen it. Tighten and remove the nuts of the following bolts using a hydraulic jack:
Cylinder head bolt Main bearing bolt Side bolt
2-4.2 Removal of Nut
Remove the nut according to the following procedures: (1) Clean the area around the circular nut carefully,
and confirm that there is no dirt or foreign matters on the seat surfaces ol the hydraulic jack stand 0, and place the hydraulic jack stand.
(2) Place the hydraulic jack assembly on the jack stand, and screw the hydraulic piston @into the bolt. Be minded to screw the hydraulic piston until it strikes the hydraulic cylinder @.
(3) Atter confirming that the hydraulic jack are closely attached to the jack stand, turn back the hydraulic jack by about 112 turn.
(4) Confirm that the valve of coupler @ for connecting the high-pressure hose is not stuck, and then connect the hydraulic jack and terminal @, and then connect the terminal and hydraulic pump using a high-pressure hose.
(5 ) Loosen the air vent plug @ of the hydraulic pump, and release air in the oil tank into the atmosphere.
(6) Check the hydraulic pump oil level, and in case that the level is low, replenish the hydraulic oil.
I Hydraulic oil : Machine Oil VG-10 I
Hydraulic cylinder
I Circular nut
Hydraulic Jack
Changeover lever
I \ High-pressure hose Hydraulic bump@ Oil level check
rod (supply por0
Hydraulic Pump
(7) Tighten the release valve@ of hydraulic pump. (8) Loosen the air vent plug @ of hydraulic jack ,
and operate the hydraulic pump lever to vent the air in the hydraulic cylinder. Tighten the air vent
plug after confirming that the air is completely vented.
(9) Operate the hydraulic pump lever to increase the oii pressure up to the specified level.
General Maintenance Items
General Construction of HydraulicJacWRemoval of Nut
Specified value.. .... To be speclfled In each work item. ( a : 2-3)
DK-20
(10) Insert the jack handle @ into the hole of the circular nut through the oblong hole of the hydraulic jack stand, and loosen the circular nut by 5 to 6 holes.
(11) Slowly open the release valve of hydraulic pump, and gradually reduce the oil pressure down to "0" .
(12) Manually loosen and remove the hydraulic jack.
(13) Remove the hydraulic jack stand. (14) Remove the circular nut.
When operating the hydraulic jack, oil is highly pressurized, and if oil is leaked and sprouted out, it is extremely dangerous. Therefore, be minded to wear the protective glass without fail.
2-4.3 Tightening of Nut
(1) Carefully clean around the bolt, and contirm that there is no foreign matters on the seat surface of the nut and jack stand. Then, manually screw the nut until it gets in contact with the bottom, and place the jack stand.
(2) Install the hydraulic jack, and connect to the hydraulic pump according to the same procedures as those lor removal, and increase the oil pressure up to the specified level by operating the hydraulic pump lever.
(3) Insert the jack handle through the long hole of the jack stand, and tighten it until it gets in
contact with the bottom. (4) Strike the jack handle with a hammer, and
confirm that it is securely tightened. (5) Slowly open the hydraulic pump release valve.
and gradually reduce the oil pressure down to "0" %&$$ - ~
$@$ (6) Manually loosen the hydraulic, and remove it. @$$! z a . n ' T (7) Remove the hydraulic jack stand. (8) In the case of a bolt equipped with the
protection cap, fit it with the protection cap.
2-4.4 Maintenance of Hydraulic Jack
(1) Extract the piston from hydraulic cylinder by striking its lower area with a wooden hammer, and pul l out the piston from the hydraulic cylinder.
(2) Remove the air vent plug. (3) Wash all the parts using the washing oil, and
check them for scratch. (4) Apply the hydraulic oil to all the parts, and
install the hydraulic piston to the cylinder. (5) Replace the O-ring and the back-up ring with
new ones.
When installing the piston, be careful so that the O-ring and the back-up ring may not be fitted upside down. Wrong way of fitting will cause the O-ring to be damaged.
(Consurnables for hydraulic jacks) ( m: "Parts List" ) @ Back-up ring (small) 9-1.1 No.18 @Back-up ring (large) 9-1.1 No.19 @ O h g (small) 9-1.1 No.506 @O-ring (large) 9-1.1 No.507
,
Cylinder Head and Valves
1.2 1 DK-20 I Cylinder Head: General Construction/Replacing Consumables I 3. Cylinder Head and Valves
3-1 Cylinder Head
3-1.1 General Construction
The cylinder head made of the special cast iron of high strength and high thermal conductivity is designed to assume the structure of high rigidity, and hydraulically fastened to the engine frame rigidly with the four large-diameter bolts via metal gasket and cylinder liner. The combustion surface is of the thick-walled structure provided with the forced cooling through the drilled holes. The intake and exhaust valves consist of the 4- valve system of 2 piece each for intake and exhaust, with the valve seat cold-fitted to the cylinder head, and with the exhaust valve seat cooled by the cooling water. The fuel oil injection valve, indicator valve and safely valve are mounted on the upper side of the cylinder head, and the starting valve (not provided in case of air-motor type) is mounted on the lateral side respectively. The leaked oil from the fuel oil injection valve as well as the cooling water (or, cooling oil) of the fuel oil injection valve, when heavy fuel oil is used, are guided into the piping on the fuel oil injection pump side through the hole.
Exhaust valve Fuel oil inieclion valve
/ / Cooling water Safety valve
\ lndicalor valve
head oullel pipe
Cylinder head (independent) : 120 kg Cylinder head assy. (with valves) : 130 kg
3-1.2 Replacing Consumables, Implements and Measuring Instruments
(1) Replacing Consumables Replace the following parts with the new ones. ( a: "Parts List") @Cylinder head gasket 3-15 No.Al8 a O-ring (fuel oil injection valve guide)
3-15 No.A30 @O-ring (Starting valve inlet) 3-15 No.A505 @ O-ring (exhaust valve seat) 3-1 5 No.A26, 27 @ CW connection pipe gasket 3-15 No.A56 @Gasket (intake air vent) 3-15 No.67 @ Intake air vent seal 3-15 No.859 @ Gasket (exhaust manifold) 3-29.1 No.A27 @Rubber seal (head cover) 3-21 No.Al0 @D Push rod rubber seal 3-22 No.14 0 Gasket (1) 3 4 x 7 0 (CW head outlet pipe)
2-1.7
'/ Exhaust valve \ \ intake valve Cylinder head Exhaust valve seat Intake valve seat
Cylinder Head and Valves
(2) Implements and Measuring Instruments @ General tools and measuring instruments
( : 2-2) @ Nozzle holder extracting implement @ Hydraulic jack @ Nozzle Holder Extracting @ Valve Gulde
@Jack cylinder Head Implement Extracting Implement ...... @Tension bolt ...... Head
Cylinder Head and Valves
Cylinder Head: Implements and Measuring Instruments
@Jack stand ...... Head @; .'.%
@Jack handle @Hydraulic pump fi . rr**xu
@Hydraulic pump @High-pressure hose (2 m x 6)
@Terminal (4T) @ Male coupler a Water Cooling Valve
@ Cylinder head suspending implement Seat Extracting
@Spring disassembling implement-2 Implement (for common use)
@Eye bolt MI6 @ Valve guide extracting implement (option) a Water cooling valve seat extracting
implement (option) @Water cooling valve seat lining tool
@Water cooling valve seat fitting tool-1
@ Water cooling valve seat fitting tool-2 @ Hydraulic Jack
ITEM
DK-20 1.2
(option) @Valve seat fitting implement (option)
@Valve seat fitting implement-1 @Valve seat fitting implement-2
@ Water Cooling Valve Seat Flnlng Tool
@ Cylinder Head Suspending lmplement
@ Hydraulic Pump @ Valve Seat Fitting lmplement
3-1.3 Removal of Cylinder Head
ITEM
1.3 DK-20
Remove the cyl inder head (top hole) on the following procedure:
Cylinder Head and Valves
Removal of Cylinder Head
(1) Remove all the covers. @ Exhaust manifold cover @ @Heat box cover @ @ Cylinder head cover @
li\
All the parts (the exhaust manifold and the area around the cylinder head, in particular) are hot immediately af ter stopping the engine, and a burn may be caused if the parts of such areas are touched with naked hand. Therefore, be minded to wear safety gloves during the work and be careful to prevent a burn.
(2) Remove all the pip ingaround the cylinder head. @Nozzle cooling outlet and inlet piping @ @ Starting valve pilot air pipe @ @Cooling water outlet pipe flange @ @ F.O. leaked oil branch pipe @
(3) Remove the F.O. high-pressure joint and inlet connector, and extract the fuel oil injection valve.
( a: "Operation" 5-4.2 "Inspection and Maintenance of Fuel oil injection Valve")
(4) Remove the exhaust manifold mounting bolt.
The exhaust manifold mounting bolt is made of stainless steel. Be careful not to mix with other general bolts.
( 5 ) Loosen the mounting nut 0, and take out rocker arm device @I. ( a: 3-4 "Rocker Arm Device")
(6) Extract the valve retainer tee @ and push rod
0.
(7 ) Remove the cylinder head mounting nut @ using the hydraulic jack 8. (m: 2-4 "Hydraulic Jack") a) Mount the tension bolt @-@ to the head bolt 0, and fully screw it until it gets in contact with the bottom.
b) Place the jack stand @@ by adjusting its cut- out parl, so as not to let it interfere with the adjoining cylinder nut.
c) Mount the hydraulic jack @@ to the tension bolt.
d) Mount the male coupler @-@ to the high- pressure hose @-@, and then connect the hydraulic pump @-a, terminal @-a, and hydraulic jack @ with a hydraulic hose.
e) Increase the .hydraulic oil pressure to the specified pressure by operating the hydraulic pump, and remove the cylinder head by loosening the nut using the handle @-a.
YO-'--
Hydraulic pump specified oi l pressure: 54 MPa (550 kgflcm2)
Cylinder Head and Valves
Removal of Cylinder Head
Mounting of Hydraulic Jack
ITEM
DK-20 1.3-
1) Confirm the pressure to allow the nut to starl turning, and check that the cylinder head bolt is tightened securely to be free from loosening.
Connection of Hydraulic Hose
(8) Mount the cylinder head suspending implement
0-@ and 0-@ on the upper surface of the head, and suspend the cylinder head using a
chain block and suspending wire rope.
ITEM
1 3 DK-20
When suspending the cylinder head, be sure to use the specified suspending implement, and be minded to strictly observe the use standard of the wire rope.
Cylinder Head and Valves - Removal of Cylinder Head
Intake duct Cover and Cylinder Liner
u 1) When suspending the cylinder head,
conduct the work slowly while confirming
that the head is not caught on anything. Further, be careful so that the cooling water i n the head may not enter the cylinder.
2) When lowering down the cylinder head, be careful not to scratch the lower surface of the cylinder head.
Suspension of Cylinder Head
Intake duct cover Cylinder liner cover
(9) Remove cylinder head gasket @, and place a cover to prevent infiltration of foreign matters inlo the cylinder liner and the intake duct.
3-1.4 Inspection and Maintenance of Cylinder Head (Body)
' \
Since the items mentioned in this section will be the parts to which NOx Technical Code shall be applied, when replacing any of these' parts, be sure to use the parts provided with the identification marks. ( a : 0-3 "Engine Conforming to NOx Technical Code")
Cylinder Head and Valves
Inspection and Maintenance of Cylinder Head (Body)
(1) Before servicing the cylinder head (body), disconnect the following attachments. (For the disconnecting procedure, refer to the descriptions of the separate sections.) a Intake and exhaust valves (a : 3-2)
Starling valve ( : 3-3) a Indicator and safety valves (a : 3-5) @ Intake air pipe vent @Cooling water head outlet pipe
DK-20 1.4
(2) Observe and inspect the conditions of the carbons deposited on the combustion surface and intake and exhaust ports, in the state that the attachments are removed.
(3) Completely remove the carbons deposited on the combustion surface and intake and exhaust ports, carefully clean them, and check for the cracks by means of color check. Particularly be minded to check the combustion surface most carefully, since the part is exposed to the high temperature and high pressure.
Do not use a gas burner to remove carbon. It may cause hardening of the O-ring due to high temperature and deterioration of the materials due to local heating.
(4) Check if there is corrosion on the intake and exhaust p o r k
(5) Check for the corrosion ol the contact surfaces Of the cooling water connecting pipe gasket and starting air connecting pipe O-ring, and also check for the leak of gases from the cylinder head gasket surface.
(6) Clean the contact surface of the cylinder head gasket. If necessary, conduct the facing-up of the contact surface.
(7) Inspect the inside of the jacket through the cooling water outlet hole. If heavy scale deposits are found, remove the plug on the upper face, and clean the inside. ggp After cleaning, apply the adhesive (ROCK-TIGHT
271)on the plug, and then securely tighten it. &~ps
,,/heyling water
'A Cooling water inlet
Plug
Cleaning and lnspectlon of Head
Cylinder Head and Valves ITEM
1.5 DK-20 Cylinder Head: Intake and Exhaust Valve Guides
3-1.5 lntake and Exhaust Valve Guides
The dimensions of the intake valves guide is as
same as that of the exhaust valve guide.
(1) Measurement of Inner Diameter
Inspect the intake and exhaust valve guides for corrosion, measure the inner diameters with a
cylinder gauge and record the data. Calculate the clearance by joining the outer diameter measurement results of the intake and exhaust valve stem parts. ( a: 3-2.4)
Nom. Size Standard Replacing
(mm) Clearance (mm) limit (mm) A = $ 1 4 a=0.09-0.13 0.3
B=# 14 b=0.09-0.13 0.3
(2) Replacement of Valve Guides When the clearance between the intake and exhaust valve stems and the intake and exhaust valve guides is more than the specified replacing limit and the valve guides are found heavily worn,
remove the intake and exhaust valve guides and replace them with the new ones according to the
following procedure: a) Remove the valve guide.
Produce the valve guide extracting implement
@ (option), or produce the extracting implement as shown in the figure using a
round bar, and strike out the valve guide with a hammer, by inserting such implement into the
valve guide. b) Fit the valve guides.
Fit the valve guides by means of cold-fitting using liquid nitrogen or dry ice.
(Cold-fitting procedure) In case of liquid nitrogen,. . . . .Immerse the parts in the liquid, take out the parts when
bubbles disappear, and fit it promptly. In case of dry ice.. . . . .Immerse the parts and dry ice in alcohol, take out the parts after cooling for 20 to 30 minutes, and fit it promptly.
A, a: Intake valve B, b: Exhaust valve
Clearance of Valve Guide
Hammer
Extraction of Valve Guide
If the cooling liquid or cooled-down parts are touched by naked hand, frostbite may be caused. Therefore, be minded to wear cotton arctic gloves during execution of the works.
3-1.6 lntake and Exhaust Valve Seats
cLo l
(1) Valve Seat Dimensional Measurement Measure the dimensions of the valve seat part, and in case that it is worn out heavily exceeding the replacing limit, replace the exhaust valve with the new one. (Replacing limit : 3-2.4 (4))
Cylinder Head and Valves -
Cylinder Head: Intake and Exhaust Valve Seats
(2) Replacement of Valve Seat a) Removal of valve seat
Remove the valve seats on the following procedure: Perform the padding welding on the inner surface of the valve seat, and quench it with water. By doing this, the valve will contract
DK-20 1.6
Welding rod
and can easily be taken out - When performing the padding welding, be careful not to damage the combustion surface or valve guide hole with the spatters. Further, when removing the valve seat, be careful not to damage the fitting part of the head.
b) Valve seat fitting - Cold-fit the valve seat using liquid nitrogen or dry ice. (The cold-fitting procedure is as same as the one for the valve guide. a : 3-1.5)
(3) Replacement o f Water Cool ing Exhaust Valve Seat Replace the water cooling valve seat, in case that the valve seat part is used exceeding the correction limit, or every 16000 to 24000 hours (4 to 5 years). Be minded to replace the O-ring at the same time. a) Removal of Valve Seat
Removal of the valve seat shall be made by padding welding as same as in the case of the intake valve seat, or shall be made by using
Removal of Intake Valve Seat
the valve seat extracting implement @ (option). Removal of Exhaust Valve Seat
Cylinder Head and Valves ITEM
6 1 DK-20 ( Cylinder Head: Intake and Exhaust Valve Seats
b) Valve seat fitt ing As the O-ring is attached to the exhaust valve seat, fit the valve seat into the cylinder head using the water cooling valve seat tool, after cooling and hardening the valve seat with liquid nitrogen or dry ice on the state that the O-ring is installed on the valve seat. (The cold-fitting procedure is as same as in the case of valve guide. a : 3-1.5)
(Fitting procedure) i ) Apply grease to the O-r ing at a normal
temperature, and fit the exhaust valve seat. i i ) Heat the water cooling valve seat fitting tool
@@with boiled water of 70 to 8 0 ' ~ . iii) Insert the valve seat into the water-cooling
valve seat fitting tool @@. iv) Cool down the valve seat in the state that it is
inserted in the valve seat fitting implement. v ) Take the valve seal out of the water-cooling
valve seat fitting tool after cooling down it using a round bar or the water-cooling valve seat fining tool @I-@, and insert the valve seat in the cylinder head promptly. Be minded to securely strike down the valve seat using a used valve or the valve seat fitting implement @-a and @ (option).
Water-cooling exhaust valve seat
O-ring
a- c3
Exhaust Valve Seat Cooling Procedure
A&T Round
Removal of Valve Seat from Tool
Fitting of Exhaust Valve Seat
Cylinder Head and Valves - Mounting of Cylinder Head
3-1.7 Mountina of Cvlinder Head (9) Anach the rubber cap.
Mount the cylinder head according in the reversed order of the disassembling procedure as shown in the followings: (1) Mount the intake and exhaust valve and
starting valve in the cylinder head. ( a : 3-2.6. 3.5)
(2) Fit the intake air vent. (3) Clean the cylinder head and cylinder liner head
gasket contact surface, intake air seal contact surface, starting air inlet, push rod protection tube rubber seal fitting area.
(4) Fit the cylinder head gasket to the upper surface of liner.
Do not apply any anti-seizure agent or lubricant oil to the cylinder head gasket surface. A
(5) Apply grease to individual O-ring and the intake air seal, and mount them in the specif ied positions.
(6 ) Mount the cylinder head suspending implement @ on the upper surface of the head, and confirm that there is no foreign matters in the cylinder, and install the head.
( 7 ) Temporarily attach the exhaust manifold mounting bolt, and attach the cylinder head tightening nut.
Be careful not to mistakenly attach the cylinder head tightening nut with the upper and lower surface upside-down.
(8) Install the hydraulic jack in the same procedure as that of disassembling, and tighten it with the specified hydraulic pressure.
Specified hydraulic pump pressure:
54 MPa {550 kgf/cm2) I
(10) Mount the fuel oil injection valve. ( : ''Operation" 5-4.2)
(11) Insert the push rod. (12) Mount the rocker arm device. (a: 3-4.5) (13) Mount the indicator valve and safety valves. (14) Insert the fuel o i l injection valve in le t
connector, and t ighten it with the specified torque.
I I Specified Torque:
88-98 N . m (9-10 kgt-m)
(15) Mount the fuel oil high-pressure coupling, and tighten it with the specified torque.
Specified Torque: 34-44 N.m { 3.5-4.5 kgf-rn) I
I\
All the high-pressure joint of the fuel oil injection system are connected with the metal touch. Take enough care so that each joint may not be damaged, and so that any foreign matters may not be caught in them.
(16) Install the exhaust manifold and each of the piping around the cylinder head.
(17) Mount the cylinder head cover, heat box cover, and exhaust manifold cover.
3-2 lntake and Exhaust Valves
3-2.1 General Construction
The intake and exhaust valves consist of the 4- valve system with 2 piece each for intake and exhaust, having the valve rotators fitted to the upper areas. Stem seal are fitted to the upper areas of the intake and exhaust valve guides, so as to appropriately control the volume of lubricating oil to
ITEM
2 1 DK-20
be supplied to the stem
- Cylinder Head and Valves
Intake and Exhaust Valves: General Construction
- The intake valve and exhaust valve are identical and can be used in common for each other, in case of the diesel fuel oil specifications. However, i n case of the heavy fuel oil specifications, the intake valve and exhaust valve are same in the shape and dimensions, and different in the materials, and therefore they are discriminated by cutting a slit on the upper part of the exhaust valve. When assembling them, be careful not to mistake them with each other.
Stem seal
lntake Valve and Exhaust Valve
Notched mark Notched mark Notched mark 'S6Rm 'HNP' 'S637T'
lntakelexhaust valve (independent) : 0.6 kg each
Diesel fuel oil Heavy fuel oil Heavy fuel oil speciflcatlon speclfication specification
Inlake and exhaust valve lntake valve exhaust valve
Discrimination Marks of Valves
3-2.2 Consumables, Implements, and Measuring lnstruments
Cylinder Head and Valves Intake and Exhaust Valves: Consupables, Implements, and Measurina lnstrurnentslDisassemblv
(1) Replacing Consumables Replace the following pads with the new ones: ( &Q : "Parts List") O Valve stem seal 3-1 5 No.A32
ITEM
DK-20 2.2.2.3
(2) Implements and Measuring Instruments @General tools and measuring instruments
( Q : 2-2) a Valve spring disassembling implement
@Valve spring disassembling implement-1 @Valve spring disassembling implement-2 @ Special bolt a Valve facing-up implement @Valve facing-up spring @Valve seat cutter (option) @Valve seat grinding implement (option) a Stem seat striking implement
3-2.3 Disassembly of lntake and Exhaust Valves'
When disassembling the intake and exhaust valves, disassemble the four valves at the same time using the valve disassembling implement, on the following procedure:
(1) In order to avoid wrong assembling, be minded to put the markings such as the discrimination marks of intake and exhaust, as well as the cylinder numbers on the valve head, before starting the disassembling work.
@ Valve Sprlng Disassembling Implement
@ Valve Facing-Up
Spring
@ Valve Facing-Up Implement
a Stern Seal Striking Implement
Assembling position of
'E' of exhaust valve Cylinder number \ \
\ '~ssembling position of ' I ' ol intake valve intake valve
Marking Procedure of Intake and Exhaust Valves
(2) Mount the valve spr ing disassembling implement-2 0-@ using the nozzle holder retaining stud on the upper surface of the cylinder.
(3) Mount the valve spr ing disassembl ing implement-1 @-a on the rotator body, and screw the special bolt 0-0 into the valve spring disassembling implement-2.
(4) Turn the special bolt to retain the spring, and take out the cotter.
(5) Return the bolt, and take out the disassembling implement.
(6) Take oul the valve rotator and spring. (7) Pull out the intake and exhaust valves from the
combustion chamber side.
DK-20
3-2.4 Inspection and Maintenance of lntake and Exhaust Valves
Cylinder Head and Valves lntake and Exhaust Valves: Disassembly, Inspection and Maintenance
(I) Clean the intake and exhaust valves with washing oil.
(2) Inspect on the following items: a Corrosion of valve head area @ Corrosion or bending of valve stem area @ Blow-out or pitching of valve seat area @ Contact conditions 01 valve seat area and
valve stem area a Crack or corrosion of valve spring
..... Conduct color check depending on the conditions.
(3) Measurement of Valve Stem a) Measure the stem area of the intake and
exhaust valves using outside micrometer, and record the data.
b) Calculate the clearance between the stem area and valve guide by combining the measurement results of the intake and exhaust valve guide inner diameters, and in case that the value is over the replacing limit, replace the valve stem of which wear is larger. The wear amount of the valve stem can be calculated by comparing wilh the non-sliding area.
Nom. size Standard Replacing clearance (mm) limit (mm)
A= $14 a = 0.09-0.13 B= $ 14 b = 0.09-0.13 0.3
Nozzle holder retaining stud
Colter,
Disassembly of lntake and Exhaust Valves
Intake valve Exhaust valve
A Measurement of Valve Stem
(4) Measurement of head thickness and valve . ,
Cylinder Head and Valves
Inspection and Maintenance of Intake and Exhaust Valves
seats of intake and exhaust valves I I ! I
ITEM
DK-20 2.4
Measure the head thickness of the intake and exhaust valve seat areas, and the valve seat C
dimensions with calipers, and record the results. In case that the wear is over the replacing Ihmit, Intake valve Exhaust valve
replace it with a new one. Measurement of Valve Head Thickness
Nom. size Replacing (mm) limit (mm)
Intake valve seat area C=5.0 3.5 Exhaust valve seat area E=5.0 3.5 Intake valve seat D=2.0 0.5 Exhaust valve seat F=2.0 0.5
When corrosion of the valve stem and wear of the intake valve seat is remarkable, a possible cause is low-temperature corrosion. For the prevention of such corrosion, strictly observe the followings. 1) Set the intake air temperature at a little
higher level. 2) Exhaust combustion gas by means of air
running when the engine is stopped.
(5) Facing-up of intake and exhaust valves Facing-up of the intake and exhaust valves, the latter i n part icular, is one of the most troublesome works in the maintenance work. The care and maintenance period largely depends on the load factor, the fuel oil used, and the operating conditions of the engine. Further, delay in the maintenance of the engine leads to the acceleration of the wear and tear of the valves. So, execute facing-up a little earlier according to the situations.
lntake valve seat Exhaust valve seat
Measurement of Valve Seat
(Facing-up procedure) a) Apply lubricating oil to the valve stem, mount
the valve facing-up spring @ on the valve stem, and insert the valve stem into the
ITEM
2.4 DK-20
cylinder head valve guide. b) Mount the valve facing-up implement @ to the
valve. c )App ly compound to the seat area, and Valve
carefully conduct the facing-up. Use the compound in the order of the medium grade and fine grade.
Medium grade compound.. ... Conduct the facing- up as if to strike. Fine grade compound.. . . .Conduct the finishing facing-up as if to press compound. Facing-Up of Intake and Exhaust Valves
Cylinder Head and Valves
Inspection and Maintenance of Intake and Exhaust Valves
against the seat. Finally, wash the seat carefully, and conduct the oil facing-up.
d) Conduct the blue-lead check of the seat surface contact conditions after finishing the facing-up.
e) Measure the valve head thickness and the valve cofirm seat that dimensions the measured with values calipers do not again, exceed and && 120' -,s
the use limit. Valve Valve seat
(6) Correction of valves Correction of lntake Valve, Exhaust Valve,
If the valve face scratch is deep and cannot be and Valve Seat
corrected with compound, conduct the correction (rough finishing) using a machine or grinding tool before conducting facing-up. a) Machine the valve seat using the valve seat
cutter (option). b) Machine the angle of the valve seat to make
the outside contact to be as shown in the figure.
If the valve rear face is ground, the valve strength will be reduced and cause cracking. Therefore, be minded never to grind the valve rear face. Y
3-2.5 Inspection and Maintenance of Valve Rotator
Cylinder Head and Valves Intake and Exhaust Valves: Inspection and Maintenance of Valve Rotator
Since impeflect rotation of the valve rotator largely affects the valve life adversely, be sure to conduct the periodical inspection and maintenance.
ITEM
DK-20 2.5
Valve rotator rotational speed: min-' Standard value: 2-4 Replacing limit: 112 of initial rotational speed
(1) Disconnect the circlip and disassemble the rotator.
(2) Wash the individual parts using washing oil. and check the parts for the following defects: @ Wear, deformation, and corrosion of ball @Break, corrosi'on, and fatigue of spring @ Compression mark on ball race @ Corrosion and fatigue of coned disc spring @ Compression mark on rotator body groove
(3) Replace the defective parts. (4) Assemble the valve rotator according in the
reverse order of the disassembling procedure.
Assemble the spring in such a manner that it rests in the oil hole side of the groove of the rotator body. . Rotator body
I Spring
Circlip
Pads of Valve Rotator
Cylinder Head and Valves ITEM Intake and Exhaust Valves: Assembly of Intake and
2.6 DK-20 Exhaust valves
3-2.6 Assembly of lntake and Exhaust Valves
(1) Use the stem seal striking implement a to put the stem seal on the upper area of the valve
guide, and apply grease to the inner periphery.
(2) Insert the valve from the combustion surface side. -
1) Before inserting the valve, be minded to confirm the identification mark of the valve head, and be sure to asemble the valve into the original position.
2) If the inner periphery of the stem steal is scratched or damage, it will affect the lubricating oil consumption and stain of the valve.
Therefore, be minded to apply lubricating oi l on the valve stem part, and then gradually inserl it.
(3) Assemble the valves in the reverse order of the disassembling procedure, using the valve disassembling implement.
Insertion of Stem Seal
3-3 Starting Valve
Cylinder Head and Valves
Starting Valve: General ConstructiodReplacing Consumables, Implements, and Measuring InstrumentslDisassembly
3-3.1 General Construction
DK-20 ;.?h.3
The starting valve is a pneumatic valve of pilot type, and the pilot air from the starting air rotary valve works on the starting valve piston, so that the valve opens to allow the flow of starting air into the cylinder. The starling valve is installed on the F.O. injection
pump side of the cylinder head, and i t can be removed in the state of the assembly. If leak has occurred from the seal of the starting valve seat area, the combustion gas flows back into the starling air main pipe side to cause sticking or damage of the starting air rotaly valve, starting air valve, and so on. and therefore make it a rule to conduct the inspection and maintenance periodically.
In case of overheating of the starting air pipe during operation, the possible cause is gas leak from the starling valve, and therefore conduct the inspection of the parts.
Starting valve assy. : 1.1 kg
3-3.2 Replacing Consumables, Implements, and Measuring lnstruments
(1) Replacing Consumables Replace the following parts with new ones: ( 0 : "Parts List") 35% a Circular gasket 3-18 No.508, 509 @)
$$& O-ring 3-18 No.506 &&$
8 Split pin 3-18 No.503
(2) Implements and Measuring Instruments a General tools and measuring instruments ( 0 : 2-2)
3-3.3 Disassembly of Starting Valve
(1) Remove the starting valve cover @, and extract the starting valve assembly from the cylinder head.
(2) Extract the split pin 0, nut @, and starting valve @.
(3) Remove the starting valve piston @ and spring
@.
I \ Spring @ Nut @
Starting Valve
Cylinder Head and Valves
5 ( DK-20 I Inspection, Maintenance, and Assembly of Starting Valve I 3-3.4 Inspection and Maintenance of
Starting Valve
(1) Clean the individual parts using washing oil. (2) Conduct the following inspections: a Sticking of the starting valve and starting
valve piston, and the leak of gas from the seat area
@Corrosion or scratch of the spring (3) Apply compound to the seat areas of the
starting valve and valve body @, assemble the starting valve and piston into the valve body, and conduct the facing-up.
(4) Apply blue lead to the starting valve seat area, and check the contact.
Contact range: 75% or more
3-3.5 Assembly of Starting Valve
(1) Assemble the starting valve assembly on the following procedure: a) Insert the starting valve into the starting valve
body. b) Insert the spring and stading valve piston,
tighten the nut, and clamp it with the split pin. Disassembly of Starting Valve - Be careful since tightening of the starting valve nut with excessive torque will break the threads. The split pin is made of stainless steel. Do not to mistake it with the one made of ordinary materials.
(2) Assemble the starting valve assembly into the cylinder head, and tighten with the bolt after attaching the cover.
I Specified torque: 59 N-m (6 kgt. m) 1
Be minded to gradually tighten the bolt alternately, and evenly. Uneven tightening will cause the leaks of the starting air and
3-4 Rocker Arm Device
Cylinder Head and Valves Rocker Arm Device: General Cons~ructionlConsumables, Implements, and Measuring InstrumentslDisassembly
3-4.1 General Construction
ITEM
DK-20 4.1 -4.3
The intake and exhaust valves are driven by the intake and exhaust cams that are shrunkfit to the camshaft, via swing arm, push rod, rocker arm, and valve retainer tee. Individual areas of the rocker arm are lubricated by the system oil fed from the piping on the fuel oil injection pump side of cylinder head, through the drilled holes inside the head. For adjusting procedure of the valve end clearance, refer to the separate "Operation". (m : "Operation" 5-4.1 "Adjusting Valve End Clearance")
Rocker arm assy. : 11.8 k g
3-4.2 Replacing Consumables, Implements, and Measuring Instruments
(1) Replacing Consumables Replace the following parts with the new ones: ( a: "Parts List") @O-ring 3-20 No.512
(2) Implements and Measuring lnstruments @General tools and measuring instruments
( Q) : 2-2)
3-4.3 Disassembly of Rocker Arm Device
(1) Loosen the nut, and disconnect the rocker arm device assembly.
(2) Remove the valve retainer tee @. (3) Remove the snap rings @ at both ends of the
rocker arm shaft @, and disconnect the rocker arm @and @ of the intake and exhaust valves.
Rocker Arm(inta~e1exhaust) @. c9
Valve retainer tee @ . .
Rocker Arm Device
3-4.4 lnspection and Maintenance of Rocker Arm Device
ITEM
4.4 4.5 DK-20
(1) Clean the individual parts using washing oil. (2) Measure the rocker arm shafl diameter with an
outside micrometer, and measure the rocker arm bush inner diameter with a cylinder gauge, to calculate the clearance. If the clearance is over the replacing limit, replace the bush with a new one.
Cylinder Head and Valves
Inspection, Maintenance, and Assembly of Rocker Arm Device
Nom. size Standard Replacing clearance (mm) limit (mm)
D = $ 5 0 d=0.05- 0.14
*Bush press-titting force : 14.7- 27.5 kN {1500- 2800 kgf) 1
(3) Inspect the individual parts on the following points: a Contact conditions of me valve retainer tee
and valve retainer guide a @ Bend, scratch on the end surface, and
abnormal contact of the push rod @ a Scratch and abnormal contact on the contact
areas "A" and "8" with the valve @ Scratch, abnormal contact, and wear of the
valve relainer tee a, rocker arm metal fitting cap 0, and rocker arm screw @
3-4.5 Assembly of Rocker Arm Device
(1) Assemble the rocker arm device assembly. Pass the intake and exhaust rocker arm through the rocker arm shaft, and attach a snap ring.
(2) Insert the valve retainer tee into the valve retainer guide.
(3) Mount the rocker arm device on the cylinder head.
(4) After assembling, adjust the valve end clearance. ( a: "Operation" 5-4.1(2) "Adjusting Rocker Arm ~leara;lce")
Clearance of Rocker Arm Shafl Bush
Inspection of Bush Rod
Presence ol scratch. and contact conditions
-
-
Presence ol bending
Presence of scratch, and contact conditions
Cylinder Head and Valves
3-5 lndicator and Safety Valves
3-5.1 General Construction
The indicator valve and the cylinder safety valve are incorporated in the same valve body. The indicator valve screw is of "left hand screw", and the valve is opened and closed by the handle in the directions as shown in the figure. For the pressure measuring procedure, refer to the separate manual of the "Operation". ( : "Operation" 5-3.1)
I lndicator and safety valve assy. : 1.7kg 1
3-5.2 Replacing, Consumables, Implements, and Measuring Instruments
(1) Replacing Consumables Replace the following parts with new ones: ( QJ : "Parts List") a Circular gasket 3-19 No.A506, A507-1
No.A507-2 a Straight pin 3-1 9 No.A504
(2) Implements and Measuring lnstruments a General tools and measuring instruments
( a : 2-2) Safety valve testing implements
@Hydraulic pump @ Safety valve test joint @ High-pressure hose
Opening and Closing of lndicator Valve
I Salely valve
@ Safety Valve Testing Implement
3-5.3 Disassembly o f lndicator and Safety Valves
The indicator and safety valve are extremely ho! during operation. If it may be touched with naked hands during operation or immediately after the stop, a burn may be caused. Conduct the maintenance work after the indicator and salety valves are cooled down sufficiently.
ITEM
5-3 DK-20
(1) Removal o f lndicator and Safety Valve Assembly Disconnect the flange mounting nut @, and remove the indicator and safety valve assembly from the cylinder head.
Cylinder Head and Valves
Disassembly of Indicator and Safety Valves
(2) Disassembly of Safety Valve a) Remove the safety valve (independent assy.)
@from the indicator valve body. b) Loosen lock nut @ and adjusting screw @.
Respectively provide the lock nut, adjusting screw, and spring retainer @ with the matchmarks for the sake of convenience When reassembling.
c) Loosen and disconnect the spring retainer.
When the spring retainer is taken out while the spring is in compressed state, the spring will jump out causing a hazard. Gradually loosen the spring retainer, and remove it after confirming that the spring compression is eliminated.
(3) Disassembly of lndicator Valve a) Take out hex. Plug @. b) Extract the straight pin @, and remove the
indicator valve nut @ from the indicator valve
0. c ) Extract the indicator valve using a screwdriver
'0
lndicator and Safety Valves
The threaded part of the indicator valve @ is of "left-handed screw", and the extracting direction is clockwise as viewed from the side of the hexagonal plug.
Cylinder Head and Valves lndicator and Safety Valve: Inspection and MaintenancelAssembly and AdjustmentlMounting
3-5.4 lnspection and Maintenance of lndicator and Safety Valves
(1) Wash all the disassembled parts using washing oil to eliminate stains such as carbon.
(2) lnspection and maintenance of safety valve a) Check the safety valve outer periphery and
seat for the marks of abnormal contact, scratch and sticking.
b) If scratch or sticking is found, correct the faulty areas with oil stone, and apply compound to the seat to perform the facing-up.
(3) lnspection and maintenance of indicator valve a) Check the indicator valve seat for scratch or
one-sided contact. b) When scratch is found, correct it using an oil
stone and apply compound to the seat to perform the facing-up.
(4) Check the spring for abnormal contact or scratch, and when scratch is found, replace the spring with a new one.
3-5.5 Assembly and Adjustment of Safety Valve
(1) Assembly of safety valve (independent assy.) Insert the valve and the spring into the safety valve body after facing-up, and assemble the lock nut and the adjusting screw to them.
(2) Adjustment of Safety Valve Adjust the valve opening pressure according to the following procedure: a) Mount the safety valve test joint on the safety
valve, and connect them to the hydraulic pump using a high-pressure pipe.
b) Screw the adjusting screw up to the matchmark position using a hex. rod spanner.
c) Operate the hydraulic pump lever to increase the pressure, and read the valve opening pressure.
d) Turn the adjusting screw, and adjust the valve opening pressure.
When the spring is replaced with a new one, set the value about 10% higher than the above value by taking into consideration the initial fatigue.
e) Fix the adjusting screw by tightening the lock nut.
3-5.6 Assembly and Mounting of lndicator and Safety Valve
(1) Assemble the indicator and safety valve assembly in the reverse order of the disassembling procedure. When assembling, replace the straight pins of indicator valve with new ones, and fix them to the indicator nut by caulking the three places on the both sides respectively.
(2) Blow air to the mounting surface of the cylinder head to clean there, and mount the indicator and safety valve assembly while placing the circular gasket @ between them.
(3) Apply the lubricating agent "MOLYKOTE 1000 spray type" to the threaded part of the mounting nut, and tighten the nut after adjusting the direction, so that the indicator valve will not protrude from the cylinder side surface.
Specifled torque: 59 N.m (6.0 kgfm)
Tighten the nuts alternately and uniformly. Uneven tightening causes the leaks o f gases.
/ Safety valve
Safety Valve Testing Procedure
Cylinder Head and Valves I I CM I Nozzle Holder Guide : CoolingIFitting 1 DK-20 16.2,6.3 1
(4) Put the entire nozzle holder guide into liquid nitrogen just as in the state of Figure 2. Cool it down until the air bubble, that generates when cooling down, completely disappears. (Required time: about 2 minutes)
(5) Install the nozzle holder as shown in Figure 3,
and remove the tool 4 by hammering with a wooden hammer. At this tirne, do not remove the tool 5. Place a wood, cloth, or the like beneath the tool 4.
3-6.3 Fitting of the nozzle holder guide
<Fitting procedure> (1) Wipe off dust, etc. on the seating face and
fitting part of the cylinder head with a waste cloth or the like.
(2) Apply silicone paste to the specified places in circumferential manner. (It can be applied easily if a brush or the like is used.) At this tirne, do not block the cooling water hole inside the cylinder head with silicone paste.
(3) Apply LOCK-TIGHT 648 to the fitting part of the cylinder head. X B e m i n d e d t o p e r f o r m t h e work o f the
above Item 1 - 3 before cool ing down the n o u l e holder guide.
(4) install the tool 3 to the nozzle holder guide in the state that the tool 5 is still attached, and fit in the cylinder head by hammering. When fitting in, be sufficiently careful so that the nozzle holder guide should not be hammered in the state that it is tilted. Further, continue hammering until the nozzle holder guide strikes the seating face. Be careful because the fitting-in of the nozzle holder guide will be difficult unless this work is rapidly perlormed.
(5) Remove the tool 3 and 5. (6) Install the snap ring to the specified place.
Silicone paste applied part- Snap ring installing position
I \ Fining part and Cooling \ i oo l 3
sealing face water hole Nozzle holder guide
Nozzle holder guide fitting-in procedure
4. Piston and Connecting Rod
DK.20
4-1 General Construction
- Piston and Connecting Rod
General Construction
The connecting rod is of carbon steel die forging with the large end part being horizontal 3-division
type. This structure allows the extraction of the piston without disassembling the bearing part of the crank pin shaft.
The large end divided surlaces (serrated) and trunk part divided surfaces are angularly fastened rigidly with 4 bolts @ and @, respectively. Crank pin shell is made of aluminum alloy of high
wear resistance. Piston pin is of full floating type, and held with the snap ring. Further, the piston pin push is stepped so as to allow a wide bearing area on the side. where explosive force works. The piston is an assembly ol the ductile integral cast iron product, and special coating is applied to the outer periphery of the skirt.
The piston cooling lubricating oil reaches from the crankshaft to the cooling cavity in the piston, via
p is ton pin, through the dr i l led holes in the connecting rod trunk part. The piston rings consist of the 3 compression rings and 2 oil rings. I n the heavy fuel oil specifications, induction
hardening is conducted to the top and second ring grooves to improve wear resistance.
Piston connecting rod assy. : 73 k g Piston: 18.6 k g Piston pin: 6.8 k g Connecting rod assy. : 46 k g Crank pin bolt: 2 k g
bush
Piston and Connecting Rod
Piston
Clamp ring
Piston pin
Piston and Piston Pin
4-2 Replacing Consumables, Implements, and ~ e a s u r i n ~ lnstruments
Piston and Connecting Rod - Replacing Consurnables,lmplemens, and Measuring Instruments
(1) Replacing Consumables None
DK-20
(2) Implementsand Measurlng lnstruments @ General tools and measuring instruments
( Q : 2-2) @Piston insettion frame @ Protection ring extracting implement @ Metal cap fitting and disengaging implement
(option) @Cylinder liner position gauge @Cylinder bore gauge 200 - 225 a Piston suspending implement (option) @ Piston Insertion Frame
@I Protection Ring Extracting Implement @ Metal Cap Flttlng and Dlsengaglnglmplemen
a Cyllnder Head Suspending Implement @ Cylinder Bore Gauge
a Piston Suspending Implement
4-3 Disassembly of Piston and Connecting Rod
4-3.1 Extraction of Piston
Extract the piston after removing the cylinder head. ( m: 3-1.3 "Removal of Cylinder Head") I n the case of piston extraction only, it is not necessary to disassemble the large end part, and conduct the extraction work by separating the large
DK-20
end part from the small end trunk part
Piston and Connecting Rod
Extraction of Piston
1
If the crankshaft has turned when handling the parts located in the crank chamber when extracting the piston, it will cause serious accidents resulting form entanglement and it will be very dangerous. Therefore, be sure to conduct turning after exchanging the signs with coworkers, and do not fail to put the flywheel turning device in the "disengage" position, except when the engine is turned.
(Piston extraction procedure) (1) Take off the cover on the engine frame side on
the both sides of the cylinder to be overhauled, and place the piston to the position of about 50' before the top dead center.
(2) Place waste cloth on the piston upper surlace to facilitate easy removal of carbon.
(3) Remove the carbons deposited on the upper areas of the protection ring @ and cylinder liner @with sandpaper or the like.
(4) Extract the protection ring located in the upper area of the cylinder liner using the protection ring extracting implement @. a) Spray penetrating lubricant to the proteclion
ring outer periphery before starling the work, to facilitate easy removal of the protection ring.
b) When extracting the protection ring, gradually extract it while lightly striking the lower surlace of the extracting implement with a plastic hammer.
(5) Remove the carbon deposited in the piston suspending threaded hole using a tap (MIOX 1.5).
(6) Turn the crankshaft, and place the piston to be released in the position of 120' before the bottom dead center.
Extraction of Protection Ring
Removal of Carbon from the Threaded Hole for Suspension
Piston and Connecting Rod
Extraction of Piston --
If the big end of the connecting rod of the cylinder that has been disassembled turns during turning operation, it may get into contact with the frame and may be damaged. Slowly turn the crankshaft, taking care that the big end does not turn.
(7 ) Remove the rotation-stopping wire of the connecting rod joint bolt @, and loosen the joint bolt to extract it.
(8) Mount the eye bolt MI0 (for piston suspension) on the upper surface of the piston, suspend it with the wire rope and chain block, and then extract the is ton.
Securely tighten the suspending eye bolt down to the seat surface. Unless securely tightened to the seat surface, it causes distortion or breakage of the metal fitting (eye bolt), and is very dangerous.
When suspending the piston, be careful so that the cylinder liner may not be damaged being struck by the connecting rod.
(9) Fit a cover on the cylinder liner after extracting the piston, s o that no foreign matters may infiltrate in the engine.
(10) Place the piston in the specified place with its combustion surface facing downward.
(11) Lightly suspend the connecting rod, and remove the clamp ring @ on one side of the piston pin @ using a snap ring pliers.
(12) Extract the piston pin, and remove the piston from the connecting rod.
(13) Remove the piston ring and oil ring
a Since the periphery of each ring is edged sharply after a long-time operation of the engine, be sure to wear safety gloves and take care not to suf fer injuries when disassembling the engine.
Extraction 01 Piston
Cylinder liner cove!
Extraction of Piston Pin
4-3.2 Disassembly of Connecting Rod Large End Part
DK-20
Disassemble the connecting rod large end part when the crank pin shell @ or crank pin bolt @ is inspected or replaced. When only extraction of the piston is intended, disassembly of the connecting rod large end part is not required. When only inspection of the crank pin shell is intended, the connecting rod large end part can be disassembled with the piston being suspended, and without removing the cylinder head. (1) Remove the connecting rod joint bolt @, and
suspend the piston and connecting rod small end side. (Piston extracted or piston suspended)
(2) Turn the crankshatt, and mount the metal cap fitting and disengaging implement @, so that the large end part is facing sideways.
(3) Remove the rotation-stopping wire of the crank pin bolt @, and disconnect the bolt using the socket and extension bar.
(4) Take the top and bottom of the large end part out of the right and left inspection windows respectively.
(5) Remove the crank pin shell @ from the large end parl. Place wooden piece against the claw side of the bearing shell and strike it lightly. Then, the bearing shell can be removed easily.
(6) Mark the disassembled shells with the cylinder numbers and ID marks, so that the upper and lower shells can be distinguished from each other.
Piston and Connecting Rod
Disassembly of Connecting Rod Large End Part
(Disassembly of the large end parl by suspending the piston) a) Turn the crankshaft, and place the crank pin of
cylinder to be inspected in the position where the crank pin bolt can be disassembled.
b) Remove the fuel oil high-pressure joint and inlet connector, and extract the fuel oil injection valve.
c) Insert the piston suspending bolt into the mounting hole of the fuel oil injection valve, screw it into the threaded hole of the upper part of the piston, and then fix it.
d) Loosen the crank pin bolt, and remove the large end cap.
e) Turn the crankshaft, and remove the upper shell.
Disassembly of Connecting Rod Large End Part
Piston Suspending Procedure
4-4 lnspection and Maintenance of Piston and Connecting Rod
Piston and Connecting Rod
Inspection and Maintenance of Piston
4-4.1 lnspection and Maintenance of Piston
D K-20 ITEM 4. 1
Since the items mentioned in this section will be the parts to which NOx Technical Code
I shall be applied, when replacing any of these
I parts, be sure to use the parts provided with the identification marks. (a: 0-3 "Engine Conforming to NOx Technical Code.")
(I) lnspection of individual parts Inspect the individual parls of the pislon, and record the conditions. @ Conditions of the carbon deposited on the
piston, and the lubricating conditions @ Scratch and abnormal contact of the sliding
areas @ Sticking of the piston ring, and conditions of
chrome plating @ Conditions of the carbon sludge deposited on
the piston underside. @ Abnormal contact of the piston pin and pin
lnspection o f Piston
Color check
boss inner surface @Abnormal contact of the connecting rod small
end of the piston pin boss (2) Eliminate the carbon deposited on the upper
part of the piston with a sandpaper of fine mesh.
Since special coating is applied to the piston skirt area, do not use sandpaper on the parts.
lnspection and Maintenance of Piston Parts (3) Clean the piston and the piston ring using
washing oil. (4) Clean the piston combustion surlace carefully,
and perform thorough inspections for crack by means of color check.
(5) Blow air to the oil hole of piston pin, and clean the inside of the hole.
(6) Measurement of dimensions Measure the dimensions of individual parts, and record the results. Calculate the clearance based on the results of measurement, and replace the parts with the new ones, if the clearance is exceeding the replacing limit. a) Piston outer diameter
Measure the four places of the piston outer diameter using an outer micrometer, and record the results. Calculate the clearance based on the results of the measurement of the cylinder liner inner diameter. (a: 5-3 "lnspection of the Inside Surface of Cylinder Liner")
DK-20
Nom. size Standard Replacing (mm) clearance (mm) limit (mm)
A=200 a ~0.66-0.76 B=200 b =0.12-0.21 C1 =ZOO c i =0.10-0.19 0.4 C2=200 c2 =0.10-0.19 0.4
Piston and Connecting Rod lnspection and Maintenance of Pistonllnspection and Maintenance of Ring
b) Piston pin and piston pin boss Measure the piston pin outer diameter and the piston pin boss inner diameter, and replace the one with larger wear.
Nom. size Standard Replacing (mm) clearance (mm) limit (mm)
A = $ 9 0 a=0.04-0.08 0.15
4-4.2 lnspection and Maintenance of Ring
(1) Eliminate the carbon deposited on the piston rings and oil rings, and wash the rings using washing oil.
(2) Since hard-chrome plating is applied to the sliding surlaces of the rings, in case that the ring surface is exposed due to wear of the plated layers, or the defects such as crack are found, replace the ring with a new one, even when it is still within the specified replacing period.
Clearance between Piston and Liner
Clearance between Piston Pin and Pin Boss
'3
Piston and Connecting Rod
Inspection and Maintenance of Ring
(3) Measure the end clearance of ring. Measurement of the end clearance using a new cylinder liner is advisable.
Standard clearance Replacing limit
(mm) (mm) C I = 1.50-1.70 2.5 C2 = 0.90-1.10 1.5 C3 = 0.75-0.95 1.5 C4 = 1.05-1.25 2.0 Cs = 1.05-1.25 2.0
c2 Piston ring
limit, replace the ring with a new one
-
Norn. size Standard Replacing (mm) clearance (mrn) limit (mm) A1 = 5 81 = 0.13-0.17 0.3 A2 = 5 8 2 = 0.09-0.13 0.3 A3 = 5 8 3 = 0.08-0.12 0.3 A4 = 7 84 = 0.04-0.08 0.2 As = 7 8 s = 0.04-0.08 0.2
I A1 1st.
i A2 2nd. Piston ring
A3 3rd. 1 A4 Oil ring (upper): wilh coil
@When wear of the piston ring groove width is so excessive, as to require replacement with an oversize ring, consult our Service Department.
(4) Measure the width of the piston ring and oil i A5 Oil ring (lower): with coil
ring, and also measure the piston ring groove width, and if the clearance is over the replacing -T& oil ring (upper)
1 e h . r i g periphery is edged sharply after a 1 long-time N n of the engine. Therefore, when disassembling the engine, be sure to wear safety gloves to prevent injuries.
Even when the wear of the ring is within the permissible value, replace it with a new one at every periodical inspection wi th the interval of 8000-12000 hours (2-3 years).
Piston Ring and Oil Ring
4-4.3 lnspection and Maintenance o f Connec t ing Rod
(1) Inspect the connecting rod on the following points, record the results, and repair or replace whenever a defect is found. @Contact conditions of the small end part piston
pin bush @ and loosening or positional deviation of the bush fitting area
@ Scratch and fretting on the joint surface of the trunk part and large end part
@ Dent or peel of the threaded areas and seat surfaces of the connecting rod joint bolt and crank pin bolt
@ Conditions of the serrated area.....Wear and fretting
(2) Clean the serrated area, and inspect the area for scratch by means of color check.
(3) Blow air to the oil hole and nozzle @ that is running through the trunk part, and clean the parts.
(4) Measure the piston pin bush inner diameter, calculate the clearance by combining it with the results of measurement of the piston pin outer diameter, and replace the piston bush with a new one, in case that the wear is exceeding the replacing limit.
DK-20
Nom. size Standard Replacing (mm) clearance (mm) limit (mm)
A= $90 a=0.09-0.16 0.3
Piston and Connecting Rod
Inspection and Maintenance of Connecting Rod -
lnspection and Maintenance of Connecting Rod
(Bush replacing method) a) Take out the bush by striking with a press or
hammer. b) Insert a new bush by pressing or cold-fitting
after confining the oil hole position of the bush.
I <In case of pressing> Press-fitting force of bush : 8.8-44.1 kN
1900-4500 kgfl < In case of cold-fitting> Immerse the bush in liquid nitrogen, and take out the bush when bubbles disappear (in 5 to 10 minutes), and then insert it. m
( 5 ) Confirm the tightening torque and matchmarks I \ I I I
of the connecting joint bolt and crank pin bolt. Piston Pin Bush Clearance
Piston and Connecting Rod
. lnspection and Maintenance of Connecting RocUlnspection and Maintenance of Shell
Connecting joint bolt and crank pin may produce deviation in the relative position of the bolt and body due to becoming accustomed after a long period of operation, and therefore in such a case, be minded to renew the matchmark on the bolt side.
( : 4-4.5 ""A Mark Notching Procedure") (6) Measure and record the inner diameter of the
large end housing in the state that the connecting rod is independently assembled (the state that the large end part and trunk part are assembled without the shells, and the connecting joint bolt and crank pin bolt are tightened with the specified value), and inspect if there is any distortion of the shape.
( : 4-5 'Assembly of Piston and Connecting Rod')
4-4.4 lnspection and Maintenance of Crank Pin Shell
(1) Inspect if there is no fretting on the crank pin shell rear surface and the joint surface, and also inspect the inner surface for the seizure mark, peel, cavitation, or any imbedded foreign matters. When such defects are of light degree, repair the crank pin shell using an oil stone. -
The shell is the thin-wall finished metal, and is provided with appropriate interference (cmsh) and tension so as to closely fit to the housing surface. Therefore, do not correct the rear surface and joint surfaces with a file or scraper.
(2) Wash the shell, and measure the thickness of the shell using a spherical micrometer, and record the results.
(3) Calculate the clearance from the measurement results of the inner diameter of the large end housing, thickness of the shell: and diameter of the crank pin. If the result is over the replacing limit, replace the shell with a new one.
Nom. size Standard Replacing clearance (mm) limit (rnm) a=o.to-0.19
- 1) Be sure to replace the shell as one set of a
pair of the upper shell and the lower one. 2) When the shell is used for a long time, it
shows reduction of th'e tension and hardening of its surlace, resulting in crack or peel of the shell, even i f the wear is, withi &-allowance value. Therefore, 9 replacelhe sh11 with a new one after use for 20.000 hr (4ho 5 years).
I' ' .
Check for peeling, cavitation, and fore~gn rnaners. .
. dheck for fretiing-and seizure.A
lnspection of Crank Pin Shell
Connecting rod large end
Crank Pin Shell Clearance
4-4.5 Replacement of Connecting Rod Bolt
Be minded to replace the crank pin bolt and connecting rod joint bolt every 16,000 to 24,000 hrs (4 to 5 years), even when the appearance problem is not found.
(Bolt replacing procedure) (1) Use the red lead or blue paint lead to check the
contact of the bolt head seat surface, and correct the seat surface of the connecting rod, in case that there is any fault or problem.
(2) Stamp the identification number of the engine to be replaced, the cylinder number, and the bolt number on the head part of a new bolt.
(3) Apply the lubricating agent (MOLYKOTE 1000
spray type) on the threaded part and seat surface of the bolt, and repeat loosening and tightening 2 to 3 times using a torque wrench, with B-mark equivalent torque, so as to make the parts to be accustomed.
(B-mark equivalent torque) Connecting rod Joint bolt:
255N.m (26 kgf,ml Crank pin bolt: 392N.m (40 kgf.ml
(4) Notch the A-mark on the following procedure: a) Apply the lubricating agent on the threaded
area and seat surface of the bolt.
7/\ 1) Use of the lubricating agents of different
brands causes difference in the bolt axial tension. Therefore, be sure to use the lubricating agent "MOLYKOTE 1000 spray type" (genuine parts).
2) MOLYKOTE brings about changes in the frictional force after drying. Therefore, quickly tighten the bolts after spraying before it dries.
Bolt side matchmark Body side matchmark
B mark A-torque
Rotating angle
Angular Tightening Matchmark
Engine identilication number
\ /Bo"number
When replacing the bolt, be sure to notch the same number as that of the old bolt.
Bolt Identification Mark
Application of Lubricating Agent
Piston and Connecting Rod ITEM
Replacement of Connecting Rod Bolt IDK-20 1 4.51
b) Tighten the bolt using a torque wrench with A- I
torque in the following order:
A-torque Connectlng rod lolnt bolt:
98 N.m { lo kgf.m) Crank pin bolt: 196 N.m (20 l(gf.m) Tightening order: 1-4-2-3-1
c) Notch the "A' mark on the bolt.
u When renew the notching of "A' mark, be minded to clearly notch the new "A' mark after erasing the old mark, so that the new mark may not be mistaken with the old mark when reassembling.
~mbo&ed seat
Bolt Tightening Order
4-5 Assembly of Piston and Connecting Rod
DK-20
4-5.1 Assembly of Connecting Rod Large End Part
Piston and Connecting Rod -
Assembly of Connecting Rod Large End Part
(1) Clean all the parts using washing oil and blow air to the threaded holes before assembly.
(2) Cleanly wipe ofi the dirt and oil accumulated on the inside surface of the large end part housing and the rear surface of the shell.
Do not apply lubricating oil or grease to the rear surface of the shell. Inclusion of oil will cause the reduction of adhesion.
(3) Adjust the position of the shell claw to the groove of the large end part housing, and mount it so that the shell may be positioned at the center of the large end part housing.
(4) Strike the shell at its center with hand to fit the shell tightly to the housing.
( 5 ) Cleanly wipe the crank pin area, and apply lubricating oil to the inner surface of the shell.
(6) Assemble the large end shell cap using the shell cap fitting and disengaging implement from both sides i n the same procedure of the disassembling, with enough care so as not to scratch the crank pin. -
Be sure to install the connecting rod large end part after matching the cylinder number, so that the embossed seat may be in the position directed toward the front side of the engine.
Connecting rod 'Bolt number
Embossed seat
1 Crank pin bolt
Bolt number
I Assembly of Connecting Rod Large End Part
(7) Apply the lubricating agent (MOLYKOTE 1000 spray type) o n the threaded area and seat surface of the crank pin bolt, and screw the bolt down to the bottom surface.
Since the bolt number is notched on the bolt, be minded to mount the bolt in the original posit ion without fai l , no t mistaking the assembling position.
Piston and Connecting Rod
Assembly of Connecting Rod Large End Part
(8) Angularly tighten the crank pin bolt on the following procedure, using the socket, extension bar, and torque wrench:
a) Evenly tighten the bolt with A-torque, according to the tightening order as shown in the figure on the right.
b) Confirm that the A mark of the bolt and the A mark of the seat surface is matched.
In case that A marks are not matched, renew
c) Angularly tighten the bolt down to the B mark in the order of 1-4-2-3-1.
A-torque : 196N.m (20 kgf.m) Augular tightening (B mark) : +40° (B mark equivalent torque :
392 N.m (40 kgf.m)
If the tightening of bolt is insufficient, it will not only damage the bearing shell and large end part serration, but also incur serious accidents such as the breakage of bolt, and therefore be minded to securely tighten the bolt.
(9) Confirm that the matchmark of the bolt is tightened down to the B mark position of the large end part, and then conduct the rotation stoppage.]
(10) Manually turn the large end part, and confirm that it rotates lightly.
/ Embossed seat
Bolt Tightening Order
Boll side rnalchrnark Body side rnalchmark \ A
Matchmark Matching Procedure
4-5.2 Assembly of Piston and Connecting Rod
< ,
(1) Wash all the parts and blow air to them before assembling the piston.
(2) Assemble the piston and the connecting rod. a) Insert the connecting rod small end into the
piston, placing the combustion surlace of the piston facing downward, while matching the embossed seat of the connecting rod lower part and " F markof the piston combustion surface.
DK-20
Confirm that the discrimination numbers of the large end part and the small end part are identical.
Piston and Connecting Rod
Assembly of Piston and Connecting Rod
b) Apply lubricating oil to the piston pin outer periphery and piston pin boss inside area, lightly suspend the connecting rod, and then inseri the piston pin.
c) Fit the piston pin stopper ring into the groove using a snap ring pliers.
(3) Fit the piston insertion frame into the cylinder liner upper part.
(4) Turn the crankshaft to place the crank pin at the bottom dead center position.
(5) Mount the suspension metal fitting (eye bolt) on the piston upper part, and suspend the piston and the connecting rod part.
(6) Assemble the piston ring. Assemble the piston r ing in the position as shown in the figure, with the manufacturing mark facing upward (toward the combustion chamber side) so as to ensure the correct assembling position.
(7) Assemble the oil ring. a) Entangle the coi l in to the piston oi l ring
groove, and insert the coil joint. b) Assembly the oil ring so that the coil joint
comes on ihe opposite side of the ring joint (8) Deviate the positions of each ring by go0, so
that the piston ring and oil ring joint may'not be o n a straight line.
(9) Sufficiently apply lubricating oil to the piston, piston ring, oil ring, piston insertion frame, and cylinder liner.
Embossed seal
Assembly of Piston and Connecting Rod
Ring end. \ I Ring end,
Manufacturing mark notched posilion
Piston
Third ring 7,- j
Piston and Connecting Rod
Assembly of Piston and Connecting Rod
(10) Check the cylinder number, insert the piston into the cylinder liner, so that 'F" mark on the piston top sutiace and the embossed seat of the connecting rod face toward the engine front side, and then align the knock of the large end part and trunk part after slowly lowering the piston. -
When assembling the piston to the cylinder liner, it is advisable to lightly strike the piston periphery with a plastic hammer, since it facilitates easy lowering of the piston. In case that the piston is fitted too tightly, do not dare to forcibly lower the piston, but once suspend the piston and then try to insert the piston again.
(11) Apply the lubricating agent (MOLYKOTE 1000 spray type) on the threaded area and seat surface of the connecting rod, and assemble the rod into the position of the discrimination number.
(12) Augularly tighten the connecting rod joint bolt on the following procedure:
(Bolt tightening procedure) a) Evenly tighten the bolt with the A-torque
according to the tightening order as shown in the figure on the right.
b) Confirm that A mark of the bolt and A mark of the seat surface are matched.
In case that A marks are not matched, renew the marking according to the procedure of 4-4.5
c ) Angularly tighten the bolt down to B mark in the order of 1-4-2-3-1.
A-torque: 98 N.rn {lOkgf.m) Angular tightening (B mark) : f20" (B mark equivalent torque :
255 N.m (26 kgf.m)
(13) Confirm that side motion is seen in the connecting rod large end part, and conduct the rotation stoppage by wiring if there is no abnormality.
Insertion of Piston
/ Embossed seat
Bolt Tighteni'ng Order
Confirmation of Side Motion
mark mark
(14) Manually insert the,protection ring into the cylinder liner, making the notched mark "US"
side facing upward, and taking care not to tilt the ring.
DK-20
When the piston and the connecting rod are disassembled, be sure to conduct a test run of the engine after restoration, to sufficiently check that they are free from problems through touching and the like. Then, enter into the normal operation.
Piston and Connecting Rod Assembly of Piston and Connecting RodIConfirmation of Bolt Tightening Force and Retightening
4-5.3 Confirmation and Retightening of . Connecting Rod Bolt Tightening Force
Confirm the tightening conditions of the crank pin bolt and connecting rod joint bolt taking into consideration the initial running-in, and check and retighten these bolts within 3,000 hr after the initial operation or the replacement of the bolts. Afterwards also, be minded to periodically check the tightening force within every 6,000 hours.
(Tightening confirmation and retightening procedure) (1) Turn the crankshaft to place the crank pin of
the cylinder, which is to be inspected, in the position where the crank pin rod or connecting rod joint bolt can be inspected.
(2) Remove the rotation stopper wire ring. (3) Tighten the bolt after setting the torque wrench
to the B mark equivalent torque. If the bolt does not turn, the tightening force is normal.
(4) In case that the bolt is turned, once loosen the bolt, and conduct the angular tightening after renewing the A mark again. (a : 4-4.5 " A Mark Notching Procedure")
I I Protection ring Notched mark 'US'
Insertion of Protection Ring
-.._I
Tightening Confirmation of Crank Pin Bolt
B mark equlvalent torque 0 Crank pin bolt : 392 N.m (40 kgf.m)
Connecting rod joint bolt : 255 N,m {26 kgf,m)
Tightening Confirmatlon of Connecting Rod Joint Bolt
\ - Piston and Connecting Rod
Memo ITEM
D K-20
5. Engine Frame and Cylinder Liner
hq?-
5-1 General Construction
ITEM
1, 2 DK-20
The engine frame is ol a suspension shell structure made of cast steel, and has sufficient rigidity against the explosion pressure. The main bearing part is hydraulically lastened securely with the main bearing bolts and side bolts
Engine Frame and Cylinder Liner General ConstructionlReplacing Consurnables, Implements, and Measuring Instruments
of large diameters. The air-intake passage, cooling water passage. and lubricating oil passage are incorporated in the engine frame to minimize external piping. The cylinder liner upper area is provided with the thin-wall liner protection ring, for the sake of preventing the accumulation of carbon sludge. The engine frame and the cylinder liner are tightly sealed with O-rings at both the top and bottom part.
Cylinder liner : 67 kg
5-2 Replacing Consumables, Implements, and Measuring Instruments
(1) Replacing Consumables ( a : "Parts List")
O-ring 3-12 N0.9. 501
(2) Implements and Measuring lnstruments General tools and measuring instruments (Q: 2-2)
@ Cylinder liner fitting and disengaging implement
@ Fitting and disengaging implement-1 @ Fitting and disengaging implement-2 @ Fitting and disengaging implement-3 @ Nut
@Cylinder bore gauge (200 - 225 mm) @Cylinder line position gauge
@ Cylinder Liner Fitting and Disengaging Implement
@ Cylinder Liner Bore Gauge
@ Cylinder Liner Positlon Gauge
5-3 lnspection and Maintenance of Cylinder Liner lnner Surface
- Engine Frame and Cylinder Liner
Inspection and Maintenance of Cylinder Liner lnner Surface
Conduct the inspection and maintenance of the cylinder liner (hereafter to be referred as liner) inner surface in the state that the cylinder liner is assembled in the engine frame, after overhauling the cylinder head and piston.
( a: 3-1.3 "Removal of Cylinder Head") ( a : 4-3.1 "Extraction of Piston")
DK-20
(1) Visual lnspection a) Observe the condit ions of the carbon
deposited on the cylinder liner inner surface. b) Remove the carbon, and check the inner
surface for scratch, scuffing, blow-by mark, and corrosion.
(2) Measure the cylinder liner inner diameter. Mount the liner position gauge @ in the state that the cylinder liner is assembled in the engine frame, measure the inner diameter with the cylinder bore gauge 0, and record the results.
Nom. size Replacing limit Correction limit (mm) (mm) (mm)
D= d 200 1 .O Uneven wear: 0.3
(3) Measure the protection ring thickness with a spherical micrometer, and record the results.
Nom. size (mm) Replacing limit (mm) a = 8.7 - 0.25 -
Wear of the cylinder liner and protection ring inner diameters depends on the quality of the fuel oil used, control of lubricating oil, and cooling water temperature. Progress of wear causes problems such as blow-by and increase in the consumption ol lubricating oil, and therefore when the parls reach or come close to the use limit, be minded to replace them in an earlier stage.
Measurement of Cylinder Liner lnner Dlameter
Measurement of Protection Ring Thlckness
(4) Dressing (de-glazing) of cylinder liner When the piston ring is replaced, or the cylinder l iner inner surface is in the mirror surface condition, dress the inner surface. Conduct the dressing with sandpaper or by
ITEM
3, 4 DK-20
honing. a) Polish the surface with sandpaper (#80) in the
circumferential direction, so that the surface may be marked with the sandpaper mesh.
b ) In the case of dressing by honing, correct the uneven wear, and conduct honing, so that the surface may be 5 to 10p Rz at the cross-hatch angle of 40".
c) After the end of honing, measure the inner diameter, and confirm that the inner diameter-
Engine Frame and Cylinder Liner Inspection and Maintenance of Cylinder Liner Inner SurfacelExtraction of ~ i n e r
is within the replacing limit
5-4 Extraction of Cylinder Liner
Extract the cyl inder l iner after removing the cylinder head and piston. (a : 3-1.3 "Removal of Cylinder Head") (a : 4-3.1 "Extraction of Piston") (1) Before extracting the cylinder liner, confirm that
water in the cylinder jacket is drained completely. (2) Receive dirt, foreign matters, water droplets,
etc. on a vinyl sheet or the like, so that they may not drop on the oil pan.
(3) Extract the cylinder liner in the following procedure: a) Insert the l iner f i t t ing and disengaging
implement @-@ into the cylinder, making the head bolt as the guide.
b) Mount the implement-2 0-@ to the implement- 1, and screw the implement until it hits against the liner lower end surface.
c) Turn the nut @-a, and pull up the liner until the O-ring of the liner lower part is completely extracted out of the engine frame.
d) Tighten the nut @-a, and completely fix the cylinder liner using the implement-2 @-a and the implement-3 @-@.
e) Pass the wire rope around the liner fitting and disengaging implement-1 @@, and suspend it.
f ) Remove the liner fitting and disengaging implement.
(4) Remove the O-ring.
It is possible to conduct honing processing in the state that the cylinder liner is assembled in the engine frame by using a special honing machine. As for the details, consult the Service
Department of Daihatsu Diesel Manufacturing Co., Ltd.
Extraction o l Cylinder Liner
5-5 lnspection and Maintenance of Cylinder Liner Outer periphery and Engine Frame Jacket
Engine Frame and Cylinder Liner
lnspection and Maintenance of Cylinder Liner Outer Periphery and Engine Frame Jacket
(1) Remove the scale o r si l icone rubber accumulated on the liner outer periphery using a wire brush or the like.
(2) Subject flange fillet " A to the color check, and inspect if there is any crack.
(3) lnspect the cylinder liner outer periphery " C and engine frame jacket "U" for cavitation or corrosion. If the degree of the defect is minor, repair the faulty part using a repairing agent.
(4) lnspect the fitting areas "B" and "Dm, and the inserting area " E and "G" of the engine frame for
ITEM
DK-20 5
corrosion and fretting.
u In case of the corrosion or cavitation is found, the following possible reasons can be considered: 1) Cooling water rust preventive agent is not
effectively working. 2) Cooling water pressure is low. 3) Cooling water is mixed with air.
Conduct appropriate cooling water control in strict conformance with the Control Standard.
( 0: "Operation" 6-3 "Control of Cooling Water")
(5) If the anti-corrosion coating film of the cylinder liner outer periphery and the engine frame jacket is peeled off, conduct touchup painting.
Pale gray-brownish deposit is a film of the rust preventive agent that has been used. Therefore, do not remove it.
I
lnspection of Liner Outer Periphery
lnspection of Engine Frame Jacket
5-6 Mounting of Cylinder Liner
I
Mount the cylinder liner in the reverse order of the
dismounting procedure:
DK-20
(1) Clean the cylinder liner inner and outer surfaces, and O-ring grooves.
(2) Fit O-rings to the cylinder liner. (3) Apply silicone rubber on the flange part outer
periphery "H" of the liner upper part, and also apply it on the O-ring part upper side "I" of the liner lower part.
Engine Frame and Cylinder Liner
Mounting of Cylinder Liner
2) After silicone rubber is applied, assemble the cylinder liner at a little earlier timing before it dries.
(4) Mount the liner in the following procedure: a) Mount the liner f i t t ing and disengaging
implement to the liner. Tighten the nut @-a, and fix the liner using the implement-2 @@ and the implement-3 00.
b) Pass the wire rope around the liner fitting and disengaging implement-1 @@, suspend it by a chain block, and insert it into the engine frame. Matching the punch mark of the liner and the
notched line of the engine frame (between the 2 lines), and slowing lower the liner, taking care so as not to cut the O-ring. Swing the liner, and lower it down until it does not lower any more with its own weight.
c) Fix the implement-1 @-@ with the circular nut for head bolt.
d) Remove the nut @-a and the implement-3
00. e) Turn the nut @@anticlockwise direction, and
tighten it until the line is completely altached to the engine frame.
f ) Remove the liner fitting and disengaging implement @-a and @-@.
Circular nut @@ p@
Mounting of Cylinder Liner
Engine Frame and Cylinder Liner
Memo ITEM
DK-20
Main Bearing and Thrust Bearing
6. Main Bearing and Thrust Bearing
ITEM
1
6-1 General Construction Main bearing shell
The main bearings are of a suspension bearing Engine
shell structure with the main bear ing cap kame
hydraulically fastened rigidly by the main bearing bolt and the side bolts. The main bearing shells are made of aluminum
ide bolt alloy of high wear resistance, and the top and bottom bearing shell are positioned by means of
the claw. The main bearing lubricating oil will be supplied through the drilled holes of the engine frame from the upper bearing shell. The thrust bearings are made of aluminum alloy as same as in the case of the main bearing, mounted Main bearing cap
at the top and bottom on the both sides of the 1st wall located on the engine rear side, and forcibly lubricated through the drilled holes of the engine Main Bearing frame.
1 Main bearing cap : 33 kg I
DK-20
" Main bearing shell
Thrust Bearing
General Construction
6-2 Replacing Consumables, Implements, and Measuring lnstruments
k y o
(1) Replacing Consumables None
Main Bearing and Thrust Bearing
Replacing Consumables, Implements, and Measuring Instruments
(2) Implements and Measuring lnstruments @ General tools and measuring instruments
( a : 2-2) @ Main bearing top shell extracting implement
ITEM
DK-20 2
@ Hydraulic ram assy. @Hydraulic ram @Shell cap implement-1 @Shell cap implement-2 @ Bolt
@ Hydraulic ram receptor metal fitting @ Hydraulic jack and hydraulic pump for main
bearing @ Hydraulic jack @Jack stand @Jack handle @Hydraulic pump @ High-pressure hose a Terminal (4T) @Male coupler
@ Main Bearing Top Shell Extracting Implement
@ Hydraulic Ram assy.
@ Hydraulic Ram Receptor Metal Fitting
@ Hydraulic Jack and Hydraulic Pump
6-3 Main Bearing Shell
DK-20
F o r disassembly and inspection of the main bearing shell, the bearing shell can be extracted only by lowering the main bearing shell cap without removing it completely.
Main Bearing and Thrust Bearing
Disassembly of Main Bearing Shell
6-3.1 Disassembly of Main Bearing Shell
(1) Remove the covers of the both sides on the engine frame side of the cylinders at the front and rear of the main bearing to be disassembled, and set the crank pin on the working side to be horizontal on the opposite side.
(2) Disconnect the side bolt tightening nut using the hydraulic jack. (a : 2-4 "Hydraulic Jack Operating Method") a) Mount the jack stand 0-@ and hydraulic jack 0-@ on the side bolts on the both sides, and connect it to the hydraulic pump @-a using a high-pressure hose 8-@.
b) Operate the hydraulic pump lever to increase the oil pressure to the specified level, and loosen the nut using the jack handle 0-0.
Specified oil pressure: 69 MPa {700 kgf/crnz)
c ) Confirm the oil pressure to cause the nut to turn, and check the side bolts for loosening.
d) Remove the hydraulic jack and jack stand. e) Disconnect the side bolt tightening nut.
(3) Remove the main bearing cap tightening nut using the hydraulic jack. ( m: 2-4 "Hydraulic Jack Operating Method") a) Mount the jack stand 06 and hydraulic jack
@-@, and connect them to the hydraulic pump @@ using the high-pressure hose @-@.
b ) Operate the hydraulic pump to increase the oil pressure to the specified level, and use the jack handle 0-0 to loosen the nut.
=oil pressure : 78 MPa (800 kgf/cm2) I c ) Check the oil pressure for the nut to begin to
turn, and inspect that the main bearing bolts are t ightened securely to b e f ree from loosening.
(To the lefl)
,@@
Removal of Side Bolt Nut
Removal of Main Bearing Cap Tightening Nut
' / -
Main Bearing and Thrust Bearing
Disassembly of Main Bearing Shell
d) Remove the hydraulic jack and jack stand. I
e) Remove the main bearing cap tightening nut ! ! / i on one side.
1) Mount the shell cap implement-1 0-@ on the end of the main bearing bolt, of which main bearing cap tightening nut is removed.
To prevent spontaneous fall of the shell cap, ~mmediately mount the shell cap implement-1 af ter removing the main bear ing cap
(4) Dismount the main bearing cap in the following procedure: a) Mount the hydraulic ram receptor metal fitting
@to the main bearing cap. b) Mount the metal cap implement-1 043 to the
main bear ing bolt, and f ix the metal cap implement-:! 0-0 with the nut 0.
c) Alter fitting the rod end of the hydraulic ram 0-@ into the hydraulic ram receptor metal fitting of the main bearing cap, mount them to the metal cap implement-2 with the mounting bolt @-a.
d) Connect the oil feed port "U" of the hydraulic ram and the port "A" of the hydraulic pump changeover valve with the high-pressure hose m. Likewise, connect the oil feed porl "DM of the hydraulic ram and the port "B" of the hydraulic pump changeover valve with the high-pressure hose.
e) Operate the hydraulic pump @-a and pressurize.
Mounting of Hydraulic Ram
Be minded not to increase the hydraulic oil I f pressure over the value of 19.6 MPa (200
f ) Switch the changeover valve to "Return", and slowly lower the main bearing cap.
- -
Connection of Hydraulic Ram
1 - - Main Bearing and Thrust Bearing
ITEM
1 I DK-20 I Disassembly of Main Bearing Shell
I I the changeover valve is switched to "Return", the hydraulic oil flows from "8" to "D" and the main bearing cap lowers, and if the changeover valve is switched to "Pressurize", the oil llows from "A" to "U" and the main bearing cap rises.
*In the neutral position, the hydraulic oil does not flow.
-In case that the main bearing cap dose not lower, i f the side bolts on both sides are loosened, it will facilitate to lower the cap.
(5) Disconnect the main bearing bottom shell from the cap.
(6) Disconnect the main bearing top shell in the. following procedure: a) Insert the main bearing top shell extracting
implement aA into the crankshaft oil hole.
Be careful so that the main bearing shell extracting implement may not come off the oi l hole. Application of grease to the insertion side of the extracting implement will make it difficult for the implement to come on.
b) Press the main bearing shel l extracting implement against the end face of the main bear ing top shell, turn the crankshaft anticlockwise as viewed from the engine front side, and then extract the top shell, - Be careful not to turn the crankshaft in a wrong direction. The positioning claw is provided on the main bearing shell, and it will be damaged if the crankshaft is turned in a wrong direction.
Claw
Extraction of Main Bearing Shell (Viewed from the engine front side)
6-3.2 lnspection and Maintenance of Main Bearing Shell
Main Bearing and Thrust Bearing
Inspection and Maintenance of Main Bearing Shell
(1) Inspect if there is fretting on the rear surface and the joint surface of the main bearing shell. and also check if there are seizure mark, peel. cavitation, or imbedded foreign matters in the inner surface. When the degree of the fault is
ITEM
DK-20 3.2
minor, correct the surface using an oil stone.
; The main bearing shell is a thin-wall finished metal, and provided wi th appropriate interference (crush) and tension, so as to make it tightly fit to the housing surface. Therefore, do not repair the rear surface and joint surfaces with a file or scraper.
u 1) Long-time use of the shells brings about
the reduction of tension and hardening of the shell surfaces to cause crack and peel of the shells, even if the wear is below the allowable value. Therefore, be minded to replace the shells every 16,000 to 24,000
hours (4 to 5 years). 2) Be sure to simultaneously replace the top
and bottom shells as one pair set.
(2) Check the seat surface of the tightening nut and the seat surface of the cap side, and if there is any roughness on them, correct the part.
(3) If the tightening nut of the disassembled main bearing bolt is found to be loosened, retighten the other main bearing bolts as well.
(4) lnspect the main bearing cap joint surface and the contact surface of the fitting area, to check if there is any fault such as fretting.
(5) lnspect the crankshaft surface for scratch, and also check the contact and wear conditions.
Main bearing upper shell
Main bearing lower shell
Main Bearing Shell
6-3.3 Assembly of Main Bearing Shell
ITEM
3 3 DK-20
(1) Visually check and also check with naked hand that the crankshaft journal part is free from the deposit of foreign matters and scratch.
(2) Clean the shell inner surlace and rear surface with washing oil, then carefully wipe off the oil.
(3) Assemble the top shell to the engine frame in the following procedure: a) Check the positions of the top shell claw and
the helical groove in the engine frame, and push in the top shel l f rom the side not equipped with the claw by hand as deeply as possible.
b) Insert the main top shell extracting implement into the crankshaft oil hole according to the same procedure as that for disassembly.
c ) Turn the crankshaft counterclockwise as viewed from the engine front side, and push the top shell into the engine frame, until the top shell end face fits the main bearing cap joint surface of the engine frame.
Main Bearing and Thrust Bearing
Assembly of Main Bearing Shell
Conduct turning with enough care, so that the main bear ing top shel l extracting implement may not be dislocated from the shell end face.
d) Confirm that the top shell is inserted in the regular position.
e) Turn the crankshaft anticlockwise as viewed from the engine front side, and remove the main bearing top shell extracting implement.
(4) Assemble the bottom shell to the main bearing cap in the following procedure: a) Visually recheck and also recheck with naked
hand that the crankshaft journal and the main bearing cap inner surface are free from the deposit of foreign matters and scratch.
b) Confirm the positions of the bottom shell, the end face of the main bearing cap, and the claw. And then, mount the bottom shell lo the main bearing cap.
c) Confirm that the shell is completely mounted. d) Sufficiently apply lubricating oil to the bottom
shell inner surface with naked hand.
Be minded not to apply lubricating oil to the back surface of the shell. If the oil is applied. the adhesion performance decreases.
Assembly 01 Main Bearing Shell
(5) Assemble the main bearing cap in the reverse order of the extracting procedure. a) Match the main bearing cap side face with the
engine frame side face, switch the changeover valve to "Pressurize" (main bearing cap raising direction), and slowly push up the main bearing cap until it strikes the joint surface of the upper area engine frame.
b) Spray the lubricating agent (MOLYKOTE 1000 spray type) to the threaded area on the
Main Bearing and Thrust Bearing
Assembly of Main Bearing Shell
studding side of the side bolt, and manually
DK-20 "EM3.3
screw the bolt into the threaded hole of the main bearing cap. Turn it back by 114 to 112 turn aHer the bolt is screwed down to the bottom.
c) Screw the side bolt tightening nut until it is completely settled to the bottom.
d) Remove the hydraulic ram assembly and hydraul ic ram receptor metal fitting, and manually screw the tightening nut into the main bearing bolt.
To prevent the spontaneous falling-off of the main bearing cap, remove the hydraulic ram aHer screwing the side bolt.
e) Install the hydraulic jack, and conduct the hydraulic tightening of the bolts. The tightening shall be made on the 2 bolts at the same time.
Specified oil pressure: 78 MPa (800 kgf/cml)
1 ) After tightening the bolt with the specified pressure, once return the oil pressure back to "On, then increase the oil pressure up to the speci f ied value again to check for the tightening conditions.
(6) Mount the hydraulic jack on the side bolts, and tighten the bolts hydraulically.
Specified oil pressure: 69 MPa (700 kgt/cm2)
a) Tighten the two side bolts of the same main bearing at the same time.
b ) After tightening the bolts with the specified pressure, once return the oil pressure back to "OM, then increase the oil pressure up to the specif ied value again to check for the tightening conditions.
Application of Lubricating Agent
Main Bearing and Thrust Bearing ITEM
4.1 DK-20 Dismounting of Thrust Bearing
6-4 Thrust Bearing
The thrust bearings are mounted on the front and rear surfaces of No.1 main bearing (flywheel side). Dismount the thrust bearings at the time of disassembling the main bearing.
6-4.1 Dismounting of Thrust Bearing
(1) Measure the side clearance of the crankshaft according to the following procedure before dismounting the thrust bearing: a) Use the bar to shift the crankshaft toward the
either side, front or back, and place the dial gauge against the crankshaft.
b) Fully shift the crankshaft toward the opposite side, and read the value. b d k d
When hooking the bar on the crankshaft, hook it on the crank web, and do not hook the bar on the balance weight.
(2) The bottom side thrust bearing is mounted on No.1 main bearing cap with knock pins (1 piece each on both sides). Therefore, it can be disconnected at the same time when the main bearing bottom shell is extracted.
(3) The top side thrust bearing can easily be extracted when the end face is pushed with hand.
Thrust Bearing
The thrust bearings are designed to form a pair with the top and bottom shells. Therefore, be careful not to mistake the front thrust bearing for the rear thrust bearing. Discriminate them by marking or the like.
Measurement of Side Clearance
Main Bearing and Thrust Bearing
Maintenance and Assembly of Thrust Bearing
6-4.2 Maintenance of Thrust Bearing
(1) Check the thrust bearing for seizure mark and imbedded foreign matters. If the delect is of
minor degree, repair the defect using an oil stone.
(2) Measure the thrust bearing thickness using an outside micrometer, and record the results.
(3) When the thrust bearing wear is heavy, and the clearance with the crankshaft is exceeding the replacing limit, replace the thrust bearing with a new one. Be sure to replace the thrust bearing as one set of a pair of the top and bottom shells.
Nom. size Standard Replacing
(mm) clearance (mrn) limit (mm) D=92 d=0.13-0.30 0.6
Thrust Bearing
6-4.3 Assembly of Thrust Bearing
(1) Carefully clean the thrust bearings and apply lubricating oil to the bearing surfaces.
(2) Insert the top side thrust bearing. (3) Mount the bottom side thrust bearing to the
main bearing cap, and assemble them together as an assembled parts.
(4) Measure the side clearance.
Side Clearance
7. Crankshaft and Balancer Shaft
ITEM
1 .I, 1.2 DK-20
7-1 Crankshaft
-
Crankshaft and Balancer Shaft
Crankshaft: General Construction/Consumables, Implements, and Measuring Instruments
7-1.1 General Construction
The crankshaft is a high-strength carbon steel RR
forged product of one-piece construction, and provided with sufficient rigidity and strength. The thrust bearing is processed by induction hardening to increase abrasion resistance. Two pieces of the balance weight are fined to each cylinder, and they are securely tightened with two pieces of the bolts respectively. The crank gear is shrink-fitted to the rear side of the crankshaft to drive the camshaft, and further, the auxiliary drive gear is bolted on the front end to drive the lubricating oil pump and cooling water
pump. Lubricating oi l supplied to the main bearing through the holes of the engine frame reaches the crank pin metal through the drilled holes in the crankshatl, and further flows to the piston pin and piston through the drilled holes in the connecting rod. The crankshaft is manually turned by the turning device on the flywheel side.
Crankshalt assy.: 3DK : 740 k g 5DK : 1059 kg 6DK : 1287 kg
puxiliary Drive G e a ~
7-1.2 Replacing Consumables, Implements, and Measuring lnstrurnents
(1) Replacing Consumables None
(2) Implements and Measurlng Instruments a General tools and measuring instrurnenls ( Q : 2-2)
Turning Device
Crank gear
Crankshaft
7-1.3 lnspection and Maintenance of Crankshaft
Crankshaft and Balancer Shaft
Inspection and Maintenance of Crankshaft
In ordinary maintenance, the crankshaft is not disassembled, but inspected and adjusted in the state that it is assembled. When it becomes necessary to overhaul the crankshaft because of the particular reasons such as seizure of the bearing or abnormal wear of the shaft, consult our Service Department.
ITEM
DK-20 1.3
1. lnspection of Crank Pin
lnspect the crank pin when the connecting rod large end part is disassembled. ( a : 4-3.2 "Disassembly of Connecting Rod Large End Part")
(1) Check the bearing for scratch and contact conditions. If scratch is found, correct it using an oil stone, and conduct the color check carefully.
(2) Measure the shaft diameter, and record the results. ( a: 4-4.4 "lnspection and Maintenance of Crank Pin Shell")
(3) Subject the fillet to color check. In case that the problems such as the ones as described above are found, carefully conduct the color check with particular attentions.
2. lnspection of Crank Journal
lnspect the crank journal when the main bearing shell is disassembled. (1) Check the bearing for scratch and contact
conditions. (2) Subject the fillet to color check.
In case that the problems such as the ones as described above are found, carefully conduct the color check with particular attentions.
When disassembly o f the crankshaft is required as a result of inspection, consult our
: In case that the following situations has happened and if the operation is continued disregarding any one of them, it may result in serious damages or accidents: @ In case that the engine is operated for a
long time in the dangerous rotation number range due to torsional vibration
@ In case that the engine is operated exceeding the al lowable value of the crankshaft deflection
@ In case that the clearance between the crankshafl and shell is excessive, or the crankshaft is unevenly worn out
@ In case that the shell is burnt (In case of minor degree)
Presence ol hair crack
lnspection of Crankshatl
7-1.4 lnspection of Balance Weight Bolt Tightening Force
(I) lnspect ion o f every 4,000 t o 6,000 hours (every year). Inspect the rotation-stopper wire ring conditions. and confirm that the balance weight bolt is not loosened.
(2) lnspection of every 16,000 t o 24,000 hours (4 t o 5 years) Inspect the balance weight bol t t ightening conditions in the following procedure: a) Remove the rotation-stopper wire ring. b) Set the torque wrench to the specified torque,
and confirm the tightening force. When the bolt does not turn, it is sufficiently
tightened, and then conduct the rotat ion stoppage with the wiring.
c) In case that the bolt is turned, remove the bolt, apply the lubricating agent (MOLYKOTE 1000 spray type), and once again tighten the bolt with the specified torque.
d) Atter tightening, conduct the rotation stoppage with wiring.
ITEM
1.4,l.S DK-20
Specified torque: 980 N. m { I00 kgf . m)
Crankshaft and Balancer Shaft Crankshaft: Inspection of Balance Weight Bolt Tightening ForcelMeasurernent of Deflection
7.15 Measurement of Crankshaft Deflection
s 1) Measure the crankshaft deflection when the
engine is cold. 2) When the engine is continuously operated in
the state that the crankshaft deflection is over the limit value, the added stress of the crankshaft will become excessive, and will lead to the breakage of the crankshaft in the worst case. Therefore, adjust the deflection to a proper value at the time of instal lat ion, and periodical ly measure the crankshaft deflection every 2,000 to 3.000 hours (every 6 months) after the start of operation of the engine, and correct the situation in case that the deflection is over the limit value.
. Balance weighl
Balance weighl boll / ' Wiring
Balance Weight Bolt
OCrankshaft deflection measuring procedure: (a: "Operation" 5-4.5 "Measurement of Crankshaft Deflection")
7.2 Balancer Shaft 7-2.2 Replacing Consumables, Implements, Measuring Instruments
7-2.1 General Construction
In 3DK engine, the balancer shaft is provided for the purpose of controlling vibration. The balancer weight is provided on the front side and rear side of the balancer shaft, and is supported in the crank case with 4 thin-wall shells and 2 automatic core adjusting bearing, and is driven by the auxiliary drive gear located on the
(1) Replacing Consumables Replace the following parts with the new ones: ( a : "Parts List") a Automatic core-adjusting bearing 3-8 No.5 @O-ring 3-8 No.507 @Gasket 3-8 No.16 @Gasket 3-8 No.17
.
front side of the engine. (2) Implements and Measurlng Instruments
@ General tools and measuring instruments
Balancer shaft assy. : 131 kg ( IQI: 2-2)
@ Bearing retainer @Jack bolt
@Jack bolt @Plate washer
@ Bearing Retainer . @ Jack Bolt
Aulomalic core-adjusting Balancer shafl Balancer weigh
Thin-wall shell
B a l a n c e r weight R
\
ri Auxiliary drive gear
Balancer Shafl Assembly
Crankshaft and Balancer Shafi ITEM
2.3 1 DK-20 / Inspection and Maintenance of Balancer Shaft
7-2.3 lnspection and Maintenance of Balancer Shaft
In ordinary inspections, balancer shaft is not disassembled, however replace the automalic core-adjusting bearings on the both sides at every 16,000 to 24,000 hours (4 to 5 years) with the new ones.
(Replacing procedure of automatic core- adjusting bearing) 1. Removal of bearing (1) Remove the bearing housing cover-F @ on the
front side. (2) Disconnect the mounting bolt of the bearing
housing-F @, mount the jack bolt (M12) to the shaft housing-F and evenly tighten it, and then remove the bearing @ and bearing housing-F.
(3) Remove the bearing @ from the bearing housing-F.
(4) Attach the bearing housing-F and bearing housing cover-F again, and fix the balancer shafi with the jack bolt (M14) 8.
( 5 ) Remove the bearing housing cover-R @ on the rear side, and remove lhe bearing slopper @ by loosening the bolt @.
(6) Mount the jack bolt (M12) on the bearing housing-R @ and evenly tighten it, and then remove the bearing 0 and bearing housing-R.
( 7 ) Remove the bearing 0 from the bearing housing-R.
2. Assembling of Bearing (1) Adjust the jack bolt @ of the bearing housing
cover-F @ and, and fix it at the place where "a" on the rear side of the balancer shaft is 1 to 1.5 mm. (At this moment, the distance between the faces of the bearing housing-R @ and balancer shaft is 17.5 to 18 mm.)
(2) Put the bearing @ into the bearing housing-R 0, and tighten the jack bolt 8 until the bearing hits the shoulder of the bearing housing-R, while Placing the bearing retainer @ on it.
(3) Remove the jack bolt @ and bearing housing-F @ on the front side, and tighten the jack bolt @ on the rear side until it does not turn any more, to change the clearance "a" to 0.
(4) Screw the bearing @ on the front side into the balancer shafi using the bearing retainer @ and jack bolt @, on the state that the bearing is attached with the bearing retainer @ on the rear side and jack bolt @.
(5) When the jack bolt on the front side does not turn any more, remove the jack bolt and bearing retainer on the front side and rear side.
(6) Mount the bearing stopper @ on the rear side to the balancer shaft using the bolt 0, and attach the bearing housing cover4 @.
(7) Attach the bearing housing cover-F @ of the front side.
I
Crankshaft and Balancer Shaft
Inspection and Maintenance of Balancer Shaft .
ITEM
DK-20 2.3
8. Timing Gear and Camshaft
ITEM
1 1 DK-20
8-1 Timing Gear
Timing Gear and Camshaft .
General Construction of Timing Gear
8-1.1 General Construction
The timing gear is arranged on the engine front side, and the camshaft is driven by the cam gear @, from the crank gear @ located on the crankshaft rear side, via the idle gear-1 @ and idle gear-2 0. All the gears are helical gears made of high- strength alloy steel, and the cam gear tooth surfaces are carburized and hardened. The cam gear is fixed to the camshaft by means of the shaft fastening elemental parts (POWER-. LOCK) @, which makes use of the wedge effect. Lubricating oil is supplied to the idle gear bush @ through the drilled holes of the idle gear shaft bolt @ and idle gear shaft @. The gear tooth is lubricated through the oil feed nozzle.
Cam gear : 39 k g Idle gear assy. : 44 k g
Engagement of Timing Gears
High technology is needed to disassemble, assemble, and adjust the area around the timing gear and camshaft. When the maintenance of such high technology is needed as the results of the inspection, please contact our Service Department or agency, and perform suck works under the experienced engineers' guidance.
Timing Gears
Timing Gear and Camshaft
Timing Gear: Replacing Consumabes and ITEM
ImplementsIDisassembly of Idle Gear I DK-20 I 1.2,1.3 1 8-1.2 Replacing Consumables,
Implements and Measuring instruments
(1) Replacing Consumables Replace the following Consumables with the new ones:
(&Q : "Pads Listn) @ O-ring 3-6 N0.502, 503, 504 @ Idle Gear Shaft Implement @ Spanner 41 x 25.4
(2) Implements and Measuring Instruments @ General implements and measuring
instruments (m : 2-2) @ ldle gear shaft implement (option) @Spanner 41 X25.4 (option) @ Hex. wrench 14X 12.7 (option)
8-1.3 Disassembly of ldle Gear
When disassembling the idle gear, the cam gear is needed to be extracted beforehand so that the idle gear can be dismounted from the cam gear cover side. ( &Q : 8-2.3 "Disassembly of Camshaft")
(1) Remove the flywheel cover. (2) Remove the governor and governor driving
device. ( a: 11-3 "Disassembly of Governor Driving Device")
(3) Remove the mist pipe on the rear side. (4) Conduct the following measurement before
disassembling the idle gear: a) Measure the thrust clearance on the axis
direction of the idle gear, and record the data.
Standard clearance Replacing limit
b = 0.3 - 0.7
@I Hex. Wrench 14X 12.7
ldle Gear Thrust Clearance
b) Measure the backlash between the timing gears, and record the data.
i ) Bend a lead wire of 0.5 mm diameter along the tooth profile, and adhere it using grease.
ii ) Slowly turn the engine, and stop the turning
at the point where the lead wire is caught.
iii) Next, turn the engine in the reverse direction, and pick up the lead wire to this
side. iv) Measure the thinnest part of the thickness
of the lead wire that is collapsed. (A and B
as shown in the figure) v ) Conduct the measurement in the 4 places
per 90'on the large gear wheel, and take its
average value.
>
Standard value Replacing Backlash limit (mm) I A+B b = ( ) 0.2 - 0.3 0.5 1
(5 ) Remove the cam gear. ( a: 8-2.3 " ~ i s a s s e m b l ~ of Cam Gear")
(6 ) Install the eyebolt to the idle gear-1 @, and support the id le gear-1 by passing the suspending wire around the eyebolt from the mist exhaust port of the engine frame
(7) Remove the oil feed plug of the idle gear shaft bolt 0, and remove the idle gear shaft bolt using the spanner 41 x 25.4 0.
(8) Screw the bolt of the idle gear shaft implement @ into the idle gear shaft support-3 0, and remove the idle gear shaft support-3.
(9) Mount the idle gear shaft implement on the idle gear shaft support-2 0. Screw the bolt into the idle gear shaft support implement, and extract the idle gear shaft
support-2 and idle gear shaft support-4 @ at the same time.
(10) Remove the bolt with the hole in the idle
gear shaft using the hexagonal wrench @. (11) Screw the idle gear shaft bolt into the idle gear
shaft, and extract the idle gear shaft. (12) Take out the idle gear from the cam gear
cover side of the engine side face, by slowly loosening the wire.
ITEM
1 3 DK-20
Lead wire / .
Timing Gear and Camshaft
Timing Gear: Disassembly of Idle Gear
Backlash b (= A + B)
-. p
4
Idle Gear Disassembling Procedure
8-1.4 lnspection and Maintenance of Timing Gear
(1) Wash all the gears and parts using washing oil. (2) Clean the idle gear shaft oil hole by blowing air. (3) Check the idle gear-1. -2, and cam gear tooth
surface tor contact, pitching, and scratch. (4) Turn the crankshaft, and check the crank gear
as well, in the same manner as above. (5) lnspect the t ightening condit ions of the
tightening bolt @ of the idle gear-1 and idle gear- 2. lnspect the bolt tightening conditions under the specified torque, and in case that the bolt is loosened, remove the bolt, clean it, and then tighten it again with the specified torque. In case that the thread of the bolt is damaged, replace the bolt with a new one.
Timing Gear and Camshaft
Inspection and Maintenance of Timing Gear
I Specified torque : 118 N.m {I2 kg1.m) I
ITEM
DK.20 1.4
( 6 ) Check the idle gear bush and shaft for the contact and wear conditions.
(7) Measure the outer diameter of the bush contact area of the idle gear shalt using an oulside micrometer.
(8) Measure the inner diameter of the idle gear bush using a cylinder gauge.
(9) Calculate the clearance from the results of the measurement of the idle gear shaft and idle gear bush, and when the clearance is over the replacing limit, replace the idle gear bush with a new one.
Nom. size Standard Replacing clearance (mm) limit (mrn)
A= $65 a=0.0-0.15
When it is presumed that the clearance will be over the replacing limit before the next periodic maintenance, replace the bush, even if the clearance is presently within the limit.
Idle Gear Bush Clearance
8-1.5 Assembly of ldle Gear
,
Assemble the idle gear according in the reverse
order of the disassembling procedure.
DK-20
(1) Suspend the idle gear assembly with a wire, and move it to the specified place.
(2) Turn the crank shaft, and place the No.1
cylinder to the position of the intake top dead center.
(3) Apply grease to the idle gear bush 0, and
match the matchmarks of the idle gear-1 @ and crank gear.
(4) Apply lubricating oil to the idle gear shaft @I,
- Timing Gear and Camshatt
Timing Gear : Assembly of ldle Gear
insert it into the idle gear and idle gear shaft support-1 @, and then match the knock pin' positions.
(5) Apply lubricating agent (MOLYKOTE 1000 spray type) to the thread area and seat surface of the bolt a with the hole, and tighten it with the specified torque using a hexagonal wrench.
I Specified torque: 196 N. m (20 kgf. m) I (6 ) Assemble the idle gear shaft supporl-2 @ and
idle gear shaft support-4 0. Mount the idle gear shaft implement @ and ldle gear shaft support-2, -4 to the idle gear shaft bolt
0. Tighten the idle gear shaft bolt until the idle gear shaft support-2 becomes tightly in contact with the idle gear shaft.
(7 ) Remove the idle gear shaft bolt and idle gear shaft implement.
(8) Apply the lubricating agent (MLYKOTE 1000 spray type) to the threaded area and seat
surface of the idle gear shaft bolt, mount the idle gear shaft support-3 0, and angularly tighten it with the specified torque using the spanner 41 X
25.4 0.
A-torque: 196 N. m {20 kgf . m) Angular tightening (6 mark): 40" B mark equivalent torque:
588 N . m (60 kgf .m)
ldle Gear Assembling Procedure
- [Cautionary items when assembling the liming gears) 3) The engagement matchmarks of the
timing gears are notched on the side of each gear. Be sure to check the engagement matchmarks when assembling the gears without fail.
b) When the matchmarks of the crank gear and idle gear are engaged, also have the matchmarks of the cam gear and idle gear engaged at the same time.
c) If the slit on the flywheel side of the cam gear is aligned with the engine end face, while matching the engagement matchmarks on the crank gear side, the matchmarks of the cam gear and idle gear will be engaged.
d) Since it is required to determine the oil injecting direction of the idle gear oil feed nozzle, be careful of the mounting direction of the nozzle. The punch mark direction of the nozzle hexagonal head is the oi l inject ing direction. Be minded lo conduct the shim adjustment so that the punch mark faces toward the horizontal direction of the engine inner side.
\
This figure shows the engagement of timing gears when No.1 cylinder is on the position of the intake top dead center.
- Timing Gear and Camshaft
Timing Gear : Assembly of Idle Gear
Matchmarks of Timing Gears
ITEM
DK-20 1.5
-- Oil injecling direclion
Mounting Direction of Oil Feed Nozzle
8-2 Camshaft
9 7 1
8-2.1 General Construction
ITEM
2 1 DK-20
The camshaft is of one-piece construction made of carbon steel, and is driven by the cam gear located on the rear end part. The governor driving device is provided to the cam gear upper part, and is directly driven from the cam gear. The starting air rotary valve is driven from the camshaft front end via the Oldham's coupling. The intake and exhaust cams are fixed to the camshaft by shrink fitting, and these cams are positioned by the key. The fuel cam is also fixed to the camshaft by shrink fitting as in the same manner as the case of ' the intake and exhaust cams. The surface of each cam is carburized. The cam bearings are provided at the front and rear of the cam gear, and the cam bearings are a lso provided at the front side of the fuel oil injection pump of each cylinder. The bearing housing between each cylinders is divided into 2 parts, i.e. the upper and lower sections, and the cam bearing pin combines the oil feed passage. ( a : 8-1 "Timing Gear") ( a : 11 "Governor Driving Device") ( a : 13-3 "Starting Air Rotary Valve")
Timing Gear and Camshaft
General Construction of Camshaft
Camshaft assy. (excluding cam gear) : 3DK : 96 k g 5DK : 140 k g 6DK: 160 k g 8DK: 210 k g
Camshaft Rear End
QCamshaft divided into 2 sections (optional specification) The camshaft divided into 2 sections is divided at the center of the camshaft in relation to the disassembly space, and the connecting flange is tightened with 10 sets of the bolts and nuts. The outer periphery of the flange is the bearing part, and the bearing shell is press-fitted into the engine frame.
Camshaft Divided Into 2 Sections (Option)
8-2.2 Replacing Consumables, Implements, and Measuring lnstruments
-
Timing Gear and Camshaft
Camshaft : Replacing Consumabes, Implements, and Measuring Instruments
(1) Replacing Consumables Replace the following pads with the new ones. ( a : "Park List")
O-ring 3-8.7 No.6509 @ O-ring 3-8.1 - 8.6 No.6511 @Circular gasket 3-8.1 - 8.6 No.8510
ITEM
DK-20 2.2
(2) Implements and Measuring Instruments General implements and measuring
instruments (a : 2-2) @ Camshaft shell extracting implement
..... For the camshaft divided into 2 sections (Option) @ Shell extracting implement-1 @Shell extracting implement-2 @ Bolt
@ Camshaft shell assembling implement ..... For the camshaft divided into 2 sections (Option) @Shell assembling implement-1 @ Shell assembling implement-2 @Shell assembling implement-3 @ Shell assembling implement-4
@ Fuel oil cam adjusting implement (option) @ Hydraulic pump (Use the one for hydraulic
jack.) @ High-pressure hose (Use the one for
hydraulic jack.) @Coupler @Fuel oil cam adjusling handle
@ Camshaft Shell Extracting Implement
@ Camshaft Shell Assembling Implement
8-2.3 Disassembly of Camshaft
ITEM
2 3 DK.20
Disassemble the camshaft i n the fol lowing procedure:
Timing Gear and Camshaft
Disassembly of Camshaft
(1) Remove the governor, governor driving device, starting air rotary valve and its related parts, and piping.
( a: 11-3 "Governor Driving Device") ( a: 13-3 "Starting Air Rotary Valve")
(2) Remove the gear case on the front side of the camshaft, cam gear cover on the side of the camshaft, and cam chamber cover.
(3) Take out the cylinder head cover, and remove the rocker arm device and push rod. (m : 3-4 "Rocker Arm Device")
(4) Remove the fuel oil injection pump and valve driving device.
( a : 9 "Fuel Oil Injection Pump") ( a: 10 "Valve Driving Device")
(5) Before removing the thrust bearing, measure the thrust clearance of the camshaft. Placing a dial gauge against the top end of the camshaft, and measure the clearance by moving the camshaft back and forth.
Standard clearance(mm) Replacing limit(mm) b = 0.15 0.45
(6) Remove the thrust bearing located on the rear side of the camshaft in the following procedure: a) Loosen the bolt, and take out the bearing
cover @. b) Loosen the thrust bearing mounting bolt, and
remove the thrust bearing @ and thrust shell
0. c ) Remove the bearing body @.
Remove the bearing cover, thrust bearing, and bearing body using the jack bolt.
(7) Remove the POWER-LOCK @ mounted on the cam gear in the following procedure: a) Confirm ihat the rotational torque or thrust
load is not applied on the boss and shaft. b) Gradually loosen the POWER-LOCK
tightening bolt @ by dividing into several steps. C ) Remove the POWER-LOCK by screwing and
t ightening the t ightening bolt @ into the dismounting threaded hole.
I l l
Thrust Bearing
Removal of POWER-LOCK
(8) Remove the camshaft positioning pin of the carnshaft upper part shelf.
(9) Move the carnshaft to the front of the engine to as much extent as that the disassembling of the carnshaft is possible.
(10) Divide the cam bearing, and remove it from the camshaft. The cam bearing is divided into 2 parts of the upper and lower sections, and can be disassembled if the reamer bolt is removed.
(11) Move the camshaft to the front of the engine, and take out the cam gear from the side of the cam gear chamber.
(12) Extract the camshaft toward the front.
11 79
When disassembling the camshall , be careful not to damage the cam and camshaft.
Timing Gear and Camshaft
Disassembly of Camshaft
ODisassembly of the camshaft divided into 2 sections
(1) After finishing the works of the above Item (1) to (a), loosen the nut of the divided parts at the center o f the camshalt, and remove the tightening bolt.
(2) Move the camshaft-F to the front of the engine to as much extent as that the cam bearing can be disassembled.
(3) Disassemble the cam bearing, and take out it from the camshaft.
(4) Extract the camshaft-F toward the front. (5) Move the camshaf t4 toward the rear, and
mount the camshaft shell extracting implement. (6) Push in the extracting implement bolt, and
extract the carnshaft shell. (7) Move the camshaft4 to the front of the engine
to as much extent as that the cam bearing can be disassembled.
ITEM
DK-20 2.3
(8) Disassemble the cam bearing, and remove it from the camshaft.
(9) Extract the camshaft-R toward the front.
Reamer boll
\ Camshatl shell
\ Cam bearing
\ Camshaft shell
Camshatl Divided Into 2 Sections
Timing Gear and Camshaft ITEM 2 .41 DK-20 I lnspection and Maintenance of Camshaft
8-2.4 lnspection and Maintenance of Camshaft
Since the items mentioned in this section are the parts to which NOx Technical Code shall be applied, when replacing any of these parts, b e sure to use the parts provided with the identification marks. ( 0: 0-3 "Engine Conforming to NOx Technical Code.")
(1) lnspect if there is any pitching or peel on each cam surface.
When the pitching, peeling, or wearing on the cam surface is excessive, it is necessary to replace the cam with a new one. When the damage is of light degree, the cam service life can be extended to some degree by conduct ing the surface treatment. Therefore, consult our Service Department.
(2) Inspect if the cam is not slid. (3) Check the camshaft shell for the wearing,
scratch, or peeling conditions. (4) Measure the clearance between the camshaft
and the bearing. a) Measure the outer diameter of each bearing of
the camshaft using an outside micrometer. b) Assemble the cam bearing incorporating the
shell, and measure the inner diameter of the bearing using
a cylinder gauge. c) Calculate the clearance from the results of the
measurement, and in case that the clearance is over the replacing limit, replace the bearing shell with a new one.
Norn. size Standard Replacing
(mm) clearance (mm) limit (mm) A=+90 a=0.04-0.12 0.2
(5 ) lnspect the wearing, scratch, or peel ing
conditions of the thrust shell. (6) Maintenance of POWER-LOCK
a) Disassemble the POWER-LOCK by extracting the bolt, and clean all the parts.
b) Thinly apply lubricating oil on all the parts.
Do not use the oil which contains silicone type or molybdenum type lubricating agenl. Use of such an oil decreases the friction coeflicient and allows easier sliding.
c) Assemble the camshaft so that the blanked tap hole of the inner ring and the phase of the outer ring slit part do not match.
\ Clearance of cam bearing
Clearance of Cam Bearing
Olnspectlon and maintenance of the camshaft divided into 2 sections As for the bearings of the divided sections, also inspect for the wearing, scratch, and peeling conditions of the bearing shell, as same manner as in the case of the other bearings. Measure the bearing clearance, and in case that the clearance is over the replacing limit, replace the bearing shell with a new one.
Nom. size Standard Replacing clearance (mm) limit (rnm)
A= $155 a=0.07-0.19
Timing Gear and Camshaft
Inspection, Maintenance, and Assembly of Camshaft
8-2.5 Assembly of Camshaft
DK-20 2.4 , 2.5
Assemble the camshaft in the reverse order ol the disassembling procedure. (1) Clean the boss inner surface of the cam gear
and the surface of the camshaft, and thinly apply lubricating oil on them.
(2) Insert the camshatt into the position to as much extent as that the cam bearing can be installed.
Insert the cam gear and POWER-LOCK into the camshaft.
(3) Confirm the matchmarks of the top and bottom cam bearings, assemble the shell into the housing, and tighten the nut by passing the reamer bolt.
(4) Move the camshaft and cam bearing to the position where the cam bearing positioning pin holes can be matched.
(5) Attach the circular gasket and O-ring to the cam bearing positioning pin, and then fit and install the pin into the cam bearing pin hole. To fit the pin into the bearing pin hole, move the cam bearing toward the circumferential direction, and toward the front and rear directions, utilizing the adjusting threaded hole or the hole of the cam bearing side face.
(6) Install the thrust bearing.
Posilioning pin I
~ d j u s l i n ~ hole
(7) Adjust the thrust bearing clearance. Place the dial gauge against the t ip o f the camshaft, move the camshaft back and forth,
and then adjust using the shim so that the
clearance becomes 0.1 5 mrn. (8) Fix the cam gear to the camshaft using
POWER-LOCK. Install the cam gear so that the clearance between the cam gear and idle gear-1 @becomes 3 mm.
(9) Tighten the POWER-LOCK in the following procedure:
DK.20
(POWER-LOCK tightening procedure) a) Lightly push the POWER-LOCK to the
specified position by hand, in the state that the. POWER-LOCK tightening bolt i s l ightly tightened.
b) After inserting the POWER-LOCK to the specilied position, tighten the tightening bolts of 4 places diagonally with about 114 torque. Next, tighten the other tightening bolts in the
Timing Gear and Camshaft
Assembly of Camshaft
same manner.
c ) Setting the tightening torque to about 112 of the specified torque, sequentially tighten the
bolts diagonally in the same manner as in Item
b). d) Sequentially tighten all the tightening bolts
with the specified torque diagonally. Repeat this procedure a few times, and confirm the tightening conditions.
Specified torque: 80 MPa {8.3 kgf. m)
o ~ s s e m b l y o f the camshaf t d iv ided i n t o 2
sections (1) Insert the camshaft-R to the position where the
cam bearing can be installed. Previously insert t he cam gear and POWER-LOCK into the camshaft.
(2) Install the cam bearing.
(3) Move the camshaft-R and cam bearing to the posi t ion where the camshaft shell f i t t ing implement can be mounted.
Mounting of POWER-LOCK
(4) Mount the camshaft shell and camshaft shell fitting implement, and press-fit the camshaft shell by tightening the implement nuts. Install the camshaft shell, so that the oil hole is in horizontal position.
Timing Gear and Camshaft
Assembly of Camshaft
When press-fitting the shell, be careful so that the shel l may not be distorted or damaged.
DK-20 "'"2.5
(5) Insert the camshaft-F to the position where the cam bearing can be installed, and then install the cam bearing.
(6 ) Insert the camshaft-F and camshaft-R into the camshalt shell part, attach the bolts, and then tighten them with the nuts. Attach the 2 reamer bolts diagonally, and sequentially lighten the nuts diagonally.
(7) Aftefwards, assemble the camshaft in the same procedure as that of the one-piece construction camshaft.
8-2.6 lnspection of Fuel Oil Cam Timing
ITEM
2.6 DK-20
Since the items mentioned in this section are the parts to which engine value specified in NOx Technical Code shall be confirmed, do not make any change that may deviate from the setting values. ( m: 0-3 "Engine Conforming to NOx Technical Code.")
Timing Gear and Camshaft
Camshaft: Inspection of Fuel Oil Cam Timing
Initial injeclion position mark line Tappet slit
Read the initial injection angle when the initial injection line of the fuel oil injection pump and the fuel oil injection pump tappet line is aligned, from the scale on the flywheel.
Initial Injection Position
Timing Gears and Camshaft
CamshafkAdjustment of Fuel Oil Cam Timing (When Replacing Cam)
8-2.7 Adjustment of Fuel Oil Cam Timing (When Replacing Cam)
Since the items mentioned in this section are the parts to which engine value specified in NOx Technical Code shall be confirmed, do not make any change that may deviate from the setting values.
( : 0-3 "Engine Conforming to NOx Technical
Code")
In case that the cam or camshafl is replaced, perform the adjustment in the following procedure:
(I) Attach the coupler and coupler connector to the fuel oil cam, and then connect the high- pressure hose.
(2) Apply the hydraulic pressure of more than 34.3MPa (350 kgf/cm2) using a hydraulic pump.
The maximum oil pressure is 68.6 MPa (700
(3) Adjust the fuel oil cam using the special han- dle in the state that the hydraulic pressure is applied.
a) Adjust the fuel oil cam slit referring to the slit on the intake cam side as the standard.
b) Read the initial injection angle when the ini- tial injection line of the fuel oil injection pump and the fuel oil injection pump tappet line is aligned, from the scale on the flywheel.
c) Adjust the fuel oil cam again, so that the angle becomes the initial injection angle that is specified on the adjustment plate on the inspection window of the engine frame.
A When restarting the operation, measure the
maximum combustion pressure, and readjust the initial injection timing of the fuel oil cam, so that the deviation among the cylinders is within 0.3 MPa (3 kgflcm') at the time of full loading.
However, be minded that the maximum com- bustion pressure at the time of full loading do not exceed 15.8 MPa (160 kgflcm').
Adjustment of Fuel Oil Cam
Initia! injection pos~lmn mark line Tappet slil
\ /
Initial Injection Position
Variation standard of Pmax (when fully loaded) If the initial injection is changed by l o of the crank angle, Pmax will be changed by 0.3- 0.5 MPa (3-5 kgf/cm2).
DK-20
Timing Gear and Camshaft Camshaft: Adjustment of Fuel Oil Cam Timing (when Replacing Cam)
(Relationship betweenthe initial injection angle of the fuel oil cam and the maximum combustion pressure (Pmax)) The maximum combustion pressure can be varied by turning the fuel o i l cam, and by changing the init ial injection angle, as the followings: (The rotating direction of the camshaft is as same as the rotating direction of the engine.) 0 Turn the camshaft toward the rotating
direction. (Advance the injection timing.) .... . Pmax will be increased.
OTurn the camshaft toward the anti-rotating direction. (Delay the injection timing.) . . . . . Pmax will be decreased.
Timing Gear and Camshaft
Memo ITEM
DK-20
9. F.O. lnjection Device
ITEM
1 DK-20
9-1 General Construction
F.O. lnjection Device
General Construction ,
The F.O. injection pump is a Bosch type, tappet- incorporated high-pressure single cylinder pump, and the plunger is lubricated with lubricating oil. In case of heavy fuel oil specification, the pump rack is assembled with the stop air cylinder. High-pressure fuel oil is introduced from the pump outlet into the F.O. injection valve inlet connector @, through the drilled holes of the forged steel high-pressure coupling @, via the joint @ with the spherical surfaces on the both ends. In case that high-pressure oil has leaked from the connecting part ranging from the F.O. injection pump to the F.O. injection valve, such oil will be recovered through the piping into the leak oil tank from the leak oil cover @ attached on the upper part of the fuel oil injection pump, and the level switch will detect the abnormality.
F.O. High-pressure joint @
F.O. injection pump
( m: "Operation" 5-4.2 "Inspection and Maintenance of F.O. lnjection Valve")
I F.O. injection pump assy. : 16.8 kg I
! i F.O. injection valve
I . .
I -, . -. .- . . -. . - . . - . . - 7 . . - . .- . . - . , - . . - . . -
Fuel Oil lnjection Device
9-2 Replacing Consumables, Implements, and Measuring lnstruments
(1) Replacing Consumables Replace the following park with the new ones: ( m: "Parts List") @ O-ring 2-23.2 No.216, 230, 236, 285 @ Back-up ring 3-23.2 No.235 @ Gasket 3-23.2 No.261,280 @I O-ring (for high-pressure coupling)
3-24.1.1 N0.505 3-24.1.2 N0.12, 506
9-3 Disassembly of F.O. Injection Pump
(1) Turn the engine to place the roller of the F.O. injection pump on the base circle of the fuel oil cam.
(2) Remove the F.O. high-pressure joint @, plunger oil supply piping @, drain pipe @, leak oil cover @, and rack pin 0. Disconnect the stop air piping (heavy fuel oil specification) of each cylinder.
(3) Remove the mounting bolt @ of the F.O. injection pump inlet block.
(4) Disconnect the pump mounting nut @ using the F.O. pump spanner 24 @.
(5) Pass a wire around the F.O. injection pump, suspend it, and dismount it from the engine. -
The injection timing of the F.O. injection pump is readily adjusted for each cylinder. When disassembling the pump, be minded to discriminate the pumps according to the following procedure, so that each of the F.O. injectior, pumps may not be assembled into a wrong cylinder: 1) Describe the engine number and cylinder
number on the pump body. 2) Attach the tag as one set to the shim (for
adjusting the base circle) of the mounting surlace, and describe the engine number and cylinder number on it.
(2) Implements and Measuring lnstruments @ General tools and measuring instruments
( a : 2-2) @ F.O. pump spanner 24
@ F.O. Pump Spanner 24
9-4 F.O. lnjection Pump
DK-20
9-4.1 Disassembly of F.O. lnjection Pump
F.O. lnjection Device
Disassembly of F.O. lnjection Pump
The F.O. injection pump is a precision parts in particular. Even fine foreign matters will cause sticking or breakage of the plunger and the delivery valve. Therefore, when disassembling or assembling the pump, take every possible care to prevent the infiltration of foreign matters.
(1) Mount the F.O. injection pump on a vice, so that the tappet @ is on the upper side.
(2) Remove the fall-stop pin @ by means of the bolt (M6X20), while pushing the tappet, and using a gear puller and the like.
Be careful so that the tappet roller may not jump out due to the spring force.
(3) Take out the tappet assembly, plate 0, spring seat-lower @, spring @, plunger @, spring seat- upper@, in this sequence.
(4) Take out the control sleeve @ and control rack
a. (5) Remove the F.O. injection pump from the vice,
turn over the pump upside-down, and mount it on the vice again.
(6 ) Disconnect the mounting bolt 0, and remove the delivery valve assembly @.
Do not disassemble the delivery valve. Instead, b e minded t o replace i t as a n assembly.
(7) Remove the positioning screw @. (8) Turn over the pump again, and extract the
plunger barrel @from the body while receiving it on the hand. If extraction is difficult due to too tight fitting, place a wooden piece against the barrel from the opposite side, and strike the wooden piece with a hammer to extract it.
(9) Remove the deflector @.
u 1) Be minded to handle the plunger and
barrel as one pair. The clearance of the both parts are matched, and i f wrong combination is made, the parts cannot be used.
2) Be sure to sort the disassembled park per each pump, so that they do not mix with the parts of the other cylinders.
F.O. lnjection Pump
9-4.2 lnsoection and Maintenance of F.O.
F.O. lnjection Device
Inspection and Maintenance 0f;F.O. Injection Pump
Injection Pump
Since the items mentioned in this section are the parts to which NOx Technical Code shall be applied, when replacing any of these parts, be sure to use the parts provided with the identification marks. ( a: 0-3 "Engine Conforming to NOx Technical Code')
ITEM
DK-20 4.2
(1) Wash all the disassembled parts with clean washing oil, and blow air on them.
(2) Check the plunger, barrel, and deflector for the corrosion caused by cavitation. In case that the degree of corrosion is heavy, replace the parts with the new ones. -
Replace the plunger assembly, the delivery valve assembly, and the spring every 16,000 to 24,000 hr (4 to 5 years) with the new ones, even in case that there is no particular problems.
(3) Measure the inner and outer diameters of the tappet, and calculate the tappet clearance.
Nom. size Standard Replacing clearance (mm) limit (mm)
C = $72 a =0.03-0.08
(4) Placing a dial gauge against the tappet roller surface, and measure the bearing clearance by moving the roller up and down.
Nom. size Standard Replacing
(mm) clearance (mm) limit (mm) B= # 2 8 c=O.O5-0.08 0.20
Plunger barrel
Plunger, Barrel, and Deflector
Tappet Diameter Clearance and Roller
Bearing Clearanc
. - ,
F.O. Injection Device ITEM
4.3 DK-20 Assembly of F.O. Injection Pump
9-4.3 Assembly of F.O. Injection Pump
When assembling the F.O. injection pump, do not wear gloves but handle the pump with naked hands, so as to prevent the deposit of foreign matters or dust on the pump.
Assemble the F.O. injection pump in the following procedure: (1) Mount the pump body @ on a vice with the
delivery valve side facing upward. (2) Apply grease to the O-ring and the back-up
ring, both of which are newly replaced, and fit them to the barrel @.
(3) Match the barrel positioning bolt hole and the barrel hole of the pump body for each other, and insert the barrel into the pump body.
(4) Mount the barrel positioning bolt @. (5) Assemble the delivery valve assembly @ into
the pump body with its knock pin position matched with the pin hole position.
(6) Apply the lubricating agent (MOLYKOTE U- paste) to the threaded area and seat surface of t h e bol t 0, and tighten the bolts with the specified torque diagonally and uniformly.
Specified torque: 137-17 N . m {14-16 kgf.m) I
(7) Remove the pump body from the vice, and turn over the body to mount it on the vice again.
(8) Apply grease to the gear tooth surface of the control rack @ and the inner surface o l the control sleeve 0, and assemble them while matching the control rack teeth with the control sleeve end teeth (rack 0-mm direction).
Be careful since the engine cannot be operated properly, if the rack is not normally and correctly engaged with the sleeve.
Assembly of Control Rack and Control Sleeve (Position of Rack 0)
(Viewed from Pump Tappet Roller Side)
F.O. lnjection Device
Assembly of F.O. lnjection Pump
(9) Assemble the spring seat-upper 0, plunger @, spring @, spring seat-lower @, plate 0, and tappet assembly @ in this sequence. Assemble the plunger so that the "2" mark on the lower part faces toward the opposite side of the rack.
(10) Mount the fall-stop pin @ while pushing the tappet using a gear puller and the like.
When assembling, be careful not to scratch the tappet or roller.
Plunger Matchmark
(11) Mount the deflector @. (12) After finishing the assembly, conlirm that the
rack moves smoothly, and the " 0 poinl position is matched.
Fuel lnjection Device 1 51 DK-20 l~ounting of F.O. injection pump I
9-5 Mounting of Fuel lnjection Pump
(1) Check if the fuel oil cam is placed on the posi- tion of the base circle.
(2) Install the fuel injection pump on the engine, and tighten the nut to the specified torque.
Specified torque: 90 - 110 N m {9.2 - 11.2 kgfm)
(3) Confirm the assembling height of the F.0 injection pump.
a) When the tappet roller is on the base circle of the fuel oil cam, confirm that the tappet slit is matched with the base line slit.
b) In case that the adjustment of the assembling height is necessary, adjust it by the shim.
-
I Shim thickness (a : "Parts List")
0.5 mm (Standard) 3-23.1 No. 11 0.1 mm 3-23.1 No. 12 1.0 mm 3-23.1 No. 13
(4) Apply grease to the O-ring, fit it on leak oil cover, and assemble them into the F.O. injec- tion pump.
(5) Install the F.O. injection high-pressure cou- pling, and tighten the bolts with the specified torque.
I Specified torque: 34 - 44 N.m (3.5 - 4.5 kgf-m) 1
(6) Mount the rack pin, and adjust the rack amount uniformly.
( : "Operation" 5-3.1 "Adjustment of the F.O. lnjection Pump Rack Amount")
(7) Mount all the piping.
(8) Check the fuel oil injection timing.
( a : 8-2.6 "Inspection and Adjustment of the Fuel Oil Cam Timing")
(9) After finishing the adjustment, pass the fuel oil, and loosen the air vent screw to vent air.
( : "Operation" 4-2.2(5) "Fuel Oil Priming and Air Vent")
Shim !
Assembling position mark line
Mounting Heght of F.0, lnjection Pump
Leak oil cover
Mounting of F.O. lnjection High-pressure Coupling
F.O. Injection Device
Memo DK-20
I I Valve Operating Device I
10. Valve Operating Device
10-1 General Construction
The valve operating device is of a swing-arm type, equipped with the roller follower, and the valve operating devices for exclusive use of intake and exhaust are separately provided respectively. The intake and exhaust cam lift is transmitted to the intake and exhaust valves from the roller, through the push rod, rocker arm, and valve retainer tee, via swing arm pivot (push rod seat). A bearing is press-fitted into the roller, and it turns around the tappet roller pin which is press-fitted into the swing arm. T h e swing arm support and roller bearing lubricating oil are supplied from the drilled holes of the engine frame, through the bolt which fixes the swing arm shaft, and via the shaft and the drilled holes inside the arm. A ring knock is press-fitted into the shaft, so as to ensure the parallelism between the roller and cam contact surfaces.
I Swing arm assy. : 11 kg I 10.2 Replacing Consumables, Implements,
and Measuring instruments
(1) Replacing Consurnables None
(2) Implements and Measuring Instruments a General tools and measuring instruments
( a : 2-2) 10.3 Disassembly of Valve Operating Device
(1) Disconnect the cylinder head cover, and remove the rocker arm device and the push rod.
(2) Remove the cover on the camshaft side. (3) Disconnect the bolt @, and remove the swing
arm assembly. Mark the engine number and the cyl inder number wi th magic ink or the l ike, before removing the swing arm assembly.
(4) Disconnect the snap ring @, and remove the swing arm @ and @ from the swing arm shalt @.
- - Push rod.
seal
Roller-
Swing arm shaft
Valve Operaling Device
Swing Arm Assy,
,
Valve Operating Device I I t M I Inspection and Maintenance of Valve Operating Device I DK-20 I 4
10-4 lnspection and Maintenance of Valve Operating Device
(1) Clean all the parts using washing oil.
Lubricating holes are provided in each of the individual parts, and therefore be careful so that no dust or foreign matters wi l l b e infiltrated.
(2) lnspect if there is any scratch or abnormal dent on the swing arm shaft and the swing arm sliding surface.
(3) lnspect if there is any scratch or abnormal dent on the outer periphery of the tappet roller @.
(4) lnspect if there is any scratch or abnormal dent on the contact surface of the push rod seat @.
(5) Measure the clearance between the roller pin @ and tappet roller bush @, placing a dial gauge against the upper face of the tappet roller, and moving the tappet roller up and down.
Nom. size Standard Replacing clearance (mm) limit (mm)
B = .# 22 b = 0.07-0.13
$\ When the clearance become wider, the valve end clearance becomes larger, and the valve opening and c losing t iming changes, resulting in the deterioration of the engine performance. In case that the measurement result of the clearance is over the replacing limit, replace the swing arm (with the roller) with a new one.
Inspection of Swing Arm Shalt and Swing Arm
Clearance Measurement of Tappet Roller Bush
10.5 Assembly of Valve Operating Device
/
(1) Mount the arm on the arm shaft, matching the oil hole ol swing arm and the oil hole groove of
DK-20
swing arm shaft.
Valve Operating Device
Assembly of Valve Operating Device
Be careful not to mistake when handling the swing arms each other, since there are two types of swing arm, one for intake and one for exhaust. The one with the cawed stamp "R" is for exhaust (flywheel side), and the one with the notched mark "L" is for intake (front side). Further, before assembling, be minded to confirm the cylinder number, so as to prevent mistaking it with the parts of the other cylinder.
(2) Fix a snap ring. (3) Match the ring knock @.position, then mount
the swing arm assembly on the engine frame. (4) Tighten the bolt with the specified torque, after
applying lubricating agent (MOLYKOTE 1000) on the threaded area of bolt and seat surlace.
I Specified torque : 59 N. m (6 kgf. m) I
Swing Arm Oil Hole
Valve Operating Device
Memo ITEM
DK-20
11. Governor Driving Device
DK-20
11-1 General Con~truction In this engine, the following 2 types of governor is
Governor Driving Device General ConstructionlReplacing Consumables, Implements, and Measuring Instruments
applied. The governor is of a hydraulic type that controls
As lor the handling of the governor body, refer to the rack amount of the F.O. injection pump and the a separately provided document. F.O. injection rate, in accordance with the load and
( a: "Governor Instruction Manual") the revolving speed of the engine via common rod. The governor driving device is located on the rear side of the engine, and composed of the helical gear engaged with the cam gear and a pair of the bevel gear, and drives the governor via spline coupling. The governor gear case and the mounting surface of the engine frame are sealed with liquid sealant. and the adjustment of the bevel gear backlash is made by the adjusting shims on the mounting surface of the governor.
11-2 Replacing Consumables, Implements, and Measuring Instruments
(1) Replacing Consumables Replace the following parts with the new ones.
(For RHD6 governor) (a : "Parts Listn.) @ O-ring 3-25.1 No.522 @ Cover 3-25.1 N0.48 @ Bearing 3-25.1 No.512
O Split pin 3-25.1 No.532, 539
(For UGlO governor) ( a: "Parts List".) @O-ring 3-25.2 No.523 @Bearing 3-25.2 No.513, 514 @Split pin 3-25.2 No.532, 539
(2) Implements and Measuring Instruments General tools and measuring instruments ( 0 : 2-2.)
Governor : 8 kg Governor driving device assy. : 21 kg
Governor : 20 kg Governor driving device assy. : 22 kg 1
Govern1
Lir
, Common rod lever
Governor Link
.
Governor Driving Device
Disassembly, Inspection, and Maintenance of Governor Driving Device
11.3 Disassembly of Governor Driving Device
The construction of governor driving device is basically same regardless of the types of governor, and therefore the explanation is made regarding Type RHD6 in this section. (1) Remove the governor lever@ and link pin @. (2) Remove the oil feed piping of the driving
device. (3) Remove the governor mounting nut 0, and
remove the governor. (4) Remove the governor gear case mounting bolt
@, and remove the governor driving device assembly.
(5) Measure the backlash between the governor gear @ and governor driving gear @.
Standard clearance Replacing limit (mm) (mm)
Backlash 0.3-0.5 0.8
(6) Take out the bolt @ and remove the governor base @. As the spline coupling @, governor driving shaft- 2 @, bearing @, and governor gear @ are all mounted on the governor base, these pans can be pulled out at the same time.
(7 ) Remove the covers @ on both sides of the governor driving shalft-1 0.
(8) Insert a hexagonal-bar spanner into the hexagonal hole of the end part of the governor driving shaft-1, remove the nut 0, and then pull out the governor shalt-1. Be minded to hold the governor gear with hand
so that it may not fall down. (9) Remove the governor drive gear @ and @.
11-4 Inspection and Maintenance of Governor Driving Device
(1) Clean all the disassembled pads with washing oil.
(2) Inspect each gear surlace for abnormal wear and scratch.
(3) lnspect the governor shaft-1 0, - 2 @ and llange bush @. @I for abnormal dent or scratch.
Governor Driving Devlce
(4) Calculate the clearance by measuring the governor driving shaft outer diameter and flange bush inner diameter, and in case that the clearance is over the replacing limit, replace the flange bush with a new one.
DK-20
<Governor driving shaft-I> Nom. size Standard Replacing
(mm) clearance (mm) limit (mm) A = $ 2 2 a = 0.01 -0.10 0.15
<Governor driving shaft-2> Nom. size Standard Replacing
(mm) clearance (mm) limit (mm) D=$14 d = 0.01 -0.08 0.13
Governor Driving Device Inspection, Maintenance, and Assembly of Governor Driving Device
11-5 Assembly of Governor Driving Device
(1) Assemble the governor driving device in the reverse order of the disassembling procedure. a) Replace the O-ring and bearing with the new
ones, and app ly grease to them before assembling.
b) Replace the cover @ with a new one. Apply seal bond (silicone type) and insert it into the hole, and evenly strike it placing a patch, so that the outer periphery should be adhered tightly.
(2) Atter assembling, check the followings: a) The governor drive gear and governor rotate
smoothly. b) Confirm that backlash is normal, and in case
that it is not within the specified value, adjust it by inserting the shim between the governor base and governor gear case.
(For RHD6 Governor) (a: "Parts List")
0.8 mm 3-25.1 No.55 1 .O mm 3-25.1 N0.53
(For UGlO Governor) ( a: "Paris List")
0.5 mm 3-25.2 No.58 1.0 mm 3-25.2 No.59
Clearance of Flange Bush
Assembly of Governor Driving Device
Governor Driving Device
Memo ITEM
DK-20
12 lntake and Exhaust Device
12-1 General of lntake and Exhaust System
The high-temperature and high-pressure exhaust gases shall be emitted from the cylinder are effectively introduced into the turbocharger through the exhaust manifold, and a part of the exhaust energies will be recovered as intake pres- sure.
The high-temperature air compressed by the tur- bocharger will be cooled down while passing through the air cooler, and will be introduced to the intake duct of the engine frame.
The turbocharger and the air cooler is located o n the front part of the engine as standard, however they can be located on the rear part of the engine according to the specifications.
1. 2 DK-20
f roln allnllicr cyltu:dcr I ri iaoolll(~ cy(ifidrr
lntake a n d E xhaust Device
lntake and Exhaust Device
General of Intake and Exhaust DevicelTurbocharger
12-2 Turbocharger
Since the items mentioned in this section are the parts to which NOx Technical Code shall be applied, when replacing any of these parts, be sure to use the parts provide with the identifica- tion marks. (a : 0-3 "Engine Conforming to NOx
Technical Code")
Lubricating oil that lubricates the bearing and
cooling water that cools the bearing base are sup-
plied to the turbocharger.
The lubricating oil is supplied to the turbocharger
through a special filter, being branched from the
engine system oil. Further, an orifice is installed at
the inlet of the turbocharger, so as to maintain the
lubricating oil pressure at the appropriate level.
As for the operation, disassembly, and mainte-
nance of the turbocharger, refer to a separately
provided instruction manual.
Turbocharger (except the exhausl duct)
RH123, RH133 : 37 kg RH143, RH163 : 115 kg RH183, RH203 : 214 kg TPS 48 129 kg TPS 52 187 kg
A The turbocharger is very hot just after the
engine is stopped. Wait until i t sufficiently
cools down before dismantling it for inspection
and maintenance.lf it must be dismantled
before it cools down, wear safety gloves, and
take care not to burn your hands.
12.3 Air Cooler
12.3.1 General Construction
The air cooler is of a fin-tube mulii-tubular type with box shape, and is installed to the bracket. The cooling water inlet and outlet ducts of the air cooler are equipped with a butterfly valve to adjust
,- , c o
the intake air temperature to an appropriate value.
Intake and Exhaust Device Air Cooler: General ConstructionIReplacing Consumables, Implements, and Measuring Instru'mentslDisrnounting
Model No. of air cooler DK25, DH31 : 150 k g DHB31 : 234 k g DK30, DH29, DH39, DH48 : 240 k g DH52, DH73 : 310 k g DH95 : 300 kg
DK-20 irk3.3
12-3.2 Replacing Consumables, Implements, and Measuring lnstruments
(1) Replacing Consumables Since the replacing consumbales, such as O- ring, packing, and gasket, vary depending on the model number of the air cooler, refer to a separately provide park list. ( : "Parts List")
(2) Implements and Measuring lnstruments a General implements and measuring
instruments ( Q.J : 2-2)
12-3.3 Dismounting of Air Cooler
(1) Remove the cooling water inlet and outlet duct
@. (2) Remove the air cooler cover @I and air cooler
inlet duct @. (3) Disconnect the exhaust outlet duct @, and the
turbocharger. (4) Remove the air cooler mounting bolt @ and 0,
passing a wire rope around the air cooler and suspending it with a chain block.
(5) Disconnect the air cooler.
Dismounting of Air Cooler
5-Q '
Intake and Exhaust Device I ITEM
3 5 1 DK-20 / Inspection, Maintenance, and Mounting of Air Cooler I 12.3.4 Inspection andMaintenance of Air
Cooler
Since the items mentioned in this section are the parts, to which Nox Technical Code shall be applied, when replacing any of these parts, b e sure to use the parts provided with the identification marks. (a : "Engine Conforming to NOx Technical Code")
(1) Remove the water chamber covers on the both sides, and eliminate the scales deposited on them. I n case that coating of the inside surfaces is peeled ofl, repair the parl or conduct the coating again.
(2) Clean the inside of the cooling tube using a nylon brush. After brushing, wash it with clean and fresh water.
(3) Eliminate the stains on the air side by blowing air on them. In case the degree of stain is heavy, disconnect the water chamber, and remove the stain by immersing the plate-fin tube assembly in neutral detergent. After eliminating the stain, wash with clean and fresh water, and sufficiently dry the assembly promptly.
(4) Inspect the protective zinc, and replace it with a new one. (In case that the equipment is provided with the protective zinc.)
( a : 5-4.6 "Daily Inspection and Maintenance of Protective Zinc")
12-3.5 Mounting of Air Cooler
Assembly the air cooler in the reverse order of the disassembling procedure.
Intake and Exhaust Device lTEM
Memo DK-20
13. Starting Air System
ITEM
1 DK-20
13.1 Outline of Starting Air System
Starting Air System
Outline of Starting Air System
The air start ing type is employed to DK-20 engines, the direct starting type by the starling valve is employed to 6.8DK engines, and the air motor starling type is employed to 3.5DK engines. ( 0: "Operation" 2-2.1 "Starling Air System") The high-pressure air of 2.5 to 2.9 MPa 125 to 30 kgflcm2) is used as the starting air, and the iow- pressure air of 0.8 MPa 18 kgf/cm2) is used as the controlling air. The major components of direct starting air type are the starling air valve, starling air rotary valve, and starting operation valve.
control air
L
The major components of air system of the air motor starting type are the starter, relay valve (with the regulator), and starling operation valve. Among these equipment, regarding the starter, relay valve, and starting operation valve, the overhaul and repair is virtual ly impossble. Therefore, be minded to activation is faulty. As for the air motor, refer to the separately provided "Instruction Manual".
( : "Instruction Manual of Air Motor")
Engine starting solenoid valve Starting operation valve (For remote and auto stalling)
Air tank
air rotary valve
I (Cylinder head)
I Stalling valve
Starting Air System (Direct Starting Type)
Starting air
'
(0 C(
Starting Air System (Air Motor Starting Type)
Starting Air System
Outline of Starting Air System DK-20 1
ITEM
1
13-2 Starting Air Valve
13-2.1 General Construction
The starting air valve is the vaive that controls the supply of the high-pressure air for starting when the engine is being started, and is activated by the controlling low-pressure air which is sent from either the starting operation valve or the starting solenoid valve.
Starting valve assy. : 12 k g
13-2.2 Replacing Consumables, Implements, and Measuring Instruments
(1) Replacing Consurnbales Replace the following parts with the new ones (a : "Parts List") @Valve 4-1.1.1 No.86 @Split pin 4-1.1.1 No.810, 825 O O-ring 4-1.1.1 No.8502, 8503, 8504,
No.B505,8506, 8507 No.8508, 8509
@ Circular gasket 4-1.1 No.C516. C517
(2) Implements and Measuring Instruments @ General implements and measuring
instruments (a : 2-2)
13-2.3 Disassembly of starting valve
(1) Disconnect the piping of the starting air outlet and inlet and the piping of the control air inlet, and remove the starting air vaive assembly from the bracket.
(2) Disassemble the starting air valve according to the following procedure: a) Disconnect the mounting bolt, and remove the
upper cover @ and lower cover @. b ) Take out the split pin of the valve stem and
the nut @, and remove the piston @ and the spring @.
When disassembling, carefully perform the work so that the spring will not f ly out, because the spring is compressed by the
c) Remove the bolt and disconnect the cylinder
@. d) Take out the stopper ring 0, and remove the
key receptor @ and the key 0. e) Disconnect the piston 0, and extract the valve
stem a. 1 ) Take out the split pin @ and the nut 0, and
remove the valve receptor @, the valve @, and the valve retainer @ from the valve stem.
g) Remove the union screw 0, and take out the spring @ and the check valve @.
d b b Starting Alr Valve
Starting Air System
[ Inspection, Maintenance, and Assembly of Starting Air Valve I DK-20 12y4, 2.5 1 13-2.4 Inspection and Maintenance of
Starting Air Valve
(1) When rust is found, carefully remove it using a fine sandpaper.
f L l
For the sake of rust-prevention, be minded to perform the draining of the equipment and the piping without fail, at the time of daily maintenance.
(2) Wash all the disassembled parts with clean washing oil, and blow air on them.
(3) lnspect il there is any abnormal dent or scratch on the piston @ and 0.
(4) lnspect i f there is any scratch on the seat surface of the valve @.
(5) lnspect if there is any abnormal dent or scratch on the check valve @ and the seat surface.
(6) lnspect il there is any scratch on the spring @ and 0.
13-2.5 Assembly of Starting Air Valve
(1) Before assembling, thinly apply silicone grease on the valve, the O-ring, and the sliding part of the seat surface.
(2) Assemble the staring air valve assembly in the reverse order of the disassembling procedure.
(3) Mount the starting air valve assembly to the bracket, and install the piping.
Suff iciently f lush the pip ing before installation, so that dust and drain are completely removed. Further, be minded that sealant or the like will not be deposited during the work.
6 Check Valve
13.3 Starting Air Rotary Valve
13-3.1 General Construction
The starting air rotary valve is the valve that distribute pilot air, which is used to actuate the starting valve, to each cylinder according to the explosion sequence, and this valve is driven from the front end of the camshaft via rotary valve coupling (Oldham's coupling).
I Starling air rotary valve assy. : 8.4 k g I
13-3.2 Replacing Consumables, Implements, Measuring instruments
(1) Replacing Consumables Replace the following parts with the new ones. ( a: "Parts Listu) @ Rotary valve cover gasket 4-1.2 No.Al4 @Circular gasket 4-1.2 No. A505, A515
(2) Implements and Measuring Instruments @General implements and measuring
instruments (a: 2-2)
13-3.3 Disassembly of Starting Air Rotary Valve
(1) Disconnect each piping of the starting air inlet and the starting air outlet.
(2) Disassemble the starting air rotary valve on the following procedure: a) Remove the mounting bolts, and disconnect
the rotary valve cover @ and the circular gasket @.
b) Extract the starting air rotary valve @. C) Disconnect the mounting bolts of the rotary
valve seat @, and remove the rotary valve seat and the gasket @.
d) Remove the rotary valve coupling @.
Starling Air Rotary Valve
13-3.4 Inspection and Maintenance of Starting Air Rotary Valve
Starting Air System
Inspection, Maintenance, and Assembly of Starting Air Rotary Valve
(1) Wash all the disassembled parts with clean washing oil, and blow air on them.
(2) lnspect the scratch and wearing conditions of the rotary valve bush @. Measure the shaft diameter and the bush inner diameter of the rotary valve, and calculate the clearance.
Nom. size Standard Replacing clearance (mm) limit (mm) a = 0.02-0.10
ITEM
DK-20 3.4,3.5
When wear of the bush becomes heavy. lubricating oil will infiltrate into the starting air
pipe, making the starting difficult. In such a case, replace the bush with a new one.
(3) lnspect if there is any fin or foreign matters caught on the seat areas of the starting air rotary valve and the rotary valve. In case that inclusion scratch is extended over the holes of each cylinder, perform the lacing-up after grinding and correcting the seat surface. Further, in case that fin is found, remove it using a file or scraper.
(4) lnspect if the engagement area of the starting air rotary valve @ and rotary valve coupling a, and the engagement area of the rotary valve coupling and camshaft are not worn out, respectively.
If the wearing degree of the engagement area is heavy, the opening and closing timing of the starting valve will be delayed, making the starting difficult. In such a case, replace the starting air rotary valve or rotary valve coupling with a new
. one. L
13-3.5 Assembly of Starting Air Rotary Valve
Assemble the starting air rotary valve in the reverse order of the disassembling procedure. (1) Wash the starting air rotary valve and rotary
valve seat, and apply the lubricating oil to the seat surface and shaft area.
(2) When inserting the starting air rotary valve into the rotary valve seat, conduct the insertion work by adjusting the air hole of the starting air valve to the rotary valve seat hole of the cylinder number, which is on the explosion process. When the holes do not match, insert the starting air rotary valve by turning it 180(.
Be careful not to disassemble the rotary valve in a wrong way, since it will inhibit the engine to start.
(3) Install the piping and flexible cable.
engine)
Rolating direction 01 rolary valve
The above figure shows the posilional relationship ot the slarling air valve when the No.1 engine is on the lop dead center position ol explosion.
Rotary Air Valve Assembling Procedure
13-4 Starting Operation Valve and Handle Switch
J /
The starling operation valve is an air valve for the purpose of starting from the machine side, and the starting air valve will be actuated by manually operating the pushbutton, so that the low-pressure air is supplied to the starting air valve. The handle switch is a limit switch, which is actuated interlocking with the control lever, and when the control lever is set to the drive position, the switch is turned ON and a protective circuit is formed.
DK-20
D o not disassemble the starting operation valve and handle switch. In case that malfunction is occurred, be minded to replace it as an assembly.
Starting Air System
Starting Operation Valve and Handle Switch
Starting Air System
Memo ITEM
DK-20
14. Fuel Oil System
DK-20
14-1 General of Fuel Oil System
Fuel Oil System
General of Fuel Oil System
The engine is designed on the assumption that the driving shall be performed using heavy fuel oil.
In case of heavy fuel oil, appropriate pretreat- ment of the fuel oil before feeding at the entrance of the engine is particularly important, and the quality of the fuel oil will give a remarkable influ- ence on the various equipment such as the fuel oil injection pump.
Since not only the individual systems but also the facility and equipment will also differ depending on the grade of the oil to be used, be minded to perform appropriate maintenance, inspection, and adjustment according to the instruction manuals of each facility and equipment.
The major component parts attached to the engine are the fuel oil filter, fuel oil relief valve, fuel oil feed valve, and so on.
As for the inspection and maintenance of the fol- lowing equipment, refer to the other sections in this manual or separately supplied documents.
( a : "Operation" 2-2.2 "Fuel Oil System")
Fuel o i l f i lter
( : "Operation" 5-4.3 "Cleaning Filters")
Facilities and equipment for pretreatment
(a : Separately supplied "Instruction Manual")
s :Cautions in disassembling, maintaining and
reassembling the fuel o i l system> 1) The parts such as the fuel oil injection pump
and fuel oil injection valve, which are used in the fuel injection system, are all precision parts, and therefore if any dust or foreign matter is mixed in the oil, it will result in the faults such as seizure.ln case that the equip- ment of the fuel oil system is disassembled, regardless of whether it is the one attached to the engine or the one to be separately installed, be particularly careful so that any dust or foreign matters will not infillrate into the inside of the equipment or piping.
2) In case that the fuel oil system is over- hauled, be sure to perform air bleeding afle~ restoration. When discharging air, take care not to splash the oil.
:uai oi! injoilion 'va!w relurn oi! main pipe
Giesci fuel
Fuel Oil System
Fuel Oil Relief Valve
14-2 Fuel Oil Pressure Regulating Valve
14-2.1 General of structure The fuel oil relief valve is installed on the read
end of the fuel oil main pipe, and the valve oper- ates to maintain the pressure at the inlet of the fuel oil injection pump within the appropriate range.
Excessive oil will be returned to the supply sys- tem through the relief valve.
The fuel oil pressure depends on the source pressure of the supply system, and it also varies depending on the viscosity of the oil.ln case of heavy fuel oil, adjustment is readily made so that the pressure stays at an appropri- ate viscosity and to be within the blue mark range on the pressure gauge. Therefore, when the pressure is deviated from the specified range during operation, be minded to firs1 check if the viscosity of the fuel oil is appropri- ate or not before starting to disassemble and inspect the fuel oil relief valve.
When heavy fuel oil is used, the oil is heated to a high temperature (100°C or more). If the oil is splashed on the skin, it may be scald. Take care not to splash the oil when disassem- bling.
14-2.2 Replacement Consumables, Implements, and Measuring lnstruments
(1) Replacement Consumables
Replace the following parts with the new ones.
(a : "Parts List")
1) Circular gasket 4-2.5 No.507.508. 509
(2) Implements and Measuring instruments
1) General implements and measuring lnstruments ( a : 2-2 )
14-2.3 Disassembly of Fuel Oil Relief Valve
(1) Take out the connected piping, and remove the relief valve assembly.
(2) Disassemble the relief valve according to the following procedure:
a) Disconnect the cap nut @ , loosen the lock
nut @, and completely turn back the adjusting screw @. Before loosening the adjusting screw, either put a mark on the tightening position of the adjust- ing screw or keep the record of the dimension, so that the original position can be identified when assembling.
b) Loosen and remove the spring retainer @ .
C) Remove the spring seat @, spring 0, and
relief valve @ from the relief valve body @.
Fuel Oil Relieve Valve
14-2.4 Inspection arld Maintenance of Fuel Oil Relief Valve
(1) Wash all the disassembled parts with clean washing oil, and remove the sludge
(2) Inspect if there is any abnormal dent or scratch on the relief valve, or also check if the valve is not stuck.
(3) Inspect if there is any abnormal dent or scratch on the spring
14-2.5 Reassembly of fuel oil pressure regulating valve
Perform the assembly of the relief valve in the reverse order of the disassembling procedure.
(1) Set the adjusting screw to the position of the marking.
(2) Afler assembling, drive the engine and check if the pressure is within the blue mark range, and in case that ihe pressure is out of ihe range, adjust the pressure with the adjusting screw.
14.3 Fuel Oil Feed Pump
14-3.1 General Construction
The fuel oil feed pump is installed on the front part of engine, and is driven from the auxiliary gear case via pump driving device. The feed pump is a trochoid type, and the safety cover is incorporated into the upper cover.
Fuel oil feed pump assy. : 24 kg
14-3.2 Replacing Consumables, Implements, and Measuring lnstruments
(1) Replacing Consumables Replace the following parts with the new ones: ( : "Parts List") (Fuel oil feed pump) @ O-ring 4-2.1 No.205, 206 @Gasket 4-2.1 No.235,236, 297, 298 @Mechanical seal 4-2.1 No.238 @ Bearing 4-2.1 No.232, 233
(Fuel oil feed pump driving device) @ Gasket 4-2.2 No.20 @ Plain washer 4-2.2 No.507 @Washer with tooth 4-2.2 No.508, 509, 510 @ Split pin 4-2.2 No.511 @Oil seal 4-2.2 N0.519 @ Bearing 4-2.2 No.518
(2) Implements and Measuring Instruments General tools and measuring instruments ( a: 2-2)
14-3.3 Dismounting of Fuel Oil Feed Pump
(1) Disconnect the outlet and inlet piping of the fuel oil feed pump.
(2) Take out the coupling cover. (3) Remove the bolts and disconnect the fuel oil
feed pump from the pump base, careful ly watching the positioning pin.
(4) Loosen the clamping screw of the coupling and remove the coupling.
(5) Take out the coupling key.
Coupling, Cover
Posilioning pin Pump base
Dismounting of Fuel Oil Feed Pump
Fuel Oil System
Disassembly, Inspection, and Maintenance of Fuel Oil Feed Pump
14-3.4 Disassembly of Fuel Oil Feed Pump
(1) Before disassembling the fuel oil feed pump, be minded to mark the matchmarks on the pump body, the cover, and so on.
(2) Remove the piping ol the ring joint 0. (3) Remove the bolt and nut, and take out the seal
cover @. (4) Take out the mechanical seal @ from the seal
cover. (5) Remove the bolt, and take out the bearing
cover @. (6) Remove the bolt, and take out the side cover @
and bearing @. (7) Take out the rotary part of the mechanical seal. (8) Take out the outer rotor @ and rotor housing
@. (9) Pull out the inner rotor@ and shaft a.
Carefully handle the parts so as not to bend the shaft.
(10) Take out the bearing a and collar @I. (11) Remove the safety valve cap 0, loosen the
lock nut 0, and then loosen the adjusting screw
0- Before loosening the adjusting screw, be minded either to mark the tightening position of the adjusting screw, or to record the dimensions.
(12) Take out the connector @, and remove the spring retainer @, spring @, and safety valve a.
14-3.5 Inspection and Maintenance of Fuel Oil Feed Pump
(1) Clean all the disassembled parts with fresh washing oil, and blow air on them for drying.
(2) lnspect the wearirig conditions of the inner rotor and outer rotor tooth surfaces, cavitation. pitching, and so on.
(3) lnspect the scratch and wearing conditions of the outer periphery of outer rotor.
(4) Rotate the bearing, and check if it rotates smoothly or if there is not any abnormal sound.
( 5 ) Inspect if there is any abnormal dent on the safety valve and safety valve spring, and also if there is not any sticking.
Fuel Oil Feed Pump
Fuel Oil Feed Pump Safety Valve
Fixed part
Mechanical Seal
Even in case that no particular fault is found in the bearing, be minded to replace it with a new one at the t ime of the periodical inspection, which shall be pelformed every 12,000 to 16,000 hours (4 years).
DK-20
14-3.6 Assembly of Fuel Oil Feed Pump
Fuel Oil System Inspection, Maintenance, and Assembly of Fuel Oil Feed Pumn
(1) Anach the inner rotor @ to the shaft 0, and install them into the casing @.
(2) Install the collar @ and bearing a to the shaft. (3) lnsert the pipe knock into the casing, attach the
rotor housing @, and then mount the outer rotor
0. (4) Insert the mechanical seal rotary part into the
shaft. a) Apply lubricating oil to the inner surface of the
gasket and shaft. b) Mount the col lar, and f ix the shaft by
tightening the set screw. When inserting the collar leg into the drive ring groove, be minded to slowly and carefully insert it, so that the gasket will not be peeled off.
( 5 ) Attach the side cover @ with short bolt, insert the bearing @, and then install the bearing cover
(6) lnsert the fixed part of the mechanical seal into the seal cover @.
(7) Attach the seal cover to the main body. Temporarily tighten 2 short bolts and 2 long bolts, and then securely tighten all the bolts alter confirming that it can be rotated lightly by hand.
(8) Install the safety valve. (9) Install the piping of ring joint, and attach the
drive key. (10) lnstall the coupling, and mount the fuel oil
feed pump on the pump base. (11) Attach the pump inlet and outlet piping
Seal ring Set screw \ \ \ Drive ri?g groove \
Insertion of Mechanical Seal Rotary Part
- Fuel Oil System
Disassembly, Maintenance, and Assembly of Fuel Oil Feed Pump Driving Device
14-4 Fuel Oil Feed Pump Driving Device
14-4.1 Disassembly of Fuel Oil Feed Pump Driving Device
(1) Before starting to disassemble the driving device, take out the center cover of the auxiliary drive gear case, and measure the backlash of the pump drive gear.
Standard value Replacing limit
Backlash 0.3-0.5
(2) Disconnect the fuel oil feed pump. (a: 14-3.3 "Dismounting of Fuel Oil Feed Pump")
(3) Disconnect the mounting nut, and remove the pump drive bearing @.
(4) Remove the nut @, and pull out the pump drive gear @ form the drive shaft @. Then, take out the key.
(5) Pull out the drive shaft from the pump drive bearing, and take out the bearing @ and distance piece @.
(6) Remove the oil seal @.
14-4.2 Maintenance and Assembly of Fuel Oil Feed Pump Driving Device
(1) Inspect if there is any wear or pitching on the tooth surface of the pump drive gear,
(2) Inspect if there is any distortion or crack in the coupling rubber.
(3) Rotate the bearing, and inspect if it rotates smoothly or i f there is any abnormal sound.
(4) Assemble the driving device in the reverse order of the disassembling procedure.
I1 the oil seal is installed upside-down, oil will leak.
'
Therefore, be careful not to mistake the assembling direction.
Apply lithium grease
b b b Fuel Oil Feed Pump Driving Device
Lubricating Oil System
15. Lubricating Oil System
15-1 Outline of Lubricating Oil System 15-2 Lubricating Oil Pump
The lubricating oil is installed on the front end of 15-2.1 General Construction
As the filters for the turbocharger and fuel injection pump, the special filters of a higher precision are installed. (a : "Operation" 2-2.3 "Lubricating Oil System") ( a: "Operation" 5-4.3 "Cleaning Filters")
the engine, and driven by the auxiliary drive gear The lubricating oil is a gear type, and all the attached to the crankshaft.
pieces of the bearings used in the pump are needle The lubricating oil cooler is installed on the engine,
bearings. Further, a safety valve is incorporated and equipped with a temperature control valve as
into the pump cover. an assembly. The lubricating oil filter is also installed on the
Safe
engine, and the lubricating oi l relief valve is
I I u Engine base plate (oil lank) Leaked and waste
oil tank
Lubricating oi l pump assy. : 33 k g
Lubricating Oil System
installed on the installation base of the engine.
15-2.2 Replacing Consumables, Implements, and Measuring Instruments
(1) Replacing Consumables Replace the following parts with the new ones ( Q: "Parts List".) @ Needle bearing 4-3.1.1 No.42 0 Oil seal 4-3.1 .I N0.526
@ Split pin 4-3.1 .1 No510 @ Pump body gasket 4-3.2 No.10
(2) Implements and Measuring lnstruments @ General implements and measuring instruments
( Q : 2-2.)
15-2.3 Disassembly of Lubricating Oil Pump
(1) Before removing the lubricating oil pump, take out the center cover of the auxiliary gear case, and measure the backlash of the pump drive gear.
Backlash 0.3- 0.5
(2) Remove the inlet and outlet piping (3) Remove the mounting nut, and take out the
lubricating oil pump assembly. (4) Assemble the lubricating oi l pump on the
following procedure: a) Before disassembling, be minded to mark the
matchmarks on the mating surfaces of the pump body, cover, and so on.
b) Remove the split pin @ and castle nut @, and take out the gear @ and key @.
c) Remove the bolt of the pump body cover @, and take out the pump body cover.
d) Pull out the pump gear @ and @from the pump body @.
e) Remove the snap ring 0, and pull out the oil seal 0.
f ) Remove the snap ring 0, and pull out the bearing a.
g) Pull out the bearing @ from the pump body and pump body cover.
h) Remove the safety valve retainer 0, and pull out the safety valve spring @ and safety valve
@.
Bearing 0 side , -m :ear side
Lubricating Oil Pump
15-2.4 Inspection andMaintenance of Lubricating Oil Pump
*
(1) Wash all the disassembled parts with clean washing oil.
(2) lnspect the wearing conditions ol the tooth surface of each gear, and presence ol pitting. Also inspect the peeling conditions ol the outer periphery and side face, and the presence of
seizure. (3) lnspect if there is any abnormal wear on the oil
seal sliding surface of the pump gear shaft. (4) lnspect i f there is any abnormal dent or scratch
on the pump body, and the inner surface of the pump body cover.
( 5 ) lnspect the wearing conditions of the tooth surface of the drive gear a, and the presence of pitting.
( 6 ) lnspect i f there is any scratch or trace of sticking on the safety valve. In case that the scratch degree is light, correct it with oil stone.
ITEM
2.4,2.5 DK-20
15-2.5 Assembly of Lubricating Oil Pump
Lubricating Oil System Inspection, Maintenance, and Assembly of Lubricating Oil pump
(1) Assemble the lubricating oil pump in the reverse order of the disassembling procedure
(Cautions when assembling) 1) Replace the needle bearing and oil seal
with the new ones. 2) Use liquid sealant for the mating surface
of the pump body cover and pump body. 3) Be minded to assemble the pump body
cover after confirming the matchmarks that have been made when disassembling, so that oil release hole is situated on the delivery side without fail.
(2) Install the lubricating oil pump. In case that the pump drive gear is replaced, confirm the backlash.
(3) Connect the inlet and outlet piping.
<- Lubricating Oil System
Lubricating Oil Cooler: General ConstructionIReplacing ITEM
, Consumables and Implernentsllnspection and Maintenance DK-20 3.1-3.3
15-3 Lubricating Oil Cooler
15-3.1 General Construction
The lubricating oil cooler is installed on the engine body, and the temperature control valve is attached to the lubricating oil outlet. The cooling pipe is multi-tubular type, and there are the tube plates on both sides, and the tube plate on one side is fixed type, and the tube plate on the other side is outer-periphery-slide type, which absorbs thermal expansion of the tube, and is sealed with O-ring. In case that the cooling water is sea water, protective zinc is attached to the side covers on the both sides. (a: "OperationM 5-4.6 "Inspection and Replacement of Protective Zinc")
15-3.2 Replacing Consumables, Implements, and Measuring lnstrurnents
(1) Replacing Consumables Replace the following pads with the new ones. ( Q: "Parts Listv) @ Gasket 4-3.3.1 No.525, 526 @O-ring 4-3.3.1 No.521 @ Protective zinc mounting gasket 4-3.3.1 No.61
(2) Implements and Measuring Instruments General tools and measuring instruments
( QJ : 2-2)
15-3.3 Inspection and Maintenance of Lubricating Oil Cooler
If sludge is accumulated on the cooling pipe surface of the lubricating cooler, the cooling performance will drastically be decreased. Therefore, be minded to conduct the maintenance according to the maintenance i n t e ~ a l specified in the overhaul and maintenance list. (1) Removal of lubricating oll cooler
a) Remove the connecting piping of the cooling water and lubricating oil.
b) Pass a wire rope around the lubricating oil cooler assembly, and dismount the cooling water assembly by removing the mounting bolt. while suspending it with a chain block.
Lubricating oil cooler 6.4 m2 : 123 kg
8 m2 : 136 kg 12 m': 170 kg
Lubricating Oil Cooler
(2) Cleaning of lubricating Oil Side Clean the lubricating oil side of the lubricating oil cooler by means of chemical cleaning, pulling out the cooling pipe assembly. a) Remove the bolt and nut, and take out the
cover @ and @ on the both sides. b ) Pull out the cooling pipe assembly by pushing
it from the slide side (cover @ side) to the fixed side (cover @ side).
c ) Clean the cooling pipe assembly by immersing
DK-20
it into cleaning liquid.
Lubricating Oil System Inspection, Maintenance, and Assembly of Lubricating Oil cooler
: 1) As for the details on the brand of the
cleaning agent, the mixing ratio, heating, postcleaning treatment, and so on, refer to the instruction manual of the manufacturer of each cleaning agent.
2) Be minded not to add the heat 01 1 5 0 " ~ or more to the cooler.
(3) Cleaning of cooling water side Remove sludge accumulated on the cooling pipe inner surlace using a cleaning brush for small tube, in the state that the covers on the both sides are removed.
(4) Inspection and maintenance a) Inspect if there is any crack or corrosion on
the inner surface of the cooling pipe. b ) In case that crack or corrosion is found,
replace the cooling pipe with a new one. O A s for the replacing method, consult the
Service Department of Daihatsu Diesel Manufacturing Co., Ltd.
c) Replace the O-ring @ 01 the tube plate @ outer periphery, and insert it into the casing @.
15-3.4 Assembly o f Lubricating Oi l Cooler
(1) Attach the covers on the both sides. (2) Conduct the water pressure test in the state of
the cooler assembly, and confirm that there is not leakage from any section of the p a r k
(3) Install the cooler assembly on the engine, and connect the piping.
Cooling Pipe Assembly
Cleaning of Cooling Pipe
(Water pressure test) Water side : O.6MPa {6 kgf/crna) Lubricating oil side : 1.OMPa { l o kgflcm')
15-4 Lubricating Oil Relief Valve
15-4.1 General Construction
The lubricating oil relief valve is incorporated into the lower part block of the lubricating filter. Surplus lubricating oil will be returned into the oil pan or into the oil tank on the engine base plate. The adjustment of lubricating oil pressure can be made by by turning the adjusting screw a, and by changing the spring force of the relief valve,.
Lubricating Oil System
Lubricating Oil Relief Valve
15-4.2 Replacing Consumables, Implements, and Measuring lnstruments
ITEM
DK-20 4.1-4.5
(1) Replacing Consumables Replace the following parts with the new ones (a : "Parts Listn) 6) Circular gasket 4-3.5.1 No.532, 533
(2) Implements and Measuring lnstruments @ General implements and measuring instruments (a: 2-2)
15-4.3 Disassembly of Lubricating Oil Relief Valve
(1) Remove the cap 0, loosen the lock nut 0, and fully turn back the adjusting screw @. Before loosening the adjusting screw, either mark the tightening position of the adjusting screw, or record the dimensions, so that the previous adjusting position can be identified when assembling.
(2) Take out the spring case @I.
Since the spr ing of the spring case is compressed, be minded to slowly and carefully loosen it.
(3) Take out the spring seat @, spring @ and @, and relief valve @ from the lubricating oil relief valve body a.
15-4.4 Inspection and Maintenance of Lubricating Oil Reliet Valve
(1) Clean all the disassembled parts with lresh washing water, and remove sludge.
(2) lnspect if there is any abnormal dent or scratch on the relief valve, or it the relief valve is not stuck. If the degree of the damage is minor, correct it with oil stone, and confirm that the valve can be moved smoothly.
(3) Inspect i f there is any abnormal dent or scratch on the spring.
15-4.5 Assembly of Lubricating Oil Relief Valve
Assemble the relief valve in the reverse order of the disassembling procedure. (1) Set the adjusting screw to the marking position. (2) After assembling, operate the engine and check
if the pressure is within the blue mark range, and in case that the pressure indication is out of the range, adjust it with the adjusting screw.
Lubricating Oil Relief Valve
15-5 Lubricating Oil Temperature Control Valve:
DK-20
15-5.1 General Construction
Lubricating Oil System
Lubricating Oil Temperature Control Valve: General ConstructionlReplacing Consumables and Implements
The lubricating oil temperature control valve is a kind of the mixing type with 3-direction valves, and the common port "A", high-temperature port "B", and low-temperature port "C" are provided. The valve a is opened or closed by the activation of the spindle @, which moves out and moves in by expansion or contraction force of the wax of the wax pellet @I located in the common port " A .
(Explanation of activation) The figure shows the case that the lubricating oil. ternperature of the port " A , which is connected to the engine inlet, is low, and indicates the state that the port "C" is fully closed and the port "6" is fully opened. When the lubricating oil ternperature is increased, the wax in the wax pellet will expand to extend the spindle, so that the valve @ is pushed down to o p e n the port " C " , and the lubricating oi l temperature in the pod "A" can be controlled to be of the specified value. In case that the lubricating oil temperature of the engine inlet has abnormally increased due to failure of the pellet, and so on, the temperature can be decreased by manually screwing the adjusting screw @, as an emergency measure, to push down the valve and open the port "C". ( a : "Operation" 5-3.2 "Manual Adjustment of Lubricating Oil Temperature")
Lubricating oi l temperature control valve (DTV50) : 13 k g
15-5.2 Replacing Consumables, Implements, and Measuring Instruments
(1) Replacing Consurnables Replace the following pads with the new ones. @ Gasket S4104100680 @ O-ring Z56OlOll24
8 Pellet (1) S10400 Note: The controlling temperature of pellet will
vary depending on the specifications. Therefore, clearly indicate the controll ing ternperature of the name plate when issuing orders.
(2) Implements and Measuring lnstruments @ General implements and measuring instruments ( QJ : 2-2)
Lubricating Oil Temperature Control Valve
Lubricating Oil System
Lubricating Oil Temperature Control Valve: Disassemblyllnspection and MainfenanceIAssembly
15-5.3 Disassembly of Lubricating Oil 15-5.5 Assembly of Lubricating Oil Temperature Control Valve Temperature Control Valve
(1) Take out each connection piping, and dismount Assemble the control valve in the reverse order of
the temperature control valve. the disassembling procedure.
(2) Disassemble the temperature control valve on the following procedure: a) Remove the bolt, and take out the cover @.
Lil
Since the spr ing @ is compressed, be minded to slowly and carefully loosen the bolt, so that the spring may not fly out.
b) Dismount the valve @. As the pellet @ is attached to the valve, pull out the valve and pellet at the same time.
c) Pull out the spring @. d) Remove the E-ring 0, and take out the spring
0. e) Take out the pellet from the valve. f ) Remove the cap nut @ and lock nut 0, and
pull out the adjusting screw @.
15-5.4 Inspection and Maintenance of Lubricating Oil Temperature Control Valve
(1) Clean all the disassembled parts with washing oil, and remove the scales.
(2) lnspect if there is any scratch on the outer periphery and end surface of the valve, and confirm that the valve moves smoothly. In case that the degree of scratch is minor, correct it with oil stone.
(3) lnspect if there is any abnormal dent or scratch on each spring.
1) Apply grease on the sliding part of the valve.
2) Replace the pellet every 2 years, taking into consideration the deterioration of the rubber diaphragm in the inside.
16. Cooling Water System
ITEM
1, 2.1 DK-20
16.1 Outline of Cooling Water System
Cooling Water System Outline of Cooling Water SystemlGeneral Construction of cooling water pump
The cooling water system is divided into a jacket system for cooling the engine, and a cooler system for cooling the air cooler and lubricating oil cooler. As the standard specifications, the jacket system cooling water pump is attached on the engine, and the cooler system cooling water pump is separately installed. The engine outlet of the jacket system cooling water is equipped with a temperature control valve. In case of heavy fuel oil specifications, the fuel oil injeclion valve is water-cooled, and cooling water
is supplied as branched from the jacket system. .
(a : "Operation" 2.2.4 "Cooling Water System")
Head lank J-7 Fresh water cooler W
16.2 Cooling Water Pump
16.2.1 General Construction
The cooling water pump of the jacket system is a volute type, and the pump is installed on the front of the engine, and is driven by the auxiliary drive gear located on the front end of the crankshaft.
I Cooling water pump : 39 kg I
Nozzle cooling system (Unnecessary in case ol diesel fuel
(Remove RH133) oil specilications) -? 1 ' Turbocharger
......... m... m ' V Jacket syslem
fresh water pump
Cooling Water System
16.2.2 Replacing Consumables, Implements and Measuring lnstruments
5
(1) Replacing Consumables Replace the following parts with the new ones (a: "Parts List")
O-ring 4-4.1 No.522 @ Circular gasket 4-4.1 No.529 @Gasket 4-4.2 No.10 @ Oil seal 4-4.1 No.520 @Mechanical seal
(For normal rotation engine) 4-4.1 No.49 (For reverse rotation engine) 4-4.1 No.50
@ Bearing 4-4.1 No.514
Cooling Water System Cooling Water Pump: Replacing Consumables, Implements, and Measuring lnstrumentslDisassembly
(2) Implements and Measuring Instruments @ General implements and measuring instruments
( Q?J : 2-2.2)
ITEM
DK-20 2.2,2.3
The screw of the impeller mounting nut @ for normal rotation engine is threaded as "left- handed" screw. Therefore, be careful of the direction when loosening or tightening the nut and screw.
c) Remove the rotary part of the mechanical seal
@. d) Remove the seal holder 0, and take out the
fixed parl of the mechanical seal. e) Remove the water-cutting ring @. f ) Remove the cool ing water pump gear
tightening nut 0, remove the cooling water pump gear 0, and then take out the key 0.
g) Pull out the collar 0, and take out the snap ring 0.
h) Extract the pump shaft @ out of the bearing case @, together with the ball bearing @.
i) Take out the oil seal @ from the bearing case. 16.2.3 Disassembly of Cooling Water
Pump
(1) Before dismounting the cooling water pump, remove the cover of the center of the auxiliary gear case, and measure the backlash of the pump drive gear.
Standard Replacement limit
Backlash 0.3-0.5
(2) Disconnect the piping of the pump inlet and outlet.
(3) Remove the tightening nut, and dismount the cooling water pump assembly.
(4) Disassemble the cooling water pump in the following procedure: Before disassembling, put matchmarks on the joint surfaces of the pump body, cover, and so on.
(Cooling water pump disassembling procedure) a) Remove the mounting nut, and take out the
pump body @. b) Remove the impeller mounting nut @, remove
the impeller 0, and take out the key @. Cooling Water Pump
16.2.4 Inspection andMaintenance of Cooling Water Pump
(1) Wash all the disassembled parts with washing oil, and remove the scales.
(2) Measure the clearance "a" between the impeller and the mouth ring. Measure the outer diameter of the mouth ring inserting part of the impeller and the inner diameter of the mouth ring, and calculate the clearance.
ITEM
2 4 DK-20
Mouth ring clearance Standard value(mm) Replacement limit(mm)
a = 0.50-0.56 1 .O
>
Cooling Water System
Inspection and Maintenance of Cooling Water Pump
I n case that the clearance is over the replacement limit, replace the pads, of which wearing degree is larger. Excessive wear may degrade the pump efficiency.
(3) Check if there is any corrosion or cavitation on the impeller.
(4) Check if there is any corrosion or cavitation on the casing, or the reduction in thickness of the casing due to these defects.
( 5 ) Check the wearing conditions of the cooling water pump gear tooth flank and the presence of pitching.
( 6 ) Rotate the bearing, and check if it rotates smoothly, does not make abnormal noise, or is not worn out.
Replace the bearing a t the time of the periodical inspection of every 8,000 l o 12,000 hrs. (every 2 to 3 years) with a new one, even when there is no particular abnormality on it.
Clearance between Impeller and Mouth Ring
16.2.5 Assembly of Cooling Water Pump
Cooling Water System
Assembly of Cooling Water Pump
(1) Assemble the cooling water pump assembly in the reverse order of the disassembling procedure.
DK-20 ITEM 2.5
Tightening torque of impeller mounting nut: 147 N. m (15 kgf. m)
7/\ :Cautions when assembling the cooling water pump) 1) Be minded to perform the assembling in
such a manner that the lubricating oil inlet of the bearing case faces straight upward (the notched mark " 0 " facing straight upward), when the pump is mounted on the engine.
2) Replace the oil seal, mechanical seal, gasket, and O-rings with the new ones.
3) Be careful not to assemble the oil seal in a wrong direction.
4) Do not apply lubricating oil to the carbon of the mechanical seal.
5) Before mounting the pump body, turn the impeller by hand and confirm that it rotates smoothly.
(2) Mount the cooling water pump. In case that the cooling water pump gear is replaced, check the backlash.
(3) Connect the cooling water inlet and outlet piping.
: If the flange surfaces cannot be fitted tightly due to the distortion of piping, correct the distortion of the piping before connecting. If the distorted piping is forcibly connected, the pump bearing may be damaged.
16-3 Cooling Water Temperature Control Valve
16-3.1 General Construction
The cooling water temperature control valve is a kind of the mixing type with 3-direction valves as in the case of the lubricating oil temperature control valve. Consequently, the basic structure, function, activation, and handling method is approximately ident ical with those of the lubricating oil temperature control valve. (a : "Lubricating Oil Temperature Control Valve")
I Cooling water temperature control valve (DTV-65) : 20 kg
16-3.2 Replacing Consumables, Implements, and Measuring Instruments
(1) Replacing Consumables Replace the following parts with the new ones: @ Y-ring S104100650 @ O-ring 256010212422 @O-ring 256010363522 @O-ring Z565001300U @ Pellet S10400 Note: The controlling temperature of pellet may
differ depending on the specification. Therefore, be minded to clearly indicate the controlling temperature of the name plate when issuing orders.
(2) Implements and Measuring lnstruments @ General implements and measuring
instruments (m: 2-2)
A pod
Cooling Water Temperature Control Valve
Cooling Water System Cooling Water Temperature Control Valve: Disassemblyllnspection and MainfenancelAssembly
16-3.3 Disassembly of Cooling Water Temperature Control Valve
(1) Disconnect the connection piping, and remove the temperature control valve assembly.
(2) Disassemble the cooling water temperature control valve in the following procedure:
(Disassembling procedure) a) Remove the mounting bolt, and take out the
cover @. Since the adjusting screw 0 and the rod a are attached to the cover @, remove them altogether.
b) Remove the mounting bolt, and take out the cover @. Since the valve @, shaft a, pellet @, and main spring @ are attached to the cover, remove them altogether.
c) Take out the pellet. d) Remove the lock nut @ and @, take out the
valve from the shaft.
Since the main spring is compressed, be minded to carefully and slowly loosen the nut, so that the spring may not fly out.
e) Take out the shaft, spring seat @, and main spring.
f ) Pull out the shaft bush @from the cover. Take out the cap 0, and pull out cushion spring @ and rod from the adjusting screw
0.
16-3.4 Inspection and Maintenance of Cooling Water Temperature Control Valve
(1) Clean all the disassembled parts with washing oil, and remove the scales.
(2) Inspect if there is not any scratch on the outer periphery and end surface of the valve, and confirm that the valve moves smoothly. If the degree of scratch is minor, correct it with oil stone.
(3) Inspect i f there is not any abnormal dent or scratch on the cushion spring.
(4) Insert the shaft into the shaft bush, and inspect i f it moves smoothly.
16-3.5 Assembly of Cooling Water Temperature Control Valve
Assemble the temperature control valve in the reverse order of disassembling procedure.
Be minded to replace the pellet every 2 years, taking into consideration the degradation of the rubber diaphragm in the inside.
17. Engine Controland Protective Device
5-3 \
17-1 Outline of Engine Control and Protective Device
I T E M
1 DK-20
(m : "Operation" 2-3 "Engine Control and Protective Device") Although the engine control and protective device differ depending on the use application of the engine and the del ivery specif icat ions, the composing equipment that are common to each system are as shown below. As for the inspection and maintenance of each equipmenl, perform the work according to the following procedure.
Engine Control and Protective Device
Outline of Engine Control and Protective Device
(1) Engine Control (Start, Drive, and Stop) System Starting air valve, starter relay valve, starting air operation valve, and handle switch ( a: 13 "Starting Air System") Governor ( a: "Instruction Manual of Governor")
Turning bar
Turning salety swilch Slarting air
rotary valve
.Turning safety switch and solenoid valve ..... Disassembling is prohibited, and therefore replace them as an assembly.
8 Fuel oil control device ..... lncorporated into the fuel oi l shutdown device. (Explained in this section.)
(2) Engine Protective Device 0 Various switches and various sensors
(for speed, temperature, pressure, level, etc.) . . . . . The disassembling of these parts are prohibited, and therefore replace each of them as an assembly. Various electric parts . . . . . The disassembling of these parts are - prohibited, and therefore replace each of them as an assembly.
0 Fuel oil shutdown device ..... lncorporated into the fuel oil control device. (Explained in this section.)
3ovemar mot Pulse sensor
Speed switch
Meler display (4.20rnA)
Slop cylinder Control cylinder \ \ L ~ a m r n o n rod
Fuel oil shutdown device
1 A \ ,Fuel oil injection pump
Starling operation valve
solenoid valve (SV) solenoid valve ( 5 s ) Slaning solenoid Fuel oil conlrol
valve (88V) ~o len~ idva lv~ (BBL)
Start and Stop System of Constant-Speed Engine (Direct Starting Type)
Engine Control and Protective Device ITEM
Outline of Engine Control and Protective Device DK-20 1
Start and Stop System of Constant-Speed Engine (Air Motor Starting Type)
Pulse sensor
Governor air (From operali
Start and Stop System of Variable-Speed Engine (Direct Starting Type)
17-2 Fuel Oil Shutdown Device (GI Type)
17-2.1 Genera l construction
As the fuel oil shutdown device, there are two types, i.e., G1 Type tor the constant-speed engine (such as a generator engine) and J2 Type for the var iable-speed engine (such as a marine propulsion engine), and which engine should be used depends on the purpose of its use and specifications. The fuel oil shutdown device (GI Type) is provided with a stop cylinder to shut down the fuel oil, and a fuel control cylinder to control excessive fuel oil injection that are arranged in tandem, and this shutdown device shifts the fuel injection pump rack . to either "Stop" position or "Control" position via common rod, by affecting the control air to each piston.
17-2.2 Replacing Consumables, Implements, and Measur ing Instruments
I Fuel oi l shutdown device ( G l type) : 5.5 k g I
Common rod /
d b b b
Fuel Oil Shutdown Device (GI Type)
(1) Replacing Consumables Replace the following park with the new ones. ( Q: "Parts List") <G1 type> O-ring
4-7.1.1 No.505.506, 507, 508, 509
(2) Implements and Measuring instruments @General implements and measuring instruments ( Q : 2-2)
17-2.3 D i s a s s e m b l y o f Fuel Oil Shutdown Dev ice (GI Type)
(1) Before disassembling, pul a mark (matchmark) to the adjusting place, or keep the record of the dimensions.
(2) Take out the link pin 0, and remove the fork end @.
(3) Remove the fuel oil shutdown device assembly @from the engine.
(4) Disassemble the fuel oil shutdown device assembly in the following procedure: a) Remove the bolts, and take out the cover-l@
and the cover-2 0. b) Extract the main spring @ and shutdown
piston @out of the cylinder @. c) Extract the control piston @ from the opposite
side.
Engine Control and Protective Device I
17-2.4 Inspection, Maintenance, and Assembly of Fuel Oil Shutdown Device 6 1 Type)
(1) Wash all the disassembled parts with clean washing oil, and blow air on them.
(2) lnspect if there is any abnormal dent or scratch on the shutdown piston and control piston.
(3) lnspect if there is any abnormal dent or scralch on the cylinder inner surface.
(4) lnspect if there is any scratch on the main spring.
(5) lnspect if there is any rusting on each parts, which is caused by drain.
(6) Assemble the fuel oil shutdown device assembly in the reverse order of the disassembling procedure.
1) Replace all the O-rings with the new ones. 2) When assembling, thinly apply grease to
the sliding surfaces of the O-ring, piston, and so on.
17-2.5 Mounting and Adjustment of Fuel Oil Shutdown Device (GI Type)
(1) Mount the fuel oil shutdown device assembly to the engine, and attach the fork end and link lever. At this time, be minded to temporarily adjust the adjusting bolt @ by matching it to the matchmark.
(2) Turn the operation lever to "Drive" position, and supply control air to the control cylinder of the fuel oil shutdown device. And, adjust the screw- in position of the fork end, so that the rack scale indicates the specified position, and fix the link \ever.
(3) Next, supply air to the shutdown cylinder, and adjust the screw-in position of the adjusting bolt, so that the rack is at "0" position. If the screw-in direction is clockwise, the shutdown stroke will be decreased.
(4) When the adjustment of the control stroke and the shutdown stroke is completed after repeating the above steps (2) and (3), fix the fork end and adjusting bolt with the lock nuts.
(7) After assembling, confirm that every par1 of the device operates smoothly.
Fork end \
STOP RUN
Mounting and Adjustment of Fuel Oil Shutdown Device (GI Type)
I Enaine Control and Protective Device I
17.3 Fuel Oil Shutdown Device (J2 Type)
17.3.1 General construction
The fuel oil shutdown device (J2 type) is employed in the air-system type variable-speed engine, and as in the case of G I type, the shutdown device is composed of a stop cylinder which shuts down the fuel, and a contro l cyl inder which controls excessive fuel injection. The limit value of the control cylinder is variable, and i t shall be varied by the air pressure for operation, and according to the load.
I Fuel oi l shutdown device (J2 type) : 9.5 kg I
17.3.2 Replacing Consumables, Implements, and Measuring lnstruments
(1) Replacing Consumables Replace the following parts with the new ones. ( a: "Parts List") @ Mini-Y gasket 4-7.1.2 No.40, 41 @ GLY gasket 4-7.1.2 No.44 @ O-ring 4-7.1.2 No37 @ SER scraDer 4-7.1.2 No.47
(2) Implements and Measuring lnstruments @ General implements and measuring
instruments (0 : 2-2)
17.3.3 Disassembly, Maintenance, and Assembly of Fuel Oil Shutdown Device (J2 Type)
The assembly, maintenance, and assembly of the fuel shutdown device (J2 type) shall be conducted according to the procedure of G1 type. ( m: 17-2 "Fuel Oil Shutdown Device (GI Type)")
17-3.4 Mounting and Adjustment of Fuel Oil Shutdown Device (52 Type)
The adjustment of the fuel oil shutdown device (J2 type) shall be conducted by correlating it with the pressure of operating air. (1) Mount the fuel oil shutdown device to the
engine, and attach the fork end and link lever by temporarily adjusting them.
(2) Set the operating lever of the engine to "Drive" position, push the rack indicator needle to the increase direction, adjust the screw-in position of the fork end, so that the rack amount in the state that the link pin is struck against the long-hole parl of the link should be the rack amount +2-3 mm (Point A in the figure) of the starting time, and then fix the link lever.
(3) Supply the operating air equivalent to the total load rack amount (0.4MPa in the figure) to the rack control piston. In the meantime, confirm that the link pin is not struck against the long-hole part of the link.
Fuel Oil Shutdown Device (J2 Type)
(4) Next, push the rack indicator needle to the increase direction, and adjust the screw-in position of the spring seat, so that the rack amount in the state that the link pin is struck against the long-hole part of the link should be the rack amount +1 - 2 mm (Point B in the figure) of the full-loading time. If the screw-in direction is clockwise, the limit rack amount will be decreased.
(5) In case that the rack stopper is set in the full- loaded position, confirm the rack amount to be limited by the clearance between the link long- hole part and link pin.
(6) After the operating air is decompressed to 0.1 MPa or lower, gradually supply the operating air to the control piston again, and confirm that activation starting point (Point C in the figure) is within the range of 0.1 -0.2MPa.
(7) Next, supply the control air to the shutdown piston, and adjust the screw-in position of the adjusting bolt, so that the rack position is "0. If the screw- in direct ion is c lockwise, the shutdown stroke will be decreased.
Engine Control and Protective Device Mounting and Adjustment of Fuel Oil Shutdown Device (52 TY pe)
Nut Adjust bolt \
ITEM
DK-20 3.4
(8) When the adjustment of the rack control stroke and shutdown stroke is completed by repeating the procedure of the above Item (3) to (7), fix the fork end and adjust bolt with the lock nut.
u 1) Although hysteresis may be seen between
the increase time and decrease time o f operating air pressure, there is n o functional problems at all.
2) The adjustment of activating properties of the rack control piston shall be conducted only in the direction of increasing t h e operating air pressure, so that the errors due to hysteresis can be minimized.
3) Since the spring seat is locked not t o rotate by the stopper screw and nylon piece, adjustment shall be conducted after loosening the stopper screw, and be sure to lock i t again after f in ishing t h e adjustment.
Nylon piece and stopper screw
/ Fork end Activation startina - pressure
Increase Decrease
I I Stopper screw and Link lever nylon piece
iock nu1 Mounting and Adjustment of Fuel Oil Shutdown Device (J2 Type)
Rack stopper posilion / / / / / / / / / / / / / / /k'
m - $ 1 U m - .- 0 - m 3
LL
Slarling time control position
0 0.1 0.15 0.2 0.3
Rack control piston aclivaling properties
Load properlies of marine propulsion engine
18 Gauge Board 18-1 Gauge Board 18-1.1 General Construction
The gauge board is equipped with a tachometer and each pressure gauge (for lubricating oil, fuel oil, intake air, cooling water, etc.), and is supported by cushion rubber.
The tachometer is driven from the front end of the camshaft via flexible cable, and each pressure gauge is connected from the source valve at the end of piping with flexible hose
DK-20
18-1.2 Replacing Consumables, Implements, Measuring Instruments
Gauge Board
General ConstructionlReplacing Consumables, Implements, and Measuring lnstrumentslDisassembly and Maintenance
(1) Replacing Consumables
Replace the following parts with the new ones.
( : "Parts List")
@ Flexible hose 4-6. i No. A20. A21, A24
@ Cushion rubber 4-6.1 No. A15
(2) Implements and Measuring lnstruments
18-1.3 Disassembly and Maintenance of Gauge Board
Perform the disassembly and maintenance of the gauge board at the time of the periodic inspec- t ion (every 16.000 to 24,000 hr: every 4 to 5 years), according to the following procedure:
(1) Disassembly of Gauge Board
a) Remove the flexible cable of tachometer from the take-out port.
b) Close the source valve of the pressure gauge, and disconnect the flexible hose.
c) Remove the mounting bolt of cushion rubber to the bracket, and disconnect the entire gauge board.
(2) Inspection and Maintenance of Gauge Board
a) Check the accuracy of each gauge, compar- ing with the equipment for calibration purpose or new equipment. In case that any fault is found, replace it with a good gauge.
b) Replace the flexible hose with a new one.
c) Replace the cushion rubber with a new one.
c 1) It is difficult to repair the defective gauges on
site. Therefore, replace them with the new ones, or inquire the specialized maker for the repair.
2) Heavily deteriorated hoses may break. lfthe hoses for fuel oil and lubricating oil break and high-temperature parts are splashed with the oil, a fire may occur. Replace such hoses
without fail. 3) If the elasticity of the cushion rubber is lost,
the vibration of the gauge will increase and the indication fault of the gauge will be advanced.
Cushion rubber
Cusliion spring
Flexible hose
U 11 Flexible / cable iource val rw
Gauge Board
18-2 Seal Pot (Heavy fuel oil specification)
In case of heavy fuel oil, a seal pot is provided in the middle of the fuel oil pressure gauge piping, and l i l led with ethylene glycol to replace the pressure, so that the pressure gauge can be prevented from malfunction due to the sticking of fuel oil in the cold condition. Ethylene glycol w i l l be contaminated and deteriorated being mixed with fuel oi l as time passes, and therefore be minded to periodically replace ethylene glycol with new one.
(Replacing procedure of ethylene glycol) (1) Close the valve @, 0, and @ at the seal pot
inlet and outlet, and remove the seal pot @. (2) Disconnect the inlet side joint @ of siphon tank
@, and discharge the fuel oil and ethylene glycol of the inside.
(3) Wash the inside of the tank. (4) Fill ethylene glycol until it starts to spill out of
the upper part hole, and then install the joint. (5) Install the piping to the seal pot.
Although ethylene glycol is less toxic to skin and membrane, it is still dangerous i f it was taken into human body. Therefore, be minded to take enough care in the handling, and promptly wash i t away when it is deposited on hand or skin.
Fuel oil main pipe
F
Seal Pot
I Regarding replacement parts for Daihatsu Diesel engine
Hazards and nonconformities of imitation parts <Use of imitation parts causes accidents.>
1. Recent engines have compact bodies and high power, and are designed to prevent fuel deterioration and to reduce NOx discharge. Even if imitation parts are similar in shape to the genuine parts, the use of imitation parts will degrade the engine performance because of their fragile materials and low machining accuracy. Since the service life of such parts is short, the engine must be maintained more frequently.
2. If imitation parts are used for the engines designed in accordance with MARPOL VI, the certificate (EIAPP) may lose its validity, and operation of the engine may be inhibited.
3. If you use imitation parts, you will not be supplied with parts improved in quality and performance.
4. If imitation parts are used, it may be difficult to make insurance claims for the engine when any accident occurs.
5. We take no responsibility for the engine in which imitation parts are used.
Daihatsu Diesel supplies reliable engines. Use genuine parts to operate your engine safely.
I lnauiw and Order I Order ; Parts sales Daiha tsu Diesel Parts Serv ice Co.,Ltd.
12-34, Tanaka-cho, Ibaraki, Osaka, 567-0025 lapan TEL:B1-72-621-3482 FAX:81-72-621-3484
Inquiry ; Service Department ------------..- DAIHATSU DIESEL MFO.CO.,LTD. Osaka Head Oflice. 1-30, Oyodo Nakal -chome, Kila-ku, Osaka, 531-0076 Japan TEL:81-6-6454-2346 FAX:81-6-M54-2680-1
Or, get in touch with our offices listed below.
DAIHATSU DIESEL MFG.CO.,LTD.O Osaka Head Office. 1-30. Oyodo Nakal-chome. Kila-ku. Osaka. 531-0076 Japan
TEL:816-6454-2393 FAX:81-66454-2686 Morlyarna Factory. 45 Amura-cho.Moriyamacity,Shiga.5240035 Japan
TEL:81-77-583-2551 FAX:81-77-582.5714 Tokyo Office.
Sydney Onice.
Jakarta Office.
Manila Offlce.
Taiwan Onlce.
2-10. Z-cho~ne, N.honDasn~.Honcho Ch~Ok~.Tonyo,l03.0023 Japan TEL 81 -3.3279.0627 FAX'81.3-3245-0395 P.O.Box519. North Sydney N.S.W.2060Australia TEL:61-2.9923-1155 FAX:61-2-9923-1532 161h Flmr.Vvisma Antara Bldg., JI. Medan Merdnka.Selatan No.17.Jakarta-Pusat,lndonesia TEL:62-21-384-8411 FAX:62-21-38443412 Unll 1010 Herrera To~er Herrera Corner Va ero Sts.. Sakedo Val age Makatl City 1226 Pn 1:pp'nes TEL'63.2.753-3211 63-2-81 7-127911285 FA% 63-2-845.0691 No.14 Tai-Tang RD. Lin-Hai lnduslrial Zone, Kaohsiung. 812 Taiwan (do Marine Technical Industries Co.. Lld.) TEL:886-7-803-1082 FAX:886-7.801-9179
Daihalsu Dlesel (Europe) Ltd. 7th Floar. Peninsular House3 Monument Slree1,London EWR BW, U.K. TEL:44-20-7626-4600 FAX:44-20-7626.6020
Oslhatsu Diesel (AMERICA), lnc. 180 Adams Avenue.Hauppauge.NY 11788.U.S.A. TEL:1-631-434-87871819 FAX:l-631-434-8759
Dalhatsu Dlesel (ASIA PACIFIC) Pte.Ltd. 128 Pioneer Road Singapore 639586 TEL:65-6270-7235 FAX:65-6270-6236
Dalhatsu Dlesel (SHANGHAI) Co.,Ltd. Suite 3004 Nan Zheng Building 580 Nan Jing Wesl Road Shanghai. China TEL:86-21-5234.1228-9 FAX:M-21-5234-1062
Dalhnlsu Dlesel Part3 Setvlae Co.,Ltd. 12-34, Tanaka-cho, Ibaraki. Osaka, 567-0025 Japan TEL:81-72-621-3482 FAX:81-72-621-3484
I P A R T S L I S T I
EE3EOI03S?%83&U:3E%% 3ESF GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PlPlNG PART
EWJ?ZEE STARTING AIR PlPlNG
H'EE FUEL OIL PlPlNG
%&mm&E (WKf l f6 ) LUBRICATING OIL PlPlNG (FRONT TIC)
BBBrnE r&%B%) LUBRICATING OIL PlPlNG (REAR TIC)
%3l7KE@ (E%&Wi) COOLING WATER PlPlNG (FRONT T/C)
%M7J(RE ~&%fl@) COOLING WATER PlPlNG (REAR TIC)
/XJl%EiMEE NOZZLE COOLING WATER PlPlNG
/ XJVZSEQEE NOZZLE COOLING OIL PlPlNG
fRkmHfi2YrnE FUEL OIL lNJECTlON PUMP PlPlNG
RS%$!dEEM ARRANGEMENT OF PROTECTIVE ZINC
3% €I ;% (iE%a%H) PARTS CONTENTS (HEAVY FUEL OIL)
\IT OF THERMOMETER
IE (SIDE VIEW)
ITEM
5DK-20
- 1 . 2 %@ ma) ENGINE FRAME (FRONT VIEW)
- 1 . 3 %% r&E) ENGINE FRAME (REAR VIEW)
- 2. %%RllZ ENGINE SIDE COVER
- 3. %#Zf #? ENGINE FRAME SAFETY VALVE
B ;A CONTENTS
1. &M9+H%M ENGINE OUTLINE
2. B?E%%H PlP lNG SYSTEM
74 F ' l b f f l IDLE GEAR
i f 4 J b $ > Y @ g Z CE~KIL&ZI/XIK%~?J~~%) OIL PUMP GEAR CASE (F.W. NOZZLE COOLENG SYSTEM)
;;T4lbit \ '>YE~Z (AEi&!lX6/Xlbm"M{f&.) OIL PUMP GEAR CASE (D.O. NOZZLE COOLENG SYSTEM)
(-%%I CAMSHAFT (ONE-BLOCK TYPE)
LlL@ (f38J%) CAMSHAFT (BUILT-UP TYPE)
BL\I&%33M DETAIL OF CAMSHAFT REAR END
/ X l K f i B B f i > Y B B % E NOZZLE COOLING OIL PUMP DRIVING DEVICE
9 7 7 9 % & 1 T 7 7 X 3 I - f b CRANKSHAFT & BALANCE WEIGHT
9529a & z m CRANKSHAFT & MAIN BEARING
774 f i4 -11 / FLYWHEEL
9'J 7974T CYLINDER LINER
Y X b y PISTON
z tz @z CONNECTING ROD
9lJy9-y CYLINDER HEAD
81 5 8 EXHAUST VALVE
$2 5% 8 INTAKE VALVE
tEEE . Sf# INDICATOR & SAFETY VALVE
a#zE VALVE OPERATING DEVICE
21~79-9 ~ f i ) ~ - CYLINDER HEAD COVER
%3 , !%5%5'flY t- INTAKE & EXHAUST TAPPET
ITEM
5 D K-20
- 20, 1 iK#R43fi2I&M FUEL OIL INJECTION PUMP FITTING
- 2 0 . 2 !%HDa43%2Y FUEL OIL INJECTION PUMP
a I H' ': clBm €I ;2 (iE%@IL,iM) PARTS CONTENTS (HEAVY FUEL OIL)
I PARTS CONTENTS (HEAVY FUEL OIL) SDK-20
% H W E ~ O Y ~ FUEL OIL INJECTION BLOCK
%+~@~@S~( ;$~JXJL) F 0 INJECTION DEVICE(CO0LING NOZZLE)
%H@%~ZE(%;%WXJL) F.O. INJECTION DEVICE(N0N-COOLING NOZZLE)
f i i i t B E i @ Z ( R H D 6) GOVERNOR DRIVING DEVICE (RHD 6)
h' i i t%Xi%i$g(UG 10) GOVERNOR DRIVING DEVICE (UG 10)
2=E>OYF CONTROL ROD
~~~i \>Fh CONTROL HANDLE
WG3 LOAD GAUGE
t j i \ . t1J>9(RHD 6) GOVERNOR LlNK (RHD 6)
?ii<+J>9(UG 10) GOVERNOR LlNK (UG 10)
+%W$ (K%B%) EXHAUST MANIFOLD (FRONT TIC)
4RZ!!$(@UB%) EXHAUST MANIFOLD (REAR TIC)
#Z-?$hii-(%?%S%) EXHAUST MANIFOLD COVER (FRONT TIC)
W i $ h i i - ( @ ? % B % ) EXHAUST MANIFOLD COVER (REAR TIC)
S%#(K%B%: RH133). %!W;$M#(DHBZ)H!~~;~ TURBOCHAGER (FRONT TIC : RH133) &INTERCOOLER (DHB TYPE) FITTING
B%$$(@%B%: RHl33). ~%$&l%KXt;f TURBOCHAGER (REAR TIC : RH133) &INTERCOOLER FITTING
a+mma%: RH143). g~;$~+mi+ TURBOCHAGER (FRONT TIC : RH143) &INTERCOOLER FITTING
a m ( @ e % a % : RH143) zzmam~+ TURBOCHAGER (REAR T ~ C : RH143) & INTERCOOLER FITTING
ZZ;?i%ll%(DH31)-%1k INTERCOLER (DH31)-SEA WATER
Z%$H%(DH29)-%.7k INTERCOLER (DH29)-SEA WATER
gS;+2ll%(DH39HZ)-;S7k INTERCOLER (DH39HZ)FRESH WATER
~ % $ & D % - D H B ~ ~ (Z7k). DHB~IHZ(%~~) INTERCOLER-DHB31 (SEA WATER), DHB31 HZ(F RESH V1
SZ;$&P#;;CDH29)-%7k INTERCOLER (DH29)-SEA WATER
IATER)
-30. ' ~ ~ @ $ $ $ > ~ Y - f ~ h ~ i - FUEL OIL INJECTION PUMP SIDE COVER
5 ~ ~ 4 0
-31. f'k & STEP BOARD
mil Bil(iEB%#;B> PARTS CONTENTS (HEAVY FUEL OIL)
4. &Ml*EB% INSTRUMENT 8 ACCESSORIES
.@%2W%% STARTING AIR SYSTEM
H&35Eazg TACHOMETER DRIVING DEVICE
175-9 & rp*-mj* AIR MOTOR B AIR MOTOR FITTING
%H%% FUEL OIL SYSTEM
'F%%3iti'>? (TYPE A) FUEL OIL FEED PUMP (TYPE A)
EPMiFh%>? (TYPE B) FUEL OIL FEED PUMP VYPE 6)
!%%%iti'>? sEagg gYPE A) FUEL OIL PUMP DRlVlN DEVICE (TYPE A)
E#ZiFh*/? %EZhZE FUEL OIL PUMP DRlVlN ppE DEVl ?! E (TYPE B)
E H O + FUEL OIL FILTER
Ew+rQl;f m - * ) FUEL OIL FILTER FIn ING (WITHOUT COVER)
Ew%E# FUEL OIL RELIEF VALVE
RBiFh%% LUBRICATING OIL SYSTEM
T%i%Fh %>? LUBRICATING OIL PUMP
Td#a *>?HQt* LUBRICATING OIL PUMP F l n l N G
fd%W&dll%(%37k) LUBRICATING OIL COOLER (SEA WATER)
iM;Bih;+M%(;3k) LUBRICATING OIL COOLER (FRESH WATER)
IM&+IO+ LUBRICATING OIL FILTER ;rd:g.:@ee$,r , , . *# & o+rw(aa%aw-h/c--s LUBRICATING OIL RELIFE VALVE 8 FILTER FllllNG (FRONT TIC)-WITHOUT COVER
Mi@X%IE# & n+HQt*(@9%Bk%)-h/C-% LUBRICATING OIL RELIFE VALVE B FILTER FITTING (REAR TIC)-WITHOUT COVER
ird;RihaE# & n + r ~ i * ( a 3 % a % ) - h / w * LUBRICATING OIL RELIFE VALVE B FILTER FITTING (FRONT TIC)-WITH COVER
ip;l:a:&=ar , ~ 1 , : 23% & O+Hxt*(iYi~%iB%)-h/f-t+ LUBRICATING OIL RELIFE VALVE 8 FILTER FITTING (REAR TIC)-WITH COVER
- 3 .6 B$GW%%&0+ TURBOCHARGER LUBRICATING OIL FILTER
- 3 . 7 . 1 a%EBaBaoT4!7.{* (g&ai$) - hl<-% TURBOCHARGER LUBRICATING OIL FILTER FITTING (FRONT T/C) - WITHOUT COVER
- 3. 7 . 2 a$GB;@;Bj&o+m{* r&~%af$) . BIG-% TURBOCHARGER LUBRICATING OIL FILTER F I ~ ~ I N G (REAR T/C) -WITHOUT COVER
- 3 .7 . 3 B@%aMlaoT&f* (S&fiI%) - h)C-fq TURBOCHARGER LUBRICATING OIL FILTER FITTING (FRONT T/C) - WITH COVER
- 3. 7. 4 a+$%w,%&o+&.Iriq ~?.J%B%) - h) <-iq TURBOCHARGER LUBRICATING OIL FILTER FITTING (REAR T/C) -WITH COVER
- 4. ;w~17xm COOLING WATER SYSTEM
- 4. 1 %M7J<iWY - 7 0 A COOLING WATER PUMP - 7 0 A
- 4 2 ; ~ ~ , W Y Y H W COOLING WATER PUMP FITTING
- 5. 1 X~L%Bm%E NOZZLE COOLING OIL SYSTEM
- 5 . 1 lx.)v+D;&2;&*YY NOZZLE COOLING OIL PUMP
- 5 2 /;Ol/;$Miaitt'JYE6J NOZZLE COOLING OIL PUMP F l n l N G
- 5 . 3 lXJK$W,Q%E% NOZZLE COOLING OIL RELIEF VALVE
- 6. 8 % #E GAUGE BOARD
- 6. 1 3E@ C$%B$6) - I/C : D H g GAUGE BOARD (FRONT T/C) - I/C D H TYPE
- 6 2 3E+,k (K%Bi,$ : RH133) - I/C : D H B g GAUGE BOARD (FRONT T/C : RH 133) - I/C DHB TYPE
6. 3 3E#i ~@%B%fi) GAUGE BOARD (REAR T/C)
- 7. IZZsGB PROTECTIVE DEVICE
- 7 . 1 $%HEW. Nl%lJSE FUEL SHUTDOWN 6 CONTROL PISTON
- 7. 2 $~W&!& fr .tl%llgE&N FUEL SHUTDOWN & CONTROL PISTON FITTING
- 8. B$S@,%YXB TURBOCHARGER CLEANING DEVICE
. 8. 1 707-%%3EB - T/C : RH133 BLOWER CLEANING PARTS - T/C : RH133
- 8 . 2 707-$%3%S - T/C : RH 143 BLOWER CLEANING PARTS - T/C : RH143
ff a &a R X (tE!SEBt%H) PARTS CONTEATS (HEAVY FUEL OIL)
ITEM
5DK-20
- 9. I R TOOLS -
- 9. 1 . 1 % E ~ T ~ Y + ( 3 l J 2 9 4 ~ F) OIL PRESS JACK (CYLINDER HEAD)
- 9. 1 . 2 % ~ E ~ T ~ Y $ ( X ~ ~ L + T > Y Y ) OIL PRESS JACK (METAL CAP)
- 9 . 2 %EE7L\ OIL PRESS RAM
5DK-20
b I=I , H' ' 2 d n n R ;2 (iEE~@IJ,,,,H) PARTS CONTENTS (HEAVY FUEL OIL)
@M9+flZM ENGINE OUTLINE
ITEM
5DK-20
(2) NOX Y 9 3 1 ) b X - FSf%Ml$. I292 9)b-7%fc1$123>775 Y-& LGZE E5lf Tdj'0. R61TD NOx %E3f 6$3@B I $ \ 1 2321 r7%-9F~~9EEi@RT6 C&~TS*T,
12321c7%-9?1~~9~z&l$. 129 2m!aE. SElim793J)b7 74Jbmt SmE%ZLTL)&ZtE@ZT6E%T50, NOx R E ~ S ~ ~ ~ U E E J ~ S ~ Z I ~ ? ~ 0 X t i L ?9 3 3 J b 7 74)bE?BSRE%Z LTL)%L)Ef?i 12. 1>321c7%-9?1 Yg%iEi@R!f6 Z t b T 3 F . NOx ~~~ESBIIVZIE&%~ % To
1-1. Engine Conforming to NOx Technical Code
1-1.1 Outline
(1) The marine diesel engines to which the 13th rule "Nitrogen Oxides (NOx)" in Supplement VI "Rules to Prevent Air Pollution by Ships" to MARPOL73R8 Treaty applies should conform to NOx Technical Code.
(2) The engines conforming to NOx Technical Code are authorized as an engine group or an engine family, and it is allowed to apply the engine parameter check method to them, when receiving the NOx discharge inspection on board. The engine parameter check method is a method for verifying that the engine components and setting values conform to the requirements specified in the technical file, and does not require the measurement of NOx discharge. To the engines that are not conforming to the requirements of the technical file, the engine parameter check method cannot be applied. For such engines, the measurement of NOx discharge shall be required.
1-1.2 The parts to be Specified
The technical file states the engine components that can affect the NOx discharge specified in NOx Technical Code, and shows the identification marks stamped on them, and the user is required to maintain the technical file for each engine. When replacing any parts shown in the technical file, be sure to use our genuine parts stamped with the identification marks. In the case that any park without the identification mark is used, it shall be regarded as nonconformance to the requirements of the technical file, and in such a case, inspection by the engine parameter check method cannot be applied.
~ ~ ~ ~ J L , ~ T . ~ I L , I L E ? @ Z ~ Y I T L \ ~ ~ ~ E I J ~ ~ E ~ D The fo l lowings are the parts that have the
6 %BG~@B?jILIZ$Ell identification marks specified in the technical file.
E D PER < TYLL When replacing any of these parts, be sure to
NOX f 9=;hll/I- FBeBH ENGINE CONFORMING TO NOX TECHNICAL CODE
check the identification marks. (a : "Technical file")
5 ~ ~ ~ 2 0 1.2
<Parts with identification marks>
Cylinder head
@ Piston
@ Turbocharger
@ Air cooler
@ Fuel cam
@ Fuel injection pump
a Fuel injection pump plunger
@ Fuel injection valve
@ Fuel injection valve nozzle
E 4 3 z e Graphical symbol
ITEM
1.1 5DK-20
a 0 b 0 ~ZE~Ba"aDH3~Z~dj '&UpBnn%%,cl lJ~n%E GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
* n -1 m s e Parts number / 1 0 r E 1 8 X j 4 x
Size
8 X M
l o x %
12X%
15XH
18XM
20XX
2OxM
22X%
Name of parts NC
1
2
3
4
1
2
3 4
1
2
3
4
1
2
3 4
1
2
3
4
1
2
3 4
1
2
3 4
1
2
3
4
Union assy. 8 x %
Jnion screw 8
Sasket 13
Union nut 8
UNion nipple 8
Union assy. l o x %
Union screw 10
Sasket 17
Union nut 10
UNion nipple 10
Union assy. 12x%
Union screw 12
Gasket 21
Union nut 12
UNion nipple 12
Union assy. 15x M Union screw 15
Gasket 21
Union nut 15
UNion nipple 15
Union assy. 18XM
Union screw 20
Gasket 21
Union nut 18
UNion nipple 18 - ~
Union assy. 2 0 x X
Union screw 20
Gasket 21
Union nut 18
UNion nipple 20
Union assy. 20X%
Union screw 22
Gasket 27
Union nut 18
UNion nipple 20
Union assy. 2 2 x X
Union screw 25
Gasket 27
Union nut 22
UNion nipple 23
M 3 Z E Gra~hical svmbol
, 0 * 0 * a Bi! E n B a a ~ H 3 i Z ~ 8 & ~ n B a a % % , ~ B a a S ~
GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART 5DK-20
v-fx Size
5X1M
28x1
15XM
18XK
20XX
22X%
28x 1
NC
1
2 3 4
1
2 3 4
1
2 3 4 5
1
2 3 4 5
1
2 3 4 5
1
2 3 4
5
1
2 3 4 5
$UESE Parts number B B G 8 t Z
X551018040ZZ X55122000022 25601020242Z 256500210022 X55131800022 X55111800022
Name of parts
779 bI=jS>ASSY. 18x%
77 Y b i z 9 20 O'J >9 P20 7 J b l P ~ +> 2 1
7 7 ~ b 1 ~ b 18 7 7 ~ b ' Y l T 18
X551022060Z2 X55122500022 Z5601026352Z 256500270022 X55 l325OOOZZ X55 1 122000ZZ
Union assy. 35X 1% Union screw 35
Gasket 42 Union nut 35 Union nipple 35
7 7 ~ bl=k>ASSY. 22X% 7 7 ~ 25 O'J >3 P26 ?I~IYY*> 27 7 7 'Y b t ':, b 25 7 7 v b YlX 22
Union screw 30 Gasket 34 Union nut 25 Union nipple 28
-
Flat union assy. 15X M Flat union screw 15 Oring PI5 Gasket 21 Flat union nut 15 Flat union nipple 15
Flat union assy. 18xX Flat union screw 20 0 ring P20 Gasket 21 Flat union nut 18 Flat union nipple 18
Flat union assy. 20x% Flat union screw 22 0 ring P20 Gasket 27 Flat union nut 18 Flat union nipple 20
Flat union assy. 22x% Flat union screw 25 0 ring P26 Gasket 27 Flat union nut 25 Flat union nipple 22
Flat union assy. 28x 1 Flat union screw 28 0 ring P26 Gasket 34 Flat union nut 25 Flat union nipple 28
M S 6 E T Graphical symbol
5DK-20
Name of parts
* 0 * R!E~BaOaCnH3ZFifj'& U . ' ~ B a a % ~ , ~ B a a S F GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
Hex. plug M Gasket 10
Hex. plug !A
Gasket 13
Hex. plug % Gasket 17
Hex. plug % Gasket 2 1
Hex. plug 34, Gasket 27
Hex. plug 1
Gasket 34
SII 0 iE EE~B~~DQSEZ~~~'&~~"~B~",~%,EBEBZ GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
- T - t X Size
M Z Z S Graphical symbol
Name of parts
Banjo assy. 6xM
Banjo plug Yi Gasket 10
Banio 6xM
'YY7 ASSY. 6XM
'Y+%Jb b %
?IbIYvSY 13
'YY7 6XM
'YY7 ASSY. 8x!4
'YY%Jbb !4 ?lblYY*> 10
Y Y 7 8X%
Banio assy. 6xM
Banjo plug %
Gasket 13
Banjo 6 x M
Banio assy. 8 x %
Banjo plug Ya Gasket 10
Banjo 8 xM
Y Y 7 ASSY. 8XX
J M ?JbIYv*> 13
Y Y 7 8XM
Banjo assy. 8 x M
Banjo plug M Gasket 13
Banjo 8 x M
'YY7 ASSY. 10XX
YY%lbb % ? b Y + > 13
'YY7 10XY
Banjo assy, lOxM
Banjo plug M Gasket 13
Banjo l o x %
'YY7 ASSY. 10x36
'YYiKJb b % Y + > 17
Y Y 7 ?OX%
Y Y 7 ASSY. 12XH
'Y+iKJb b % ?lblY~=kY 13
'YY7 1 2 x x
Banjo assy. 10x36
Banjo plug 36
Gasket 17
Banjo 10x36
Banjo assy, l 2 x Y
Banio plug %
Gasket 13
Banjo 12xX
X54611203022 Y Y 7 ASSY. 12x%
1 X54520300022 'YYiKJbb % 2 256500170022 ?JbIYv+Y 17
3 254511203022 'YY7 12x36
Banio as%. 12 x %
Banjo plug % Gasket 17
Banjo 12xY
1 X5461 1503022 Y Y 7 ASSY. 15x36
' X54520300022 ' Y Y ~ I b b % 256500170022 7 1 ! 1 l P ~ i > 17
25451 1503022 ' Y f 7 15x36
X54611504022 'YY7 ASSY. l5Xfi
X54520400022 'YY%Jb b fi 2565002100Z2 ?lblYv+> 21
26451 15000Z2 'YY7 15X%
Banjo assy. 15x 36 Banjo plug 36 Gasket 17
Banjo 15x36
Banjo assy. 15x%
Banio plug Y2
Gasket 2 1
Banjo 1 5 x X
E4itze Graphical symbol
* 0 RZEEBa"aCnBSiZ%dj'&U.'EBE%%,clRaaS% GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
ITEM
1.5
~ a m e of parts
5DK-20
Banjo assy 18xY2
Banio plug Y2 Gasket 21 Banjo 18 x Y2
B B G " . %
'Yf9 ASSY. 18X%
'Y f* lbb Y2 7IblPv+Y 21 Y f 7 18X%
'YY9 ASSY. 20XY2
' Y f f i l bb Yz
7 l b / W * > 21 ' Y f 9 20X%
YY*lbb 1
7JbIW * Y 34 ' Y f 9 20x 1
'Y/Y7 ASSY. 22XM
'YY*lbb Y2 7 lbJP~~*> 21
Y Y 9 22XH
lo.
1
2
3
1
2
3
1
2 3
1
2 3
- ~
Banjo assy. 20X%
Banio plug Y2
Gasket 21 Bank 20 x %
B[r.",B% Parts number
X546118040ZZ
X545204000zz Z5650021OOZZ Z545118040ZZ
X546120040ZZ
X545204000zz Z5650021OOZZ Z545120040ZZ
X545210000ZZ X665034OOOZZ z545120100zz
X546122040ZZ X545204000zz Z5650021OOZZ z54512204ozz
Banio plug 1
Gasket 34 Banio 20x 1
Banio assy. 22xM Banio plug Yz
Gasket 2 1 Banjo 22xH
Banio assy 28 x ; Banio plug 1
Gasket 34 Banio 28x 1
Special banjo plug M 18x3 1
Gasket 18 Banio 15xM18
Banio plug 20 Gasket 24 Banjo 20
Special banjo plug M18x36 Gasket 18 Banio 20xMl8
w s z e Graphical symbol
~ZEEBa"aCnM3EZ%dj'&UE8aOa%%,EBaOaBF GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
j4 x Size
5DK-20
0. %BES%
Parts number 88 .". B 8
X54621080822 f i i i * 'Y+9 ASSY. Yax8x8
I X54540100022 ?IY*'Y+ifr'lb b Ys ! 256501000022 71biYY*> 10 .'
4 2545108010ZZ ' Y f 9 8 x M
X54622080822 f i i i * ' Y Y 9 ASSY. %x8x8
I X54540200022 hii*'Y+ifr'lb I- !4'
1 256500130022 7 1 l / I Y ~ * > 13
,4 254510802022 'Y+9 8 X X
X54622081022 2 i i * ' Y Y 9 ASSY. WX8XlO
1 X5454020002Z fiY+'Y+ifr'lb k X ! 256500 130022 7 l b I Y ~ 3 Y 13
3 254510802022 'Y+9 8XYi
1 25451 1002022 ' Y r 7 l o x %
X5462210102Z hY* 'Y+7 ASSY. KXIOX10
1 X54540200022 hiiit 'Y+-'if;l l/ I- M ! Z5650013002Z 7 l b l P ~ 3 > 13
,4 25451 10020ZZ 'Y+7 1OXK
X54624 182222 h t t * ' Y Y 9 ASSY. '/2XBX22
1 X54540406522 h Y * ' Y f if(ll/ t- %X65
2 256500210022 7 1 b 1 Y ~ 3 > 21
3 25451 1804022 Y + 9 1 8 X H
4 254512204022 ' Y f 7 2 2 X X
X54624202222 h Y * ' Y f 7 ASSY. 'AX20X2:
1 X54540406522 hY*'YYifr'lb k YzX65
2 256500210022 7 I b I Y v + Y 21
3 254512004022 'Y+9 20X%
4 2545122040Z2 'Y+9 22X%
Name of parts
Double banio assy. Mx8x8
Double banjo plug M Gasket 10
Banjo 8 X M
Double banio assy. M x 8 m
Double banjo plug Yi
Gasket 13
Banjo 8 x X
Double banjo ashy. H x 8 x l 0
Double banib plug M Gasket 13
Banjo 8 X M
Banjo l o x %
Double banjo assy. Kx10X10
Double banio plug Yi
Gasket 13
Banjo l O x M
Double banio assy. M x B x 2 2
Double banio plug %x65
Gasket 2 1
Banjo 1 8 x M
Banjo 22 X %
Double banjo assy. MX 20 x 2 2
Double banjo plug % x65
Gasket 2 1
Banjo 2OXX
Banjo 22X%
m s z e Graphical symbol
5DK-20
9 4 x Size -
0 55
fr n nzE~BEaHsFzedj'ckU.'DBnfl%n,~BE~~ GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
Yo.! 31.4 1 g A?. . Parts number Name of parts
JIS gasket (1) 18
Bolt M10X 15x32
Bolt M10x 1.5X20
Nut M10X 1.5
Gasket (1) 20x58
Bolt M10X 1.5X32
Bolt MlOX 1.5X20
Nut M10X 1.5
Gasket (1) 35x60
Bolt M10x 1 5 x 4 0
Bolt M10X 15x25
Nut M10X 1.5
Gasket ( 1 ) 35x62
Bolt M10X 1.5X35
Bolt M10x 1.5X22
Nut M i O x l . 5
Gasket (1) 34x70
Bolt M12X1.75X45
Bolt M12x1.75X28
Nut M12X1.75
Gasket (1 ) 50x80
Bolt M12X 1.75X45
Bolt M12X1.75X28
Nut M12X 1.75
Gasket (1) 60x92
Bolt M12X1.75X45
Bolt M12X 1.75X28
Nut M12X1.75
Gasket (1) 30x60
Bolt M l 0 x 1.5X35
Bolt M10X 1.5X22
Nut M10X 1.5
Gasket (1) 28x58
Bolt M10x 1.5X32
Bolt M10X 1.5X20
Nut M10X 1.5
Gasket (1) 42x75
Bolt M10X 1.5X40
Bolt MIOX 1.5X25
Nut M10X 1.5
Name of parts
*A* 0 * r=r * 0 mi?, E m B n n ~ ~ ~ S ! ~ 8 &rr'mBnn%@,mBanSE GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
w s z e Graphical symbol
5DK-20
VI 'X Size
8!3Ese Parts number E B G a n
Sasket (2) 40x54
Bolt M12X1.75X45
Bolt M12X1.75X28
Nut M12X1.75
Gasket (2) 45x60
Bolt M12X l.75X4O
Bolt M12x l .75x28
Nut M12X 1.75
Gasket (2) 60x65
Bolt M12X 1.75X45
Bolt M 12x 1 . 7 5 ~ 2 8
Nut M12x1.75
Gasket (2) 75x85
Bolt M12x 1.75X55
Bolt M12x 1 .75~35
Nut M12X1.75
Gasket (2) 90x96
Bolt M12X1.75X55
Bolt M12X 1.75X35
Nut M12X 1.75
JIS IVY+> (2) 80
I M12X1.75X55
Z l b b M12x1.75X35
f b M12X1.75
JIS Gasket (2) 80
Bolt M12X 1.75X55
Bolt M12X 1.75X35
Nut M12X 1.75
JIS Gasket (2) 60
Bolt M12X l.75X55
Bolt M12X1.75X35
Nut M12X1.75
JIS ICY*> (2) 60
I b M12X l.75X4O
I M12X1.75X28
t~ b M12X1.75
JIS Gasket (2) 60
Bolt M12x 1.75X40
Bolt M12X 1.75X28
Nut M12X 1.75
JIS Gasket (2) 80
Bolt M12x 1 . 7 5 ~ 4 0
Bolt M12X l.?5X28
Nut M12x 1.75
M i t . : ? z 9 4 x Gra~hica l svmbol Size
-
BEESF I Parts number B E E % %
5DK-20
Name of parts
* 0 EEEEBa"aCnHTE!Fd3 & LF&a%%,%iB% GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
Z501302200AZ JIS IPs+> (3) 22
X200010032ZZ * l b b MlOX15X32
X200010020ZZ *Jbb MlOX15X20
X220010000ZZ t-:, t- M10X1.5
JIS Gasket (3) 22
Bolt M10x 1 5 x 3 2
Bolt M10X 1.5X20
Nut M10X15
Z501302800AZ JIS IT,:, 3> (3) 28
X200010032ZZ f i l bb MlOX1.5X32
X200010020ZZ *]kt- MlOX1.5X20
X220010000ZZ f ~ t - M10X1.5
JIS Gasket (3) 28
Bolt M10X 1 5 x 3 2
Bolt M10X 1 5 x 2 0
Nut M10X 1.5
Z501303500AZ JIS JPv+> (3) 35
X200010032ZZ ilfJl,b M10X 1.5X32
X200010020ZZ i%Jbb MlOX1.5X20
X220010000ZZ f ,:, I- M10X 1.5
JIS Gasket (3) 35
Bolt M10X 1 5 x 3 2
Bolt M10X 1.5X20
Nut M10X 1.5
JlS Gasket (3) 43
Bolt M12X1.75X38
Bolt M12X1.75X25
Nut M12X1.75
JIS Gasket (3) 50
Bolt M12X1.75X38
Bolt M12X1.75X25
Nut M12X1.75
Z501306000AZ JIS l P s + > (3) 60
X200012042ZZ fi lb t- M12X 1.75X42
X200012028ZZ fill, l- M12X 1.75X28
X220012000ZZ f v b M12X 1.75
JIS Gasket (3) 60
Bolt M12X1.75X42
Bolt M12X1.75X28
Nut M12X1.75
JIS Gasket (3) 80
Bolt M12X1.75X42
Bolt M12X1.75X28
Nut M12X1.75
JIS Gasket (3) 90
Bolt M16X2.0X45
Bolt M16X2.0X30
Nut M16X2.0
JIS Gasket (3) 115
Bolt M16X20X50
Bolt M16X2.0X35
Nut M16x2.0
z* * 0 iR E clBim~H3S!Edj'& L Y ~ B a n g K L ~ B f i B E GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
M X Z Y Graphical symbol
f - f X Size
IOK JPv+> 25
I M12X1.75X42
I b M12x 175x28
f~ b M12X1.75
Name of parts
10K Gasket 35
Bolt M12X2.0X42
Bolt M12X2.0X32
Nut M16X2.0
10K Gasket 25
Bolt M12X 1.75X42
Bolt M12X 175x28
Nut M12x1.75
c/6& i
ITEM GRAPHICAL SYMBOL, PART NAME 1.11 5DK-20 AND PART NUMBER OF PIPING PART
3 z e Graphical symbol
74x Size
Name of parts
Flange (2) OX 44
Gasket (2) 30x44
Bolt MlOX1.5X40
Nut M10x 1.5
Flange (2) 0 x 5 4
Gasket (2) 30x54
Bolt M12X 1.75X40
Nut M12X1.75
Flange (1) 0 x 6 5
Gasket (1) 60x65
Bolt M12X175X45
Nut M12X1.75
Flange (2) O X 150
Gasket (2) 130X 150
Bolt M22X2.5X45
Flange (1) 0 x 5 8
Gasket (1) 20x58
Bolt M10X 1.5X30
Nut M10X1.5
Flange (1) 0 x 6 0
Gasket (1) 30x60
Bolt M l O x 1.5X22
- 94 x Size
&* 0 * 0 B Z k mBnaaH3EZZbj'&UmBan%%,EBES% GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
IWX1:?29 Graphical symbol
ITEM
5DK-20 1 .I2
3 E S 9 Parts number
X58810601OZZ
X588206010ZZ
X588306OlOZZ
X5884O6Ol OZZ X588506010ZZ
Name of parts
941%1=8> ( 1 ) Biting union (1)
Biting union (1 ) 6XX
(2) 6x%
(3) 6XX
(4) 6x5 4 (5) 6XM
9-f152=3> (2) Biting union (2)
X58810802OZZ
X58820802OZZ X588308020ZZ X58840802OZZ
X58850802OZZ
X588llOOlOZZ
X588Z 1001 OZZ X5883 10010ZZ
X5884 100 1OZZ X5885 100 10ZZ
X588 1 10020ZZ
X5882 10020ZZ X5883 1002OZZ X5884 10020ZZ
X58851002OZZ
943s1=8> (3) Biting union (3)
Biting union (1) lox& 4 (2) 10x5 4 (3) IOXY~ 'I (4) l0XYe 'r (5) 10XX
94353=3> (4) Biting union (4) Biting union (1) lox%
'I (2) lOXM
(3) 10XN (4) 10xx
(5) lOXM
3iting union (1) lox%
2 lox% (3) lox%
'I (4) 10x94 4 (5) lox%
9-f151=*> (5) Biting union (5)
3iting union (1) 10x8
(2) lox% 'r (3) 10XK y (4) lox% 4 (5) IOXY,
5DK-20 Z 99-3
Name of parts B r e % ? e Graphical symbol
fi 0 B?E~BE"aHZ~~E8&O~bnnB%,~BE%~ GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
ITEM
1.13
3 .". s e Parts number
5DK-20
3iting union (1 ) 1 1 X % + ( 2 ) l l X %
n (3)11X%
4 ( 4 ) 1 1 X 3
4 ( 5 ) 1 1 X 3
94351=z> ( 1 ) Biting union ( 1 )
3iting union (1) 1 2 X X
n (2) 1 2 X X
n (3) 1 2 X X
r (4) l 2 x X
4 (5) 12x14 34751=8> (2) Biting union (2)
Biting union ( 1) 12X 3 4 (2) 12X%
/I (3) 12x34
n (4) 12x%
4 (5) 1 2 x 3
Biting union (1) 14X%
4 (2) l 4 x X
4 (3) l 4 x %
4 (4) 1 4 X X
n (5) 14X1A
Biting union (11 1 4 x 3
r (2) 14X%
4 (3) 14X%
+ (4) 1 4 x 3
4 (5) 14X%
Biting union (1) 1 4 X H
n (2) 14X%
4 (3) 14X%
n (4) 1 4 X g
r (5) l 4 X %
Biting union (1) 1 5 x 3
a (2) l 5 X %
4 (3) 15X%
r (4) 15X%
r (51 15X%
94 J51=$> (5) Biting union (5)
Biting union ( 1) 15X K r (2) 15X%
0 (3) 15X%
a (4) 15X%
4 (5)15X!4
I AND PART NUMBER OF PIPING PART I ~ D K - 2 0 1 1.141
M ; C Z . Graphical symbol
v-rx Size Parts number BBE8.M; Name of parts
94151=z> (1) Biting union (1)
Biting union (1) 16xX 4 (2) 16X!4
(3) 16X% 4 (4) 16XH
4 (5) 16X%
Biting union (1) 18X3% 4 (2) l ax%
4 (3) 18x56
4 (4) 1 8 ~ %
'I (5) 18X%
Biing union (1) 18xH 4 (2) 18XH
4 (3) 18x8
4 (4) 18X%
~r (5) 18x8
9<1xl=z> (2) Biting union (2)
Biting union (1 ) 20X3A 'I (2) 20xM
b (3) 20X%
b (4) 20x%
+ (5) 2 0 x 3 ~
94151=z> (3) Biting union (3)
Biting union (1 22x% 4 (2) 22XH
4 (3) 2 2 x x
4 (4) 2 2 x g
'I (5) 22x8 94151=z> (4) Biting union (4) Biting union (1) 22xM
(2) 22X% Ir (3) 22x%
'I (4) 22x%
+ (5) 22xM
Biting union (1) 25xM 'I (2) 25XM
(3) 25xM 'I (4) 25X%
~r (5) 25x%
Biting union (1) 28x% 'I (2) 28X%
'I (3) 28X%
'I (4) 2 8 ~ %
'I (5) 28X%
943s2=z> (5) Biting unlon (5)
IWssze Graphical symbol
$'L?
Y I ' X Size
* m UU an s e
Parts number
a 0 * 0 mi2 is p B a a ~ ~ 3 Z Z ~ d j ' & U . " ~ B a a % % , ~ B n n B E GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
ITEM
1.1 5
Name of parts
5DK-20
94152=*> (1) Biting union (1 )
Z5881281OOZZ X588228 1OOZZ X588328 1 OOZZ X58842810022 X588528iOOZZ
Biting union (1) 2 8 x 1 + (2) 28X 1
(3) 28X 1 a (4) 28X 1 4 (5) 28x 1
Biting union (1) 30X 1 4 (2) 30X 1 4 (3) 3 0 x 1 4 (4) 30X 1 + (5) 3 0 x 1
94151=*> (2) Biting union (2) Biting union (1) 34X 1
a (2) 34x 1 n (3) 34X 1 4 (4) 34X 1 + (5) 34X 1
Biting union (1) 34X 1% (2) 3 4 X l %
4 (3)34X1% 4 (4) 34X1% 9 (5) 34x1% 943z1=7t> (3)
Biting union (3) Biting union ( i ) 35X 1%
+ (2)35XI!A 4 (3)35Xl !A 4 (4) 3 5 X l X 4 (5)35X1!4
Biting union (1) 38X 1% 4 (2)38X1% 4 ( 3 1 3 8 ~ 1 % 4 (4) % X I %
(5)38X1!4 9475IL=*> (4) Biting union (4)
Biting union (1) 40X 1% (2) 4OXl%
a (3)40X1!4 o (4) 4 0 X l M
(5)40X1%
Biting union ( 1) 42X 1 % 4 ( 2 ) 4 2 X l % + (3)42X1% + ( 4 ) 4 2 X l M .;. ( 5 ) 4 2 ~ 1 %
94Zls1=a> (5) Biting union (5)
Biting union (1) 42X 1% + (2) 42X1% 4 (3)42X1% 4 (4) 4 2 ~ 1 % + (5) 4 2 ~ 1 %
M S Z F GraDhicai svmboi
<6
91'751=*> (9) Biting union (9)
*!=a * 0 * ni! ~ ~ B a n ~ H S ~ Z ~ d j ' & U ~ B n n % ~ , ~ B a n ~ ~ GRAPHICAL SYMBOL, PART NAME AND PART NUMBER OF PIPING PART
- t f<x Size
5DK-20 1.16
BUEf F Parts number
- ~
Name of parts
B~ting union (9) 6X!4
Biting union (9) 8xYe
Biting union (9) 8XX
Biting union (9) lox%
Biting union (9) lox%
Biting union (9) 12XX
Biting union (9) 1 2 ~ %
Biting union (9) 15x%
Biting union (9) 15Xx
Biting union (9) 8x!4
Control air
se 3ESE Name of Parts a. Number Parts number 3sgfi Quantity
m e EE&sdZE STARTING AIR PIPING
L
Ref. 4-7.1 Ref. 4-1.2 E21555 Ref. 4-1.2 S108509010 E2 1285
E208551000 E208551010 E208551020 E208551060 E208551090
E208551160 E208552090 E208552200 E208552210 E208552140
E208552150 €208552220 E208552230
E215550010 E215550020 E215550210 E215550220 E215550420
E215550440 €215550530 E215550550 E215550620
5DK-20
FUEL SHUTDOWN DEVICE. G1 TYPE AIR MOTOR MAGNETIC VALVE FITT. & PIPING REGULATOR& RELAYVALVE STARTING OPERATION VALVE SPLIT FLANGE
SUPPORT. STRAINER IN & OUTLET S.A. PIPE. RR100-F30 lNCET S.A. PIPE. A/M INLET IN. &OUTLET PIPE. STRAINER SUPPORT. S.A. MAIN PIPE30
BOLT JOINT S.A. PIPE. RR100 OUTLET-50 S.A. PIPE. OP. VALVE INLET-5D S.A. PIPE. OP. VALVE INLET-2
STRAINER S.A. PIPE. OP. VALVE OUTLET-50 S.A. PIPE. RR 100 INLET-50
MAGNETIC VALVE BOARD MAGNETIC VALVE BOX S.A. PIPE. F.O. CONTROL PISTON 2 S.A. PIPE, F.O. CONTROL PISTON 3 S.A. PIPE. F.O. SHUTDOWN DEVICE 3
S.A. PIPE. F.O. SHUTDOWN DEVICE 5 S.A. PIPE. F.O. CUT-4 S.A. PIPE. F.O. CUT 6 S.A. PIPE. F.O. CUT 1 3
s5 g0.".se Number Parts number Name of Parts BiB
Quant~ty
/
A Ref. 3-21.2 /XJbf iJbg NOZZLE HOLDER Ref. 3 -20 .2 F.O. 7>9?it;>l F.O. INJECTION PUMP
C Ref. 4-2.5 F.O. 9 s 37'Y<> F.O. RELIEF VALVE D Ref. 4-2.3 F.O. O+ F.O. FILTER E Ref. 4-2.1 F.O. i K > l F.O. PUMP F 2 4 J b F s 37'?4> OIL RELIEF VALVE
%*%!ii!E FUEL OIL PIPING
A 7 C 0 3 4 0 0 0 2 2 0 9 - J b 7 Y 9 V SEAL WASHER A1 2 YO1 3 1 6 0 2 0 4 + V 9 9 9 7 ~ 9 4 ) / CHECK GROVE VALVE A1 4 E 2 0 8 6 5 0 1 4 0 FO h)/. 0*4 'i9F FO. PIPE. FILTER INLET A1 8 E 2 0 8 6 5 0 1 8 0 FO h > T Y I - 1 SUPPORT-1. F.O. PIPE A1 9 E 2 0 8 6 5 0 1 9 0 h)/;.fVI PIPE SUPPORTER
5DK-20
A 2 0 E 2 0 8 6 5 0 2 0 0 h) / ; fYI PIPE SUPPORTER 8 A 2 3 E2066.50230 FO %I)/. Ot -?9F-C-2 FO. PIPE. FILTER OUTLET-C-2 1 A 2 4 E 2 0 8 6 5 0 2 4 0 FO h>, ~ I ~ I Y ~ I J ~ F - C F.O. PIPE. MAIN PIPE INLET-C 1 A 2 7 E 2 0 8 6 5 0 2 7 0 FO 4 ' J 9 F 9 l % I > - 5 O K F.O. INLET MAIN PIPE-5OK 1 A 2 8 E 2 0 8 6 5 0 2 8 0 FO 1 9 A > ( 4 I J T F - 1 I F.O. BRANCH PIPE (INLET-]) 4
A 2 9 E 2 0 8 6 5 0 2 9 0 FO I 9 B > ( 4 'J 9 F ~ 2 1 F.O. BRANCH PIPE (INLET-21 1 A 3 0 E 2 0 8 6 5 0 3 0 0 3 -Jb7 'Y9? SEAL WASHER 2 A 3 3 E 2 0 8 6 5 0 3 3 0 FO Y T F 9 2 h Y - 5 0 K F.O. OUTLET MAIN PIPE-5OK 1 A 3 4 € 2 0 8 6 5 0 3 4 0 FO I 9 h Y ( Y 9 F ) F.O. BRANCH PIPE (OUTLET) 5 A 3 9 E 2 0 8 6 5 0 3 9 0 FO NH ? 1 - 9 % 4 l W l h > - 5 0 F.O. NH LEAK OIL MAIN PIPE-SO 1
A 4 0 E 2 0 8 6 5 0 4 0 0 FO I 9 h Y ~ N H ( 0 3 1 ) F.O. BRANCH PIPE-NH (LEAK OIL) 5 A41 E20865041 0 FO a)/. NH IJ -991h>TTF F.O. PIPE. NH LEAK MAIN PIPE OUTLET 1 A 4 3 E 2 0 8 6 5 0 4 3 0 FO 4 'J 9 F h Y 3 7 T ' Y b-C BRACKET-C. F.0, INLET PIPE 1 A 4 5 E 2 0 8 6 5 0 4 5 0 7b F%. FO 0+?9F%IY-C SUPPORTER. F.O. FILTER OUTLET-C 1 A 4 6 E 2 0 8 6 5 0 4 6 0 FO I9%I> -FS ( 0 3 1 - 1 ) F.O. BRANCH PIPE-FS (LEAK OIL-1 I 4
A 4 7 E 2 0 8 6 5 0 4 7 0 FO I 9 h ) / - F S ( 0 3 2 - 2 ) F.O. BRANCH PIPE-FS (LEAK OIL-2) 1 A51 E 2 0 8 6 5 0 5 1 0 1J-9%4>iT-f7 (F0IP)-50 F.O. LEAK MAIN PIPE (F.0.I.P)-5D 1 A 5 2 E 2 0 8 6 5 0 5 2 0 FO I 9 B > - F O I P ( 0 3 1 ) F.O. BRANCH PIPE-F.0.I.P (LEAK OIL) 5 A 5 5 E 2 0 8 6 5 0 5 5 0 FO h>, ik> l -PJTF-C F.O. PIPE. F.O. PUMP INLET-C 1 A 5 6 E 2 0 8 6 5 0 5 6 0 FO h>, f i>7?9?-C FO. PIPE. F.O. PUMP OUTLET-C 1
A 5 7 E 2 0 8 6 5 0 5 7 0 FO hI/. F 3 3 P ' Y f i 7 7 9 F F.O. PIPE. RELIEF VALVE A 5 9 E 2 0 8 6 5 0 5 9 0 1 0 ' Y 9 FO-3 BLOCK. F.O.3 A 6 0 E 2 0 8 6 5 0 6 0 0 30Y9 FO-4 BLOCK. F.0.-4 A 6 1 E 2 0 8 6 5 0 6 l 0 70'99 FO-1 BLOCK. F O - 1 A 6 2 E 2 2 8 6 5 0 8 6 0 b 9 9 1 7 7 2 3 SPECIAL FLANGE
A 6 4 A 2 4 5 0 1 2 0 1 0 *131iz~91 (11 BLOCK. LO. PIPE 1 A 6 6 E 2 0 8 6 5 0 6 6 0 FO h 7 . 0 + ? 9 F C . l F.O. PIPE. FILTER OUTLET-C. I 1
A1 07 E 2 6 8 1 8 0 0 2 0 ?7+2/ib-7 ACCUMULATOR I A1 08 E 2 6 8 1 8 0 0 6 0 0 1JY9 0 RING I ~1 1 5 ~ 2 0 8 6 5 1 1 5 0 7+>9. FO 7 4 > - 5 0 ~ - ~ LAGGING. F.O. LINE6OK.C I
O-RING O-RING
'RHBZE FUEL OIL PIPING
S ; ~ ~ ' ~ J L L A I ~ X ~ Y F @ ...... (q @ ...... % LEVEL SWITCH. LEAK OIL TANK With Without
SE BE.".SE BB.".8% Name of Parts mQuant i ty Number Parts number 010
BLOCK. L.O. PlPE F.O. LEAK RETURN MAIN PIPE (50) F.O. LEAK RETARN PlPE F.O. PIPE. FRAME (FRONT) FO. PIPE. FILTER LEAK
F.O. PIPE. FILTER BROW OFF F.0, INJECTION PlPE LEAK (ED) 1 F.0, INJECTION PlPE LEAK (6D) 2 F.O. INJECTION PlPE LEAK (5D) 1 F.O. PIPE, NOZZLE LEAK (50)
F.O. PIPE. PLUNGER LEAK (50) F.O. PIPE. FRAME (REAR) 5D
PlPE SUPPORTER
Detail "V"
for GOVERNOR UGlO
Detail "V"
for GOVERNOR RHD6
A 4 8 (lor L.O. COOLER 8mmi)
A 4 6 (for L.O. COOLER 12mm2)
2 '
;H;B;mBL!E (ZC%B$$) LUBRICATING OIL PIPING (FRONT T/C) 5DK-20
Ref. 4-3.1 L.O. 327 Ref. 4-3.3 L.O. 9-5 Ref. 4-3.6 T/C L.O. U+
Ref. 4-3.4 L.O. O+ Ref. 3-4 PI' FJbCf l Ref. 3 -5 % 4 J b 3 > 3 ' 4 F J M V
ClI'>9it;>7 3/4FC Ref. 3-1.1 L.O. JXJL Ref. 3-1.3 L.O. JXJL (2) Ref. 4-4.1 C.W. 377
%>3334> Ref.4-1.1 *47>?49 F 9 Y 9 F
SX b 3 + 1 \ 4 A > Ref. Sparate manual 9--z3?-3t
L.O. PUMP L.O. COOLER T IC L.O. FILTER L.O. FILTER IDLE GEAR IDLE GEAR. OIL PUMP WING PUMP 3/4FC L.O. NOZZLE L.O. NOZZLE (2) C.W. PUMP THERMOSTAT VALVE TACHOMETER DRIVING DEVICE MIST PlPE TURBOCHARGER
A 2 E 2 0 8 7 5 0 0 2 0 'YTiKJb b BANJO PLUG A 3 € 2 0 8 7 5 0 0 3 0 LO 9 - 5 t l ' Y 3 1 BLOCK. L O . COOLER A 5 E 2 0 8 7 5 0 0 5 0 YO 'Y9 BLOCK
A1 1 E 2 0 8 7 5 0 1 1 0 LO * l l 9 2 t 2 " 3 1 ( 3 ) L.O. BLOCK (3) A 2 0 E 2 0 8 7 5 0 2 0 0 a > / ( > F-3, b 3 3 4 Y 7 ? h > PIPE CLIP-3. FRAME INLET PIPE
A 2 1 E 2 0 8 7 5 0 2 1 0 B > J U F-4. h334 U7?71> PIPE CLIP-4. FRAME INLET PIPE A 2 6 E 2 0 8 7 5 0 2 6 0 7739 ( b 9 ) SPECIAL FLANGE A 2 7 E 2 0 8 7 5 0 2 7 0 LO 3 l t 1 3 / % 9 5 7 5 > W 3 0 BRANK FLANGE. L . 0 MAIN PIPE-80 A 2 8 E 2 0 8 7 5 0 2 8 0 LO 3 1 h ' J % 9 7 7 3 > 3 BRANK FLANGE. LO. MAIN PIPE A 2 9 E 2 0 8 7 5 0 2 9 0 LO 3 1 7 1 3 / % 9 5 7 5 > 3 t j X 9 ' Y b GASKET. L.O. MAlN PlPE FLANGE
A 3 0 E 2 0 8 7 5 0 3 0 0 LO F 1 3 9 4 7 0 Y 9 L.O. CONNECTING BLOCK A 3 3 E 2 2 8 7 0 0 2 3 0 /<'3*> ( b 9 ) SPECIAL PACKING A 3 7 E268700111 b 9 3 X W b SPECIAL BOLT A 3 9 E 2 0 8 7 5 0 3 9 0 LO h>. LOP 7 7 F - 6 0 L O PIPE. PUMP OUTLET-60 A 4 6 E 2 0 8 7 5 0 4 6 0 LO a>. J < 4 l < X - (2) L.O. PIPE. BY-PASS-(2)
A 4 8 E 2 0 8 7 5 0 4 8 0 LO b>, JC41TX- (1) LO. PIPE. BY-PASS-(1 ) A 5 0 E 2 0 8 7 5 0 5 0 0 LO A>. 0 + 4 ' J 7 F - 6 0 L.O. PIPE. FILTER INLET-60 A 5 1 E 2 0 8 7 5 0 5 1 0 LO a>. 0 * 7 7 S . 6 0 LO. PIPE. FILTER OUTLET-60 A 5 6 E 2 0 8 7 5 0 5 6 0 LO by. 9-577F (2) 5 0 L.O. PIPE. COOLER OUTLET (2) 50 A 5 7 E 2 0 8 7 5 0 5 7 0 LO b>. 7 L / - L 4 ' J T S (50) FT L.O. PIPE. FRAME INLET (5D) FT
A 6 0 E 2 0 8 7 5 0 6 0 0 LO A>. 9-5777 (1) 50 L.O. PIPE. COOLER OUTLET ( I ) 5 0 A 6 1 E 2 0 8 7 5 0 6 1 0 LO a>, i C 0 7 4 FJbqt7 L.O. PIPE. PUMP IDLE GEAR A 6 2 E 2 0 8 7 5 0 6 2 0 LO a>. f i > 7 Y t 7 LO. PIPE. PUMP GEAR A 6 3 E 2 0 8 7 5 0 6 3 0 LO by, F l 9 9 4 Y O ' Y 9 L . 0 PIPE. CONNECTING BLOCK A 6 5 E 2 0 8 7 5 0 6 5 0 LO a>. 74 F I b Y t 7 9 9 LO. PIPE, IDLE GEAR SHAFT
LO. PIPE, TIMING GEAR (1) 1
L.O. PIPE. TIMING GEAR (2) 1 L.O. PIPE. CAM SHAFT BEARING 1
L.O. PIPE. CYL. HEAD INLET 5 L.O. PIPE. COOLER INLET-FT 1
-
L.O. PIPE. THERMO. VALVE OUTLET FT 1
NOZZLE. OILLING GEAR 2 L.O. PIPE. C.W. PUMP DRIVING GEAR 1 LO. PIPE. L.O. PUMP DRIVING GEAR 1
ITEM
4.1 5DK-20
BANJO PLUG 1 L.O. PIPE, C.W. PUMP 1 L.O. PIPE. GOVERNOR L.O. PIPE. GOVERNOR (UG8) 1 L.O. PIPE. GOVERNOR (UG8)-2 1
xFli#;aBzE (imBG) LUBRICATING OIL PIPING (FRONT TIC)
LO a)/, TIC 7 9 F RH133-2 LO a>. T/C +9F RH 133-3 LO a?. T/C 4LJ7F RHI 33-1 LO a>. TIC 4 LJ 9 F RH 1 23 -2 LO A>?J?JI, T/C +94 (1)
B&a%m%Bs @......8m' @ ...... 12",2 CAPACITY of L.O. COOLER
SG BBSW 3S8% Name of Parts =Quantity Number Parts number 0 10
I
L.O. PIPE. FILTER INLET (NR15) SPECIAL GASKET FLANGE. L.O. INLET BANJO L.O. PIPE. T/C INLET RH 163- 1
L.O. PIPE. T/C OUTLET RH163-1 L.O. PIPE. TIC OUTLET R H I 63 -2 L.O. PlPE SUPPORT. T/C OUTLET L.O. PIPE. T/C INLET (RH133) L.O. PIPE, T/C OUTLET RH 133-1
L.O. PIPE. T/C OUTLET RHI 33-2 L.O. PIPE. TIC OUTLET RH133-3 L.O. PIPE, TIC INLET RH133-1 L.O. PIPE. T/C INLET RH123-2 L.O. PlPE SUPPORT. T/C OUTLET (1)
GAUGE PIPE. RH 133-FT1 GAUGE PIPE. RH 133-FT2 GAUGE PIPE. RH 163-FT 1 GAUGE PIPE. RH 163-FT2 LAGGING (1). T/C. L.O. PlPE
LAGGING (2). T/C, L.O. PlPE LAGGING (3). T/C, L.O. PlPE
B e n n &&% Name of Parts a'lrt Number Parts number Quantity
$%B;&n2E (ZK,B%3 LUBRICATING OIL PIPING (FRONT T/C)
0 1 1 €2091 501 1 0 LO jI2. LOP Y 9 3 3 2 - 1 (6DG) L O PIPE. L.O.P. SUCTION-1 (60G) 1 0 1 4 E2091501 40 LO a>. LOP Y 9 9 3 3 / - 2 (6DG) L.O. PIPE. L.O.P. SUCTION-2 (60G) 1
5DK-20
E l 1 A5841001 1 0 LO B Y . PR. P?9? L.O. PIPE. PRIMING PUMP OUTLET E l 2 A5841001 2 0 LO PR. P41J7T-1-RT L.O. PIPE. PRIMING PUMP INLET-1-RT E l 3 A5841 001 30 LO 217. PR. P 4 1J7F-2-RT L.O. PIPE. PRIMING PUMP INLET-2-RT
Detail "V"
for GOVERNOR UG I0
Detail "V"
for GOVERNOR RHD6
I! (lor D.O. NOZZLE A 6 2 Ifor D.O. NOZZLE COOLING SYSTEM1
Mirl gar
&q:F*.AaEG&* , I ! %
0 ...... 8",Z @ ...... 1 2",2
CAPACITY of L.O. COOLER
SF %U.'.SF Name of Parts XlrPQuantity Number P a n s number 0 10
J
Ref. 4-3.1 L.O. it;>7 Ref. 4-3.3 L.O. 7-5 Ref. 4-36 T/C L.O. O+ Ref. 4-3.4 L.O. D j i Ref. 3 - 4 7'4 FJb+? Ref. 3-5 Z 4 J b X 2 7 7 4 PJb*?
9423iK27 3/4FC Ref. 3-1.1 L.O. I X J b Ref. 3-1.3 LO. J XJb (2) Ref. 4-4.1 C.W. 827
3 2 5 F 3 3 4 2 Ref. 4-1.1 h472949 F 9 Y 9 F
S X b3+1[4?l> Ref. Sparate manual P-it i 'Ft-3r
;B;B;aazE (f@~%B%) LUBRICATING OIL PIPING (REAR T/C)
L.O. PUMP L.O. COOLER TIC L.O. FILTER L.O. FILTER IDLE GEAR IDLE GEAR. OIL PUMP WING PUMP 314FC L.O. NOZZLE L.O. NOZZLE (2) C.W. PUMP THERMOSTAT VALVE TACHOMETER DRIVING DEVICE MIST PlPE TURBOCHARGER
ITEM
5DK-20 4.2
A 2 E 2 0 8 7 5 0 0 2 0 'Y+ZlL b BANJO PLUG A 3 E 2 0 8 7 5 0 0 3 0 LO 9 - 7 e ' Y g l BLOCK. L O . COOLER A 5 E 2 0 8 7 5 0 0 5 0 T O Y 9 BLOCK
A1 l E 2 0 8 7 5 0 1 1 0 LO + - l 9 1 i z Y 3 1 ( 3 ) L.O. BLOCK (3) A 2 6 E 2 0 8 7 5 0 2 6 0 7539 ( b 9 ) SPECIAL FLANGE
A27 E 2 0 8 7 5 0 2 7 0 LO 3 1 A > S 9 5 7 5 > 9 - 8 0 BRANK FLANGE. LO. MAIN PIPE-80 1 A 2 8 E 2 0 8 7 5 0 2 8 0 LO 3 1 A > S 9 5 7 7 > 3 BRANK FLANGE. L.O. MAIN PIPE 1 A 2 9 E 2 0 8 7 5 0 2 9 0 LO 3 l A 2 % 9 5 7 5 > 9 9 j X 9 ' Y b GASKET. L.O. MAIN PIPE FLANGE 1 A 3 0 E 2 0 8 7 5 0 3 0 0 LO 1 1 9 9 4 7 0 Y 9 LO. CONNECTING BLOCK 1 A33 E 2 2 8 7 0 0 2 3 0 J W + > ( b 9 ) SPECIAL PACKING 1
A37 E26870011 1 b 9 9 1 i K I b b SPECIAL BOLT 4 A46 E 2 0 8 7 5 0 4 6 0 LO A>. l < - f J U - (2) LO. PIPE. BY-PASS-(2) A48 E 2 0 8 7 5 0 4 8 0 LO a>. J<41<X- (1) L.O. PIPE. BY-PASS-(] 1 A61 E 2 0 8 7 5 0 6 1 0 LO a>, ,X>774 Fib+? LO. PIPE. PUMP IDLE GEAR 1 A 6 2 E 2 0 8 7 5 0 6 2 0 LO B Y , fi>745? L.O. PIPE. PUMP GEAR 1
LO a>. 4 'Y FI' 'J9F LO A>. Z>T39'i>77F h>?WI-1. LOP 7 7 1 - R T LO A>, LOP 7 9 1 - 1 - R T
L O . PIPE. CONNECTING BLOCK L O . PIPE. IDLE GEAR SHAFT L.O. PIPE. TIMING GEAR (I) L.O. PIPE. TlMlNG GEAR (2) L.O. PIPE. CAM SHAFT BEARING
L O . PIPE. CYL. HEAD INLET - RT L.O. PIPE. THERMO. VALVE OUTLET-RT
PlPE SUPPOTER-1. L.O.P. OUT PIPE.RT PIPE. L.O.P. OUTLET-] -RT
!%harks
% 1 .-..-,i@7klL$&/ZK,"B{t# F.W. Nozzle cooling system X2......ABi*l:$5/XJb;%in(t4S D.O. Nozzle cooling system
;M;G:Qn?E ( ~ ~ ~ ~ ~ ~ ~ )
LUBRICATING OIL PIPING (REAR T/C) .B:*:,&yJ,~~#
I I /TI 0. ..... SrnZ @ ..-... 1 Zrn'
CAPACITY of L.O. COOLER
a% $B.".S% Name of Parts XPiQuantitV Number Parts number 010
I LO hl/. 9-?-PIT?-RT L.O. PIPE. COOLER INLET-RT 1 LO B Y . O M IJ9F (RT) 1.0. PIPE. FILTER INLET (RT) 1
LO h Y . 7 b-A4 ?)9?-RT LO. PIPE. FRAME INLET-RT 1 LO h Y . ?3$?'Yr;YlJ-9-2RT L.O. PIPE. RELIEF V. RETURN-2-RT 1
NOZZLE. OILLING GEAR 2
L.O. PIPE. C.W. PUMP ORlVlNG GEAR L.O. PIPE. L.O. PUMP DRIVING GEAR
BANJO PLUG 1 L.O. PIPE. C.W. PUMP 1 L.O. PIPE. GOVERNOR L.O. PIPE. GOVERNOR (UG8) 1 L.O. PIPE. GOVERNOR (UG81-2 1
8 2 E208750020 Y+%h t- 8 5 E208950050 LO hy. C.W. % Y l
8 1 4 E208950140 LO h Y , f j l T f 8 1 5 E208950150 LO h Y . f j l W (UG8) B 1 6 E208950160 LO ?I>. fj!V (UG8)-2
4 = 1 3 3 + 2 ~ 9 1 ( 3 ) ?I>!<> F-2. T/C O W LIT? LO b3/75.9':, b-TC h>lW F-3, h 3 9 4 V 5 J F h Y LO h Y . 04=4 LIT?-1 (RT1 5 0
BLOCK. OIL JOINT (3) PlPE CLIP-2. T/C FILTER INLET L.O. PlPE BRACKET-T/C PlPE CLIP-3. FRAME INLET PlPE L.O. PIPE. FILTER INLET-1 (RT) 5 0
LO h)/. 0 + 4 J T ? - 3 (RT) LO ?I>. O++"JTF (5RT) LO ?I)/. T/C .('JT?-1 t-991!T\Y*> LO I ' L I T T 7 5 2 3
L.O. PIPE. FILTER INLET3 (FIT) L.O. PIPE. FILTER INLET (5RT) L.O. PIPE. T/C INLET-] SPECIAL GASKET L.0, INLET FLANGE
BANJO FLANGE BLOCK L.O. PIPE. T/C INLET RH163-2 L.O. PIPE. T/C OUTLET RH163-3 L.O. PIPE. T/C OUTLET RH163-4
L.O. PIPE. T/C INLET-2 RH133 L.O. PIPE. T/C OUTLET RH 133-1 L.O. PIPE, T/C OUTLET RH 133-2 GAUGE PIPE, RH133-RT GAUGE PIPE. RH163-RT
GAUGE PIPE. T/C-RT-50 GAUGE PIPE. T/C-RT
TURBOCHARGER TYPE
m Name of Parts BBQuan t i t y Number Parts number ""' 0 1 0
:flyR:@@z= ' ,i, , €i (t&G%E%)
LUBRICATING OIL PIPING (REAR T/C)
E 2 0 9 1 5 0 1 1 0 LO b>. LOP V93El>.l (60G) E 2 0 9 1 5 0 1 4 0 LO by. LOP Y 9 3 3 Y - 2 (60G)
ITEM
5DK-20 4.2
A 5 8 4 1001 1 0 LO A>. PR. P 7 9 T A5841 0 0 1 2 0 LO b2. PR. P41J9T-1-RT A5841 0 0 1 3 0 LO h>. PR. P41JTT-2-RT
BB Quantity
LAGGING (1). T/C. L.O. PIPE LAGGING (2). T/C. L.O. PIPE LAGGING (3). T/C. L O PIPE 1
L.O. PIPE. L.O.P. SUCTION-1 (6DG) 1
L.O. PIPE. L.O.P. SUCTION-2 (6DG) 1
1 1 1 1
L.O. PIPE. PRIMING PUMP OUTLET 1
L.O. PIPE. PRIMING PUMP INLET-1-RT 1 L . 0 PIPE. PRIMING PUMP INLET.2-RT 1
Detail "V" (for SEA WATER)
Detail "V"
(for FRESH WATER)
0 4 4 x 2 2 ( lor R H 1 4 3 )
(AIR MANIFOLD) AIRBLOW OFF I DRAIN (IIC SIDE COVER) I (AIR MANIFOLD)
DRAIN (IIC AIR CASE)
;$%P7kPEE (EC%f%) COOLING WATER PIPING (FRONT T/C) 5DK-20
FZ @...-..OH3 1. OH29. OH39HZ @....-OH83 1 . DH83 1 HZ 3LER TYPE
* n .Um8% Name of Parts Bf Qua Parts number 0 1
Ref. 4-4.1 C.W. i37 Ref. Separate manual 9-iKfv-3? Ref. 3 -29 Ref. 4-3.3
<>9-9-7 L.O. 9-5
C.W. PUMP TURBOCHARGER INTER COOLER L.O. COOLER
BUTTERFLY VALVE C.W. PIPE. I/C OUTLET-FT C.W. PIPE. L.O. COOLER 0UTLET.FT C.W. PlPE 5 . LO. COOLER OUTLET-FT SUPPORT. C.W. PlPE LO/C OUTLET-FT
C.W. PIPE. C.W. PUMP INLET C.W. PIPE. FRAME INLET-FT C.W. PIPE. MAlN PIPE DRAIN C.W. OUTLET MAlN PIPE. 5 0 K BLOCK-2. C.W. PlPE
FLANGE0 GLOBE VALVE FLANGEDGLOBEVALVE SPECIAL FLANGE SUPPORT. C.W. PUMP INLET PiPE SUPPORT. C W FRAME INLET PIPE-Fl
SUPPORT. C.W. DRAIN PIPE-FT SUPPORT I. OUTLET PIPE-5DFT SUPPORT 2. OUTLET PIPE-5DFT SUPPORT 3. OUTLET PIPE-SOFT SUPPORT. C.W. OUTLET PIPE-50
SUPPORT-1. C W OUTLET PlPE SUPPORT4. OUTLET PIPE-5DFT SUPPORT5. OUTLET PIPE-SOFT
- ntity 0 -
1 1 1 1
1 1 1 1 1
1 1 1 1 1
1 1 1 1 1
1
1 1
1 1 1
CW a>. T/C 41J7?+3H163FTl C W PIPE. T/C INLET-RHl63FT1 CW ?I>. T/C 41J iF -RH163FT2 C.W. PIPE. T/C INLET-RH163FT2 CW B Y . T/C 77T .RH143-1 C.W. PIPE. T/C OUTLET-RH143-1
0......$@* @..,,..if$,K SEA WATER FRESH WATER
W&3uantity
ORIFICE ORIFICE
ITEM
5.1 5DK-20 COOLING WATER PIPING (FRONT T/C)
SF * - &&% Number Parts number 8BEgm Name of Parts BB
Quantity
D l X € 2 1 8 9 5 CW *>-I . IVC 74IJiF CW. PIPE-'. I/C INLET A N 0 OUTLET 1 06 X E21895 CW 7l2-2. i/C 7 4 IJ 9F C.W. P I P E 2 I/C INLET A N 0 OUTLET 1
D l 6 E 2 1 8 9 5 0 1 6 0 t t i f ~ i - LONG NUT 4
E l 0 E 2 0 6 1 5 0 1 0 0 CW a>. P.,Y F79F (RH3) C.W. PIPE. CYLINDER HEAD OUTLET (RH3) 1
%Ell3.",ld~~E$l~d~WiXB. Parts (Signal X) depend on specification
- T Detail "V"
(for SEA WATER) g D I
- T Detail "V"
(for FRESH WATER)
AIR BLOW OFF
$ 6 0 1 I 5 A 7 !T
S% gb.".Z&e Number Parts number g".".ga Name of Parts
at Quantity
;?ia7NBzE (GMfE%) COOLING WATER PIPING (REAR T/C)
A Ref. 4-4.1 C.W. i K 2 7 B Ref. Separate manual 9-%??-ijr
5DK-20
C Ref. 3-29 0 Ref. 4-33
429-9-5 L.O. 9-5.
C.W. PUMP TURBOCHARGER INTER COOLER L.O. COOLER
BUTTERFLY VALVE C.W. PIPE. I/C OUTLET-RT C.W. PIPE. L.O. COOLER INLET-RT C.W. PIPE. LO. COOLER OUTLET-RT SUPPORT. C.W. PlPE L.O./C INLET-RT
C.W. PIPE. C.W. PUMP INLET C.W. PIPE. FRAME INLET-RT C.W. OUTLET MAlN PIPE. 5DK 8LOCK-2. C.W. PlPE FLANGED GLOBE VALVE
SUPPORT. C.W. PUMP INLET PlPE SUPPORT. C.W. OUTLET PIPE-5D SUPPORT 1. OUTLET PIPE-5DRT SUPPORT 2. OUTLET PIPE-5DRT SUPPORT 3. OUTLET PIPE-5DRT
a+amse 0-----RHI 3 3 0 . - - . . - ~ ~ 1 4 3 TURBOCHARGER TYPE
=Quantity
FLANGED GLOBE VALVE SUPPORT. MAlN PlPE DRAIN OUTLET-RT
CW A>. T/C 7 7 F - R H 1 4 3 - 2 C.W. PIPE. T/C OUTLET-RH143-2 I
CW ?I>. FLY-RT C.W. PIPE. MAIN PIPE DRAIN-RT 1 CW a>. T/C 4 LJ 7 F - R H 163-2 CW. PIPE. T/C INLET-RH163-2 CW a>. T/C 4 1J 7 F - R H 1 63.3 C.W. PIPE. T/C INLET-RH163-3
0.. .. . .;@,k @. ... . .;&K SEA WATER FRESH WATER
1 1
ORIFICE ORIFICE
I COOLING WATER PIPING (REAR T/C)
SY SO.".S9 = - ~ 1 1 n ~ 8 . M ; Name of Parts am Number Parts number Quantity
D l X € 2 1 8 9 5 CW ?I>-1. I/C T4lJ7T C.W. PIPE-1. I/C INLET AN0 OUTLET 1 D 6 X € 2 1 8 9 5 CW ?I‘/-2. I/C 7 4 ?I9T C.W. PIPE-2. I/C INLET AN0 OUTLET 1
D l 6 E 2 1 8 9 5 0 1 6 0 f t j f \ ~ b LONG NUT 4
E l 0 E 2 0 6 1 5 0 1 0 0 CW B Y . ".,Y F??f (RH3) C.W. PIPE. CYLINDER HEAD OUTLET (RH3) 1
Xc.E0.%.".l~lft51:&~Rt6B Parts (Signal X) depend on specification
,,,30+ (For No.1-5)
EEESY Name of Parts a% Number Parts number Quantity
J x1 L/;*%P7Kn2E NOZZLE COOLING WATER PIPING
Ref. 3-21.2 Ref. 4-4.1
E 2 0 9 5 5 0 0 7 0 YO21310154 E 2 0 8 6 5 0 2 0 0 E 2 0 9 5 5 0 2 1 0 E 2 0 9 5 5 0 3 0 0
E 2 0 9 5 5 0 3 3 0 E 2 0 9 5 5 0 3 6 0 E 2 2 9 9 5 0 4 2 0 E 2 2 9 9 5 0 4 3 0 E 2 0 9 5 5 0 5 0 0
E 2 0 9 5 5 0 5 2 0 E 2 0 9 5 5 0 5 3 0
5DK-20
L / - f * f l 9 X - f I 9 5 3 > (OUT) N/C FW 31 f i> -50K 15tT'Y 1- U itilb b 3=7f>i?y93
NOZZLE HOLDER C.W. PUMP
GASKET I SCREWED GLOBE VALVE 2 PIPE SUPPORTER 8 SUPPORTER. N/C PIPE 3 COOLING WATER BRANCH PIPE (IN) 5
COOLING WATER BRANCH PIPE (OUT) 5 N/C F.W. MAIN PIPE-5DK 1 BRACKET 1 U-BOLT 1 UNION JOINT 2
N/C F.W. INLET PlPE N/C F.W. OUTLET PlPE
SF 2l3.".SF Name of Parts at Number Parts number g8Eg' Quantity
J Xl l/;$5DSEBBZE NOZZLL- 700LING OIL PIPING
Ref. 4-5.1 Ref. 3 -2 1.2
Ref. 4-5.3
E209550070 E229950090 E229950100 E209550130 E209550140
E209550150 YO11110254 E208650200 E209550210 €209550240
E209550290 E209550320
5DK-20
OIL PUMP NOZZLE HOLDER THERMOSTAT VALVE OIL RELIEF VALVE
GASKET PlPE SUPPORTER PlPE SUPPORTER N/C PIPE.PUMP INLET (R-1) N/C PIPE.MAIN PlPE INLET
N/C PIPE.MAIN PlPE OUTLET FLANGED GLOBE VALVE PlPE SUPPORTER SUPPORTER. N/C PlPE N/C. IN. OUTLET MAIN PIPE-50K
COOLING OIL BRANCH PlPE (IN) COOLING OIL BRANCH PlPE (OUT)
- -
ITEM
7 5DK-20
lRHPBH% 2 YniE FUEL OIL INJECTION PUMP PIPING
se su.".se n - Number Parts number .Um8VJ Name of Parts
81 Quantity
J
Ref. 3-20.2 F.O. $77 Ref. 2-3 (NO.A39) F.O. NH Y - 9 b 4 J b 3 l h 2 Ref. 2 - 3 (No.A20) a > b V l : Ref. 2-2 ?23<>1\4hY (No.B.53, B55. 8 6 2 )
1RNDB4d%2YnzE FUEL OIL INJECTION PUMP PIPING
F.O. INJECTION PUMP F.O. NH LEAK OIL MAlN PlPE PlPE SUPPORTER MAG. VALVE PIPING
,r
5DK-20
S.A. MAlN PIPE. F.O. SHUTDOWN-5D GASKET S.A. PIPE. F.O. PUMP INLET-1 S.A. PIPE. F.O. PUMP INLET-2 PlPE SUPPORTER. F.O. PUMP
LO. PIPE-1. F.O. PUMP L.O. PIPE-2. F.O. PUMP L.O. PIPE-3. F.O. PUMP LO. PIPE-4. F.O. PUMP L.O. PIPE-5. F.O. PUMP
LO. PIPE-6. F.O. PUMP BLACKET-4. STRAINER Y-FILTER
PlPE SUPPORTER
5 1 8
1 Set
1 1 5 5 3
1 1 3 1 1
4 1 1
3
{zg$gggdiJzgl3y ARRANGEMENT OF PROTECTIVE ZINC
FZ;%aEff$% D-. - - -OH31 @..---OH29 0 - . - - - - O H 8 3 1 INTER COOLER TYPE
3ES5 Name of Parts BSQuantity Number Parts number 01 0 10
/ , f%%%$daZfiSZj ARRANGEMENT OF PROTECTIVE ZlNC
ITEM
5DK-20 8
A Ref. 3-29.1 479-9-5 OH31 INTER COOLER OH31 1 8 Ref. 3-29.2 479-9-5 OH29 INTER COOLER OH29
C Ref. 3 -29 .4 4>9-9-5 OH831 INTER COOLER OH831 D Ref. 4-3.3 L.O. 9-5 L.O. COOLER
A101 C 0 4 8 4 7 1 0 1 0 1(7+>(4) GASKET (4) 1 3 1
A31 C 0 4 8 4 2 0 3 1 0 $99397I> (A) ZINC PROTECTOR (A) 4
A 3 2 C 0 4 8 4 2 0 3 2 0 $993 9717 (8) ZINC PROTECTOR (8) A 3 3 C 0 4 8 4 2 0 3 3 0 $993971> (A) ZINC PROTECTOR (A) A 9 9 C 0 4 8 4 7 0 9 9 0 l r 7+> (4) GASKET (4) 4
A1 00 C048471 000 I<,Y+> (5) GASKET (5)
et Quantity
1
1 1 1
864 C 0 3 7 4 0 0 3 2 0 I I PACKING. ZINC PROTECTOR 4 8 6 5 C 0 4 5 1 7 0 0 2 0 i k 3 7 I > PROTECTOR ZINC 4
1
2 3
2
3 2
3 2
ITEM
9 5DK-20 ARRANGEMENT OF THERMOMETER
se 3.".s4 Number Parts number Name o f Parts %'dm
Quantity
3 1 '
Ref. 4-2.1 F.O. $77 Ref. 4-2.3 F.O. 0, Ref. Separate manual 9-iK3t-3t- Ref. 3 - 2 9 -f>9-9-5. Ref. 4-4.1 C.W. i K > l Ref. 4-3.3 L.O. 9-5 Ref. 4-3.4 L.O. 0,
%%WBZEH ARRANGEMENT OF THERMOMETER
F.O. PUMP F.O. FILTER TURBOCHARGER INTER C ~ O L E R C.W. PUMP L.O. COOLER L.O. FILTER
ITEM
5DK-20 9
Y 2 3 I 0 0 3 1 4 0 37 KT4 1OOCX3/8P THERMOMETER 1 OOCX3/8P 2 Y 2 3 2 0 1 4 1 5 0 37 KT4 2 0 0 C X 1/2P-100 THERMOMETER 200CX 1 /2P- 1 0 0 1 Y 2 4 1 0 0 4 0 0 0 37 KT4 1 OOCX 1 /2-L THERMOMETER 1 OOC x 1 /2L 1 Y231 0 0 4 0 0 0 87 KT4 1OOCx 1/2P THERMOMETER 1 OOCx 1 /2P 2 Y 2 3 1 0 0 4 0 0 0 87 KT4 1 OOCX 1 /2P THERMOMETER 1 OOCX 1 /2P 1
Y 2 3 1 0 0 4 0 0 0 7 2 7 K94 1OOCX 1/2P THERMOMETER 1 OOCx 1 /2P 1
2 5 6 5 0 0 1 7 0 0 2 2 ?IbIC'Y+7 2 5 6 5 0 0 2 1 OOZZ ? l b l W + 7
GASKET GASKET
Y 2 1 5 0 0 4 1 6 0 87 KT4 5OOCx 1 / 2 x 1 6 2 THERMOMETER 5 0 0 C x 1 / 2 x 1 6 2 1 Y 2 1 5 0 0 4 2 4 0 87 KT4 5OOCx 1 / 2 X 2 4 2 THERMOMETER 500CX 1 / 2 X 2 4 2 5
%@ (fF!ml) ENGINE FRAME (SIDE VIEW)
SF sB.".BE Name of Parts B f Number Parts number 8uo"oga Quantity
,
ENGINE FRAME ASSY.-50. W/BOLT
%# mi) ENGINE FRAME (SIDE VIEW)
BOWL TYPE PLUG SPECIAL PLUG C.W. CONNECTOR PIN COVER-1. INTAKE MANIFOLD
5DK-20
GASKET-1, INTAKE MANIFOLD LID GEAR CASE LID GASKET.GEAR CASE LID GASKET. AUX. GEAR CASE SIDE COVER L.O. NOZZLE
ENGINE FRAME60
BOLT BOLT BOLT FLANGE GASKET
GASKET STUD STUD STUD STUO
STUD STEPPED PIN TAPER PLUG TAPER PLUG TAPER PLUG
TAPER PLUG O-RING KNOCK BOLT ASSY. STUO STEPPED PIN
HEX.PLUG GASKET HEXPLUG GASKET
I ENGINE FRAME (FRONT VIEW) I
Z&% E!%%SF Name of Parts Number Parts number Quantity
,
ENGINE FRAME ASSY.-5D. W/BOLT
%B (Em) ENGINE FRAME (FRONT VIEW)
HEAD BOLT MAIN BEARING BOLT SIDE BOLT CIRCULAR NUT CAP
5DK-20
MAIN METAL CAP
HT BOLT HT BOLT STUD STUD STUD
GASKET SPECIAL PLlG BOLT STUD
ITEM
1.3 5DK-20 ENGINE FRAME (REAR VIEW)
S% 8U.".S4 Number Parts number EU.".b% Name of Parts at
Quantity
u -
Z 3 0 0 0 1 0 0 0 0 2 2 K7Yfi;( X341010030ZZ / 'Y9ZJb b ASSY
848 ( ~ ~ ~ ) ENGINE FRAME (REAR VIEW)
ENGINE FRAME ASSY.-50. W/BOLT
5DK-20
BOWL TYPE PLUG LID-2, INTAKE MANIFOLD GASKET-2. INTAKE MANIFOLD LID MAIN METAL CAP(REAR) L.O. NOZZLE
BOLT GASKET SPECIAL NUT STUD STUD NUT
COVER-1. REAR SlDE COVER-2. REAR SlDE GASKET. REAR SlDE COVER
BOLT FLAT WASHER BOLT BOLT NUT
FLAT WASHER KNOCK BOLT ASSY
Remarks
XEP3&OY@HEIZ5BJ Parts (Signal %) cannot be purchased by itself.
i -
%Em!ES ENGINE SIDE COVER
I Section "A-A"
I Ref. 3-3
I i Section " B -6"
SF SUESF Number Parts number Name of Parts
at Quantity
% ~ ~ R E s ENGINE SlDE COVER
SlDE COVER (1) SIDE COVER (21 SIDE COVER (4) SIDE COVER (7) CAM GEAR COVER
5DK-20
GASKET. SlDE COVER (4) GASKET. SlDE COVER (5) GASKETCAM GEAR COVER O-RING GASKET. SIDE COVER (7)
FLANGE NU1
BOLT BOLT BOLT BOLT BOLT
NUT
5DK-20 ENGINE FRAME SAFETY VALVE
SF * n m B n o S 4 Number Parts number gE'88J Name of Parts
BH Quantity
%$ZS*X ENGINE FRAME SAFETY VALVE
0 0 3 1 5 9 0 0 1 0 hII3P>t?>"r> ASSY.
5DK-20
ENGINE FRAME SAFETY VALVE ASSY. 1
SEAT. SAFETY VALVE SAFETY VALVE COVER. SAFETY VALVE SAFETY VALVE SHAFT RETAINER. SAFETY VALVE
SPRING 1
BOLT BOLT O-RING O-RING O-RING
ITEM
4 5DK-20 IDLE GEAR
10, [Remark] Make arrangement for the following a tool when decompose of the idle gear
Optional tool Parts number : E 2 1 9 9 5 9 1 1 0 Name of Parts :
REMOVER, IDLE GEAR SHAFT
%9 * - &08F Number Parts number Name of Parts am
Quantity
74 FJWV IDLE GEAR
IDLE GEAR ASSY:SD
ITEM
5DK-20 4 -
IDLE GEAR (2) IDLE GEAR (1 )-TF BUSH.IDLE GEAR SUPPORTER (1 ), IDLE GEAR SHAFT SUPPORTER (2). IDLE GEAR SHAFT
SUPPORTER (3), IDLE GEAR SHAFT SUPPORTER (4), IDLE GEAR SHAFT IDLE GEAR SHAFT BOLT. IOLE GEAR SHAFT BOLT. IDLE GEAR
KNOCK PIN, IDLE GEAR
STEPPED PIN O-RING O-RING O-RING HEX. SOCKET BOLT
63 7
ITEM
5.1 5DK-20
ad m n m @ z s ( ig7~1~ &a I x~~;wttta OIL PUMP GEAR CASE (F.W. NOZZLE COOLENG SYSTEM)
SF 3ES4 Number Parts number gBEgn Name of Parts
BS Quantity
j r r ( J b i t ; > 7 ~ ? ' 9 - ASSY.-C.W. OIL PUMP GEAR CASE ASSY:C.W. 1
4 9 - Y b GASKET, OIL PUMP GEAR CASE I i f 4 J b i t ; > W t 7 9 - X OIL PUMP GEAR CASE I
BOLT BOLT NUT KNOCK BOLT ASSY.
Section "A-A" ....................................
34)b$2YG$S(A9;QlC&~/X~b;%~P{k$%) OIL PUMP GEAR CASE (D.O. NOZZLE COOLENG SYSTEM)
S% 80SZ&? n a Number Parts number ~80088 Name of Parts a*
Quantity
X4Jb iKY7Y*? -X ASSY.-DO. OIL PUMP GEAR CASE ASSY:D.O. 1
OIL PUMP GEAR CASE IDLE GEAR. OIL PUMP PUMP IDLE GEAR SHAFT NUT. PUMP IDLE GEAR SHAFT BUSH. PUMP IDLE GEAR
GASKET. OIL PUMP GEAR CASE BLANK FLANGE GASKET
80LT BOLT BOLT NUT KNOCK BOLT ASSY.
O-RING O-RING
L I I
ITEM
6.1 5DK-20
T l ~ ~ ~ (-I*@) CAMSHAFT (ONE-BLOCK TYPE)
- ,
fiLs$tl (-4*%) CAMSHAFT (ONE-BLOCK TYPE)
ITEM
5DK-20 6.1
ftf e gSEs4 Name of Parts BtQuantity Number Parts number 3Ega 0 10
1 ah39 ASSY.-5D-1 CAMSHAFT ASSY .-SD-1 1 A L 3 9 ASSY.-5D-3 CAMSHAFT ASSY.-5D-3 BL39 ASSY.50-8 CAMSHAFT ASSY.-SD-8 1 ~ ~ 3 9 ASSY.-50-10 CAMSHAFT ASSY.-50-1 o
CAMSHAFT - 50 W D . 0 . CAMSHAFT - 50 (R)-C.W. EXHAUST CAM (90.1 ) -285 EXHAUST CAM (90.2)-285 EXHAUST CAM (90.3)-285
INTAKE CAM (90.1 ) -245 INTAKE CAM (90.21-245 INTAKE CAM ( 9 0 . 3 2 4 5 F.O. CAM-1 (90.1 ) F.O. CAM-1 (90.2)
F.O. CAM-1 (90.3) F.O. CAM-2 (90.1 ) FO. CAM-2 (90.2) F.O. CAM-2 (90.3)
A504 2 4 0 0 0 1 5 0 4 0 2 2 +- KEY 1 0
88 E 2 0 1 2 5 0 0 8 0 BL3999 CAM SHAFT BEARING SHELL 6 8 3 1 E 2 0 1 2 5 0 3 1 0 A h 3 9 3 9 ( 3 1 ) BEARING. CAM SHAFT (UPPER) 6 8 3 2 E 2 0 1 2 5 0 3 2 0 hL3999 (99) BEARING. CAM SHAFT (LOWER) 6 8 3 3 E 2 0 1 2 5 0 3 3 0 Y>, hL3999 ~1 P N C A M SHAFT BEARING-1 6 8 3 4 E 2 6 1 2 1 0 0 8 0 'J -7 * Ib b REAMER BOLT 1 2
851 0 2 5 6 5 0 0 2 1 OOZZ 7 I W W + > 6 5 1 1 2 5 6 0 1 l 2 5 2 4 Z Z 0 Y > 7 8 5 2 0 X 2 2 7 0 1 4 0 0 0 Z Z UY'Y b
GASKET O-RING U-NUT
mz Remarks
X 1 .....,AUal;b6/XlK&Mt*i% 0.0. Nozzle cooling system X2.~....i&7Kl:b&/XIb%M~f~ F.W. Nozzle cooling system
ITEM
6.2 5DK-20
;bLa (.ffmJ> CAMSHAFT (BUILT-UP TYPE)
SF 8B.".SF Name of Parts W f Quantity Number Parts number BBWgn 0 I @
r ,
CAMSHAFT ASSY.-50-2 CAMSHAFT ASSY.-50-4 CAMSHAFT ASSY.-50-9 CAMSHhFT ASSY.-50-1 1 CAMSHAFT SUB.-ASSY.-5D
&L\%I (%m3 CAMSHAFT (BUILT-UP TYPE)
CAMSHAFT - 5 0 ( 8 4 R CAMSHAFT - 5 0 (8-U) F-C.W. CAMSHAFT. 5 0 (B-U) F-0.0. CAMSHAFT BOLT-2 U.NUT
ITEM
5DK-20 6.2
CAMSHAFT BOLT-1 EXHAUST CAM (901 ) -285 EXHAUST CAM (90.2)-285 EXHAUST CAM(90.3)-285 INTAKE CAM (90.1)-245
INTAKE CAM (90.2)-245 INTAKE CAM (90.3)-245 F.O. CAM- 1 (90.1 ) F.O. CAM.1 (90.2) F.O. CAM-1 (90.3)
F.O. CAM-2 (90.1) F.O. CAM-2 (90.2) F.O. CAM-2 (90.3)
KEY
CAM SHAFT BEARING SHELL BUSH. CAM SHAFT. 5.0. BEARING. CAM SHAFT (UPPER) BEARING. CAM SHAFT (LOWER) PIN. CAM SHAFT BEARING-1
REAMER BOLT
GASKET O-RING U N U T
ZE Remarks
Detail " D "
ITEM
6.3 5DK-20
Ref. 3-6.1 -2
t-J L$hf&C%SBi$rn DETAIL OF CAMSHAFT REAR END
a7 3Eae BBE".B% Name of Parts aft Number Parts number Quantity
' - 1 -
CAM GEAR POWER LOCK
f i LLhf&c%gB;$$l DETAIL OF CAMSHAFT REAR END
STRAIGHT PIN
5DK-20
BEARING CASING CAP PRESSURE PLATE CAM SHAFT BEARING SHELL (1)
THRUST METAL, CAM SHAFT SHlM (1) SHlM (2) SHlM (4) SHlM (5)
BOLT HT BOLT STRAIGHT PIN O-RING
ITEM
6.4 SDK-20
/ Xl l/X?i2PSEB% 278FagE NOZZLE COOLING OIL PUMP DRIVING DEVICE
B e %3SS Name of Parts itm Number Parts number gB'g.M; Quantity
1 Xj b~$%D%blt 9 7,!@EbgS NOZZLE COOLING OIL PUMP DRIVING DEVICE
1 E203750010 9 F9+.?Y949 SIDE PLATE 2 C 2 6 3 7 0 0 1 6 0 9 F9+?ZX DRIVING GEAR BOSS 3 C 2 6 3 7 0 0 1 0 0 9'>33>1(?3- t- SEAT. CUSHION SPRING 4 E263710221 SPRING " 5 € 2 0 3 7 5 0 0 5 0 9'Y33>1(>9? HOLDER.CUSHION SPRING
5DK-20
6 E 2 2 3 7 0 0 1 2 0 BlTf 7 F9+J;.fYI RETAINER. GOVERNOR GEAR 1 7 E 2 2 3 7 0 0 1 0 0 f j l c f 9 F 9 + W ,Y t- NUT. DRIVING GEAR 1 8 E223700150 KJ9IY%Y+Yf j? SPECIAL CLAW WASHER 1 9 E203750090 i W 7 9 F9+? GEAR. PUMP DRIVING 1
KEY HEX. SOKCET BOLT
4~
ITEM
7.1 5DK-20
5'55/5'$b & /T55/5(913'b CRANKSHAFT 6 BALANCE WEIGHT
Se %K.".S9 Number Parts number gu.".gm Name of Parts W 1 Q 0
- -
95 >93'3 ASSY.-SD-1 CRANKSHAFT ASSY.-SD-1 1 95>932 ASSY.-SD-2 CRANKSHAFT ASSY.-SD-2
95>9$h & /C75/5(314 b CRANKSHAFT & BALANCE WEIGHT
E 2 0 0 6 5 0 0 4 0 W 9 I;9+t. (274) AUX. MACHINERY DRIVING GEAR (274) 1 E 2 0 0 6 5 0 0 5 0 *+9 I;3+17 (271 ) AUX. MACHINERY DRIVING GEAR (271)
ITEM
5DK-20 7.1
E 1 6 0 6 8 0 0 7 0 %'Y+t!> PIN E 2 0 0 6 5 0 0 8 0 ik+9 F9+? blJ'Y?%Jb b BOLT. AUX.MACH1NEP.Y GEAR E 2 0 0 6 5 0 0 9 0 9779Y17-TF CRANK GEAR-TF
E 2 0 0 6 5 0 4 6 0 977939 - 5DK CRANKSHAFT - 5DK
SET SCREW SET SCREW
E 2 0 0 8 5 0 0 2 0 IC772914 bZJb b BALANCE WEIGHT BOLT € 2 0 0 8 5 7 1 4 b I BALANCE WEIGHT (Depend on sppc.) E 2 8 0 8 7 0 1 2 0 9><Y+t!Y PIN
232 1023400ZZ i l9fjZ WIRE
ITEM
7.2 5DK-20
9529$h & &$hS CRANKSHAFT 6 MAIN BEARING
95299Ill is &$Ill53 CRANKSHAFT & MAlN BEARING
BE EBEB4 n a Number Parts number .Bn&t& Name of Parts am
Quantity
A46 €200650460 952959 - 50K CRANKSHAFT - 50K I
MAlN BCARING SHELL THRUST BEARING
8501 233500801 6ZZ A433 t3 STRAIGHT PIN 2
SF EUZ%% Name of Parts Bf Quantity Number Parts number s"'g' @ I @
754fi4-AJ FLYWHEEL 5DK-20
BOLT WIRE WIRE
1 E 2 0 0 9 5 7 4 4 - I FLYWHEEL (Depend on spec.) 1 3 E 2 0 0 9 5 0 1 3 0 7 7 4 i k 4 - J L 9 9 Y - 1 FLYWHEEL POINTER.1 1 28 E 2 0 0 9 5 0 2 8 0 774di4 -1LiKJL b FLYWHEEL BOLT 1 2 30 E 2 0 0 9 5 0 3 0 0 l \ 'Y?Y+ t-IJsY?iKJL t- GEN. FITTING BOLT 8 35 E 2 0 0 9 5 0 3 5 0 7 7 4 i k 4 - J L 9 9 Y - 3 FLYWHEEL POINTER-3
1 1
1 2 8 1
9 IJ 29549- CYLINDER LINER
9!J=/954t CYLINDER LINER
SF BB.".se Number Parts number Name of Parts
em Quantity
90 1 1JIJ )/5'74* ASSY. CYLINDER LINER ASSY. 1
CYLINDER LINER PROTECT RING O-RING
O-RING
Detail "A"
SF %.".SF * m Number Parts number duogm Name of Parts
z9.m Quantity
ex t-2 PISTON
PISTON ASSY. PISTON RlNG ASSY. PISTON PIN ASSY.
5DK-20
PISTON RlNG (3) PISTON RlNG (2) OIL RlNG PISTON RING (1 1 PISTON-6
SNAP RING. C-TYPE PISTON PIN KONlC EXPANDER
m?! Remarks
%€D1PDYRfi%l2- Parts (Signal W cannot be purchased by itself.
C "
ITEM
12 5DK-20
@ % @ CONNECTING ROD
SF EU.".SF n - Number Parts number mUm%J Name of Parts Rff
Quantity
2EB@ CONNECTING ROD
bYizYiti'3 ASSY. CONNECTING ROD ASSY. b>*'YX9 (9Y9-7') ASSY. CONNECTING ROD SUB-ASSY
ITEM
5DK-20 12
E 2 0 5 2 5 0 0 1 0 972!7t!>>71L CRANKPIN BEARING SHELL E 2 0 5 2 5 0 0 4 0 t 3 b>t!>Y>X PISTON PIN BUSH E 2 0 5 2 5 0 0 6 0 97Y9CYiK1L b CRANKPIN BOLT E 2 0 5 2 5 0 0 7 0 bYiz'YiK9'Yf f iKIb b ROO CONNECTING BOLT E 2 0 5 2 5 0 0 8 0 b991 'b i19YY SPECIAL STRAIGHT PIN
CONNECTING ROD NOZZLE
WIRE STRAIGHT PIN
i*:? Remarks
X€!IIG~LBEEI~T~ Parts (Signal X) cannot be purchased by itself
I
ITEM
13 5DK-20
3lJ 2 g ~ t y
CYLINDER HEAD
SF EE.".W BE.".".gn Name of Parts Em
Number Parts number Quantity
L37-
9lJ>r/-Y F ASSY. <>j 3-C-2 CYLINDER HEAD ASSY. W/OUT VALVE-C-2 1 9 I J 2 9 - Y F ASSY. <>YS-C.2 CYLINDER HEAD ASSY. WITH VALVE-C-2 1 9'J>9-Y F (93) ASSY.9 CYLINDER HEAD SUB-ASSY.8 1
=J IJ -~g4y
CYLINDER HEAD .
<>%id F VALVE GUIDE $-13*<>V SEAT, INTAKE VALVE flXf?Kt?id F GUIDE. VALVE YOKE 1\4*<>V (ST3 SEAT. E.X. VALVE (METCO)
/ Xlb f i lb9%id F GUIDE. NOZZLE HOLDER
ITEM
5DK-20 13
X 9 Y F STUD
?Jbj 'Y b CIRCULAR NUT
3 l J > 9 4 ' Y FICY+> GASKET. CYLINDER HEAD
32fj9179 BOWL TYPE PLUG
7>fj9177 BOWL TYPE PLUG
XJb b (1). l X J b i K l b 9 BOLT (1 ). NOZZLE HOLDER
iKJb b (2). l X l b i k J b 9 BOLT (2). NOZZLE HOLDER
0 'J>7 ( 3 Y 3 3 O-RING (SI)
0 'J>7 ( 7 Y Y ) O-RING (FLUORO)
+t"7 CAP
0 l J Y 7 (7'YY) O.RING (FLUORO) l T l b 1 X ~ L 3 - l b VALVE STEM SEAL
3 9 > 9 4 ' Y F-C-50 CYLINDER HEAO-C-50
cw L>?~?I>IW+> GASKET. C.W. CONNECTOR
STUO STRAIGHT PIN STUD SNAP RING TAPER PLUG (5)
TAPER PLUG (5) TAPER PLUG (5) SPECIAL PLUG (3) HEX. PLUG GASKET
GASKET 2 ( /CYL.)
Remarks
(I 1 msmwnmmq. Parts (Signal 3%) cannot be Purchased by itself.
(2) No.908 3 ' J > 9 + , ~ F ASSY. (^r>'Y+) 1L12G. Biz#, %EESP#EBG : 3-14. 3.15. 3-1 6%g?!BTZLI CYLINDER HEAO ASSY. WITH VALVES) INCLUDE IN. 6 EX. VALVES and INOICATOR 6 SAFETY VALVE : Ref. 3-14, 3-15. 3-1 6.
21J>y\\y
CYLINDER HEAD
ST g u w s e * n Number Parts number uunmga Name of Parts as
Quantity
8 2 E 2 0 2 0 5 0 0 2 0 +39+fi>'X> F BEN0,INTAKE MANIFOLD 8 7 E 2 0 2 0 5 0 0 7 0 fiX?'Y b. +39+71><> F GASKET.INTAKE MANIFOLD BEND B 9 € 2 0 2 0 5 0 0 9 0 +33+4> F9-Jb SEAL.INTAKE MANIFOLD BEND
BOLT BOLT
HF z 3 EXHAUST VALVE
EXHAUST VALVE ITEM
5DK-20 14
se EB.".se n m Number Parts number munm8a Name of Parts an
Quantity
EXHAUST VALVE ASSY:l
EXHAUST VALVE- I SEAT, VALVE SPRING VALVE COTTER VALVE ROTATOR VALVE SPRING (INNER)
VALVE SPRING (OUTER)
STEEL BALL BALL RACE ClRCLlP COIL SPRING
COEND DISK SPRING RETAINER BODY
%ED%.".cr)Y@WScEldF~ Parts (Signal x) cannot be purchased by itself.
d3 6
ITEM
15 5DK-20
a - b ?ha XL I-F
INTAKE VALVE
SF 3ES9 Number Parts number 3Egm Name of Parts am
Quantity
4-a 4: JCl XL A-
INTAKE VALVE
INTEAKE VALVE ASSY.-1
ITEM
5DK-20 15
VALVE-2 SEAT. VALVE SPRING VALVE COTTER VALVE ROTATOR VALVE SPRING (INNER)
VALVE SPRING (OUTER)
STEEL BALL BALL RACE ClRCLlP COIL SPRING
COEND DISK SPRING RETAINER BODY
XEO3~OX!!@&El.iT~ Parts (Signal X) cannot be purchased by itself
LJ 9
ITEM
16 5DK-20
tazE5, s*+F INDICATOR & SAFETY VALVE
SF HESF n m &&$3 Name of Parts M Q antity
Number Parts number O Y o
EES, 82% INDICATOR & SAFETY VALVE
ITEM
5DK-20 16
BLOCK, INDICATOR VALVE VALVE. INDICATOR FLANGE, INDICATOR VALVE SPECIAL HEX. PLUG SAFETY VALVE
9 6 2 E 2 0 6 9 5 9 6 2 0 977+P>t2>rC> (2) ASSY. INDICATOR & SAFf3Y VALVE (2) ASSY. 1, 9 6 3 E 2 0 6 9 5 9 6 3 0 P>e><> ASSY. SAFETY VALVE ASSY. 1 966 E 2 0 6 9 5 9 6 6 0 9PY+-P>V>rC> (2C) ASSY, INDICATOR & SAFETY VALVE (2C) ASSY. 9 6 7 E 2 0 6 9 5 9 6 7 0 7>e>rC> ASSY. (C) SAFETY'VALVE ASSY. (C)
SHAFT-2. INDICATOR VALVE NUT. INDICATOR VALVE SET SCREW SPRING INDICATOR CONNECTOR
1 1
BODY. SAFETY VALVE SPRING RETAINER SPRING SEAT SPRING
NUT NUT
STRAIGHT PIN GASKET GASKET GASKET
ITEM
17 5DK-20 VALVE OPERATING DEVICE
s4 * CI DEn&%
Number Parts number Name of Parts Quantity
, ,
4772 ASSY. ROCKER ARM ASSY. I \ 5 ) IN. & EX. VALVE ROCKE ARM (WITH BUSH) 47Z'YIE?i (5- bYS) T. VALVE YOKE (WITH SEAT)
a%%E VALVE OPERATING DEVICE
HOLDER. ROCKER ARM IN. & EX. VALVE ROCKER ARM T, VALVE YOKE SHAFT. ROCKER ARM ADJUSTING SCREW. VALVE YOKE
ITEM
5DK-20 17
METAL PIECE ROCKER ARM SEAT. VALVE YOKE SCREW. ROCKER ARM SEAT (1). VALVE YOKE CAP. ROCKER ARM METAL PIECE
BUSH. ROCKER ARM L . 0 ADJUSTING SCREW
NUT NUT NUT SET SCREW SET SCREW
ltY1Y>7 ( 3 7 ) SNAP RING (SHAFT) 0 Y 2 7 O-RING
Parts (Signal X) cannot be purchased by itself. Please order sub assy. (2) 901<3/73/ ASSY. I#. 3-18. 89 , h.:, FfiIT-itfJb t.$%bj.
ROCKER ARM ASSY. include No.89. BOLT. HEAD COVER in 3 - 1 8
ITEM
18 5DK-20
3 IJ 2 9 ~ 1 y F~J)(- CYLINDER HEAD COVER
SE BB.".Se Number Parts number EBEgw Name of Parts
m Quantity
6 c[7
COVER (21. CYLINDER HEAD SHAFT. HEAD COVER KNOB KNOB. CYLINDER HEAD COVER RUBBER SEAL. HEAD COVER
- pIJ=/y,'/\y Fa)\"- CYLINDER HEAD COVER
SPRING PIN
ITEM
5DK-20 18
BOLT. HEAD COVER
2Ez Remarks
%EnB[lo"olb 3- 17. 9 0 1 . <>7> ASSY. IZ5ER6 Parts (Signal %I i i includid in ROCKER ARM ASSY. : Ref. 3-1 7.
$&% /<-*XI4 - %%%% Name of Parts &lx Number Parts Code Quartitv
D ! = #%94Yt- INTAKE & EXHAUST TAPPET
IN. EX. ++I-ASSY.
0-3 ASSY.
SDK-20 . 19
IN. EX. TAPPET ASSY.
ROLLER ASSY.
SWING ARM(L)
SWING ARM(R)
SHAFT. SWING TAPPET
BOLT. SWING TAPPET SHAFT
RING KNOCK
PUSH ROD
BUSH:TAPPET ROLLER
SEAT. PUSH ROD
PIN. TAPPET ROLLER
RUBBER SEAL. PUSH ROD
TAPPET ROLLER
KOENIC EXPANDER
SET SCREW
TAPER PLUG
SNAP RING(SHAFT)
P a Remarks
# EP%6&".3#&%lbFJ Parts(Signal#)cannot be purchased by itself.
I%W+UB~~% 2 7$jltd FUEL OIL INJECTION PUMP FITTING
!ST %3?&?Z Name of Parts kit Number Parts number sZgn Quantity
EHnBgdS 2 YEWq FUEL OIL INJECTION PUMP FITTING
F.O. PUMP SHIM 0.6. F.O. PUMP SHiM 0.1. F 0. PUMP SHIM 1.0. F 0. PUMP
ITEM
5DK-20 20.1 -
50 1 X2200 1600022 7.Y b NUT 3 ( 1CYL.I
FUEL OIL INJECTION PUMP
Mark Dosition
S ) I ~ B I : ~ O ~ E T ~ M : : ~ ~ & B ~ L @ . BYfflEZEEDl. BUSZ%LT<TiZLI. Example of Mark Note) Different parts are used depending on the specifications.
Check the identification mark before ordering parts. D NP-PFR1 WV200A03N4
a?? BB.".SF Name of Parts m Number Parts number Quantity
7 ' .'
F.O. il;>Y-C21 TG-L42D
-
EH@5f;f$=/Y FUEL OIL INJECTION PUMP
F.O. PUMP-C21 TG-L42D
ITEM
5DK-20 20.2.
HOUSING PUMP PLUNGER ASSY.-21 DEFLECTOR O-RING DELIVERY VALVE ASSY.
O-RING BOLT BACK U P RlNG O-RING TAPPET
PIN SPRING PLUNGER SPRING SEAT SPRING SEAT PLATE
CONTROLRACK PLUG GASKET CONTROL SLEEVE POINTER
SHIM BOLT BACK UP RlNG SET SCREW GASKET
O-RING
ZZ Remarks
xErJa~D&~mzlxTw Parts (Signal X ) cannot be purchased by itself
RW2iEIO Y 9 FUEL OIL INJECTION BLOCK
RNEE70 ~9 FUEL OIL INJECTION BLOCK
€$.".SF Number Parts number gB.".ga Name of Parts am
Quantity
7 E206250070 3399 CONNECTOR 1
O-RING GASKET NUT
ITEM
21.1 -2 5DK-20 FUEL OIL INJECTION BLOCK
L 1
View " B"
Ref. 3-21.1.1
-
%HWEIn Y 9 FUEL OIL INJECTION BLOCK
Se &K.".ST Name of Parts %R Number Parts number 8K.".ga Quantity
90 1 F.O. 33J'YfJ> ASSY. F.0, INJECTION BLOCK. ASSY. 1
I E 2 0 6 2 5 0 0 1 0 FO 39P'YBY BLOCK. F.O. INJECTION 3 E 2 0 6 2 5 0 0 3 0 3 9 7 " Y j I 7 3 3 4 Y b JOINT. INJECTION PIPE 4 E 2 0 6 2 5 0 0 4 0 ,tfJ!~b BOLT 5 E 2 0 6 2 5 0 0 5 0 O91jIJC COVER. LEAK OIL 6 E 2 0 6 2 5 0 0 6 0 13Jbb BOLT
BALL PLUG O-RING
O-RING SET SCREW
% E P % B ~ ( n ~ W ~ % I ~ T E T , No.901. F.O. 337 'YbY ASSY 0 ; F Z E i B Q Z V . Parts (Signal %) cannot be purchased by itself. Please order F.O. INJECTION BLOLK ASSY. ( N o 9 0 1 ).
ITEM ENDE~TSB(%@/X)L)
21.2 5DK-20 F.O. INJECTION DNlCE (COOLING NOZZLE)
Note) Different parts are used depending on the specifications. Check the identification mark before ordering parts.
RH@%SE ($i%DIX')L) F. 0. INJECTION DEVlCE(COOL1NG NOZZLE) 5 ~ ~ ~ 2 0 21 -2
F.O.Nozzle Hole dia %* 1 <-YZl-F im,%% Name of Parts &&!I Number Parts Code 111
/ ~ J L ~ ~ J L ~ - D L F ~ B I O ASSY.
/;(IL~JL~-DLF~OIO ASSY.
NOZZLE HOLDERDLFZ810 ASSY.
NOZZLE HOLDER DLF3010 ASSY.
NOZZLE HOLDER
NOZZLE-DLF140TE2810
NOZZLE-DLF140TE3010
BODY,N.H.
PIN,NOZZLE DOWEL
PUSH ROD
SPRING SEAT
SPRING,NOZZLE
ADJUSTING SCREW
NUT
CAPNUT
GASKET
SPACER
RETAINING NUT
INLET CONNECTOR
O-RING
O-RING
- itity (2) -
1
1
1
x 4
1
1
1
1
1
1
2
1
1
1
3
1
(ICYL)
Remarks
XEP~EKJ~S~*ESI~FJ Parts(Signa1 .X)cannot be purchased by itself.
EHm44zB(%;*a/X/L) F.O. INJECTION DEVICE(N0N-COOLING NOZZLE)
5%) ~ H E I ~ & ~ E ~ ? ~ ~ S ~ ~ ~ ~ ~ ~ ~ Z W Z Z @ ~ ? L T I ~ . ~~%Z%LC<~:ZLL Example of Mark Note) Different Darts are used depending on the specifications.
Check the identification mark before ordering parts. 0 NP-DLLl40TE281ON1
F.O.Nozzle Hole dia 1 G.73-F
%FA%% Name of Parts %%k!uantity Number Parts Code 111 1 (2)
40 E206250400 / ~ I L 7 k l L 7 - ~ ~ L 2 8 1 0 ASSY. NOZZLE HOLDEROLU810 ASSY. 1
41 E206250410 / ~ I L ~ ~ ~ L ~ - D L L ~ O ~ O ASSY. NOZZLE HOLDER DLWOlO ASSY. 1
44 E206250440 /XIL;~;ILY.DLL NOZZLE HOLDER,DLL
46 E206250460 / X l L - ~ ~ ~ 1 4 0 ~ ~ 2 8 1 0 NOZZLE-DLL140TE2810 1
47 E206250470 /~lL-DLL140TE3010 NOZZLE-DLL140TE3010
206 AE01062021 t5, /xJL3-?ZlL PIN,NOZZLE DOWEL 4
207 AE01062011 ?Y-jloyt-' PUSH ROD
1 1
1
4
1 1
208 AE01062022 XT1J>?>-I- SPRING SEAT 209 AE01062023 /XILX;P'J>Y SPRING.NOZZLE 212 E206252120 /XIL~~JL~~~?'?- ,DLL BODY,N.H.,DLL 1%
213 E206252130 7 5 v X ' i 4 > 9 2 9 ' J ~ . D L L ADJUSTING SCREW,DLL 1
216 AE01062015 f Y I - NUT
503 Z560105035DZ 0 'I>T O-RING 3 1 3
1 1
1 1
1X I
1 1
CAPNUT
GASKET 2
SPACER
RETAINING NUT
INLET CONNECTOR
(ICYL)
1 1
2 1 1
1 1
1 1
Remarks
X E P ~ ~ ~ ~ t * P ~ % I ~ ~ E J Parts(Signa1 x)cannot be purchased by itself.
u
tj'l \ ; ' t , 3 E ~ ~ E (RHD 6) GOVERNOR DRIVING DEVICE (RHD 6)
~1 ~ t % E E % E E (RHD 6) GOVERNOR DRIVING DEVICE (RHD 6)
ITEM
5DK-20 22.1
SE %.".Be Number Parts number %B.".88 Name of Pans Bm
0
fil<t+'? (221) fil <f 4+? (225) fiI<f9 F 9 3 9 . 1 (RHO) BlW9 FC739-2 (RHO) 7 7 Y ? Y ' Y 9 I l
GOVERNOR GEAR CASE (RHO) MOUNT, GOVERNOR (RHO) GOVERNOR DRIVING GEAR-1 (221 ) GOVERNOR DRIVING GEAR-) (229) GOVERNOR ORlVlNG GEAR-2 (229)
GOVERNOR GEAR (22 1) GOVERNOR GEAR (225) GOVERNOR DRIVING SHAFT-] (RHD) GOVERNOR DRIVING SHAFT-2 (RHD) FLANGE BUSH
FLANGE BUSH COUPLING. DRlVlNG SHAFT CAP (RCA) SHlM (RHD) SHlM (RHO)
SHlM (RHO) SHIM. GOVERNOR GEAR CASE SHIM. GOVERNOR GEAR CASE
U-NUT BOLT BOLT STUD NUT
BEARING KEY KEY TAPER PIN O-RING
KNOCK BOLT ASSY. ( I )
w w
ITEM
22.2 5DK-20
a/ Tt3E~SE (UG 1 0) GOVERNOR DRIVING DEVICE (UG 10)
SF * C1 .B..W Name of Parts WQuantity Number Parts number 3BEga 01 0
a) ct5ISbEE (UG 1 0) GOVERNOR DRIVING DEVICE (UG 10)
ITEM
5DK-20 22.2
3 E204550021 f j 1 W f - P 9 - X - l (UGB) GOVERNOR GEAR CASE-1 (UGB) 1 4 E204550022 f j lW f W - X - 2 (UGB) GOVERNOR GEAR CASE-2 (UGB)
1 4 E204550140 f j lW 3 F3Yt7-UGB (229) GOVERNOR DRIVING GEAR-UGB (229) 1 1 9 E204550190 f j l W 3 F 9 f t7-4 (227) GOVERNOR DRIVING GEAR-4 (227) 1 2 0 E204550200 fjlW3 F 9 f t7-5 (224) GOVERNOR DRIVING GEAR-5 (224)
SHlM (UGB) SHlM (UGB) SHlM (UGB) DISTANCE-1 DISTANCE-2
1 1
I
25 E204550250 1 J l W f P (220) GOVERNOR GEAR (220) 1 26 E204550260 f j l ( f f -P(Z24) GOVERNOR GEAR (224) 33 E204550330 f j lW 9 F 3 9 9 (UGB) GOVERNOR DRIVING SHAFT (UGB) 34 E204550340 1JlCf 9 F999 ; fY I RETAINER. GOV. DRIVING SHAFT I , 40 E204550400 7 5 7 9 7 Y 3 1 FLANGE BUSH 2
1 1 1
I 2
505 X 2 0 0 0 1 2 0 3 0 2 2 X l b i- 5 1 0 X21001006722 X 7 Y F 5 1 1 X22001 OOOOZZ T'Y b 5 1 3 2 4 5 1 1 6 9 0 9 0 2 2 <P?l)/7 5 1 4 245116911OZZ <YlJ)/7
74- 1 E204550731 fjlTf+'-P?-X9L SHIM, GOVERNOR GEAR CASE 74 -2 E204550733 f j I l f $?? -X9A SHIM. GOVERNOR GEAR CASE
BOLT STUD NUT BEARING BEARING
1 1 1 1
523 2 5 6 0 1 0 3 6 3 5 2 2 0 lJ77 O-RING 524 X341 1 0 8 0 3 0 2 2 /'Y97Klbi-T ASSY. (1) KNOCK BOLT ASSY. (1 530 X 2 0 5 0 1 0 0 2 5 2 2 HT X l b b HT BOLT 533 X 2 0 0 0 0 8 0 1 6 2 2 itflb b BOLT 534 2 5 7 1 5 0 1 00022 T- lV57 TAPER PLUG
5 3 5 2 5 7 1501 00022 F-ICZ7 TAPER PLUG 1 1
I€>OY F CONTROL ROD
ST BBEW Name of Parts a& Number Parts number BBEgG Quantity
II=E>UY F CONTROL ROD
HEATBOX COVER (FRONT) HEATBOX COVER (REAR) CONTROLROOSTANO C O N T R ~ L ROO BEARING (2) SPHERICAL PLAIN BEARING
5DK-20
CONTROL ROD-50K RACK LEVER RACKLEVERCLUTCH HOLDER. RETURN SPRING RETURN SPLING. RACK LEVER
RACK LlNK PIN RACK LlNK SPHERICAL PLAIN BEARING LlNK PIN DISTANCE SPECIAL FLAT WASHER
BEARING SNAP RING (HOLE) BOLT STRAIGHT PIN BOLT
TOOTHED LOCK WASHER HEX. SET SCREW HEX. SET SCREW NUT SPRING PIN
U-NUT BOLT SNAP RING (HOLE)
3-24.1.29R Q
Ref. 3-24.1. 2 +
ITEM
24.1.1 5DK-20
Riw\2 FllJ CONTROL HANDLE
SE %%SF Number Parts number 3Egn Name of Parts xp.
Quantity
Ern/\'/ F h CONTROL HANDLE
SHAFT. STOP LEVER HOLDER. STOP LEVER SHAFI STOP LEVER
ITEM
5DK-20 24.1 .I
SNAP RING (SHAFT) BOLT BOLT SPRING PIN TOOTHED LOCK WASHER
1% E m ) u F h CONTROL HANDLE
View " P
View "Q"
3-24.1 , 1 B E Ref. 3-24.1, 1
EM)\2 F h CONTROL HANDLE
#3% BBZS% Name of Parts BS Number Parts number '"' Quantity
C 2 7 2 0 0 0 0 4 0 5 ' Y g X b'Y1 <XJb b € 2 0 4 6 5 0 0 7 0 Y g T b l < - €2046501 1 0 Zl€>U'Y FblC- COO 1 3 4 0 0 5 0 X b>Yl( COO 1 3 4 0 0 7 0 / 7
BOLT. RACK STOPPER CONTROL LEVER CONTROL LOO LEVER STOPPER KNOB
SPRING HANDLE GRIP HANDLE STOPPER NAME PLATE (1). GOVERNOR LEVER NAME PLATE (3). GOVERNOR LEVER
NUT TOOTHEDLOCKWASHER STUD BOLT SPRING PIN
SPRING PIN TOOTHED LOCK WASHER NUT + PAN MACHINE SCREW RIVET
L.6 8 B zt LOAD GAUGE
SF % G S Name of Parts tm Number Parts number gKza' Quantity
669
13 E 2 0 4 6 5 0 1 3 0 392bI(- LOAD POINT LEVER 1 6 E 2 0 4 6 5 0 1 6 0 7h94%€'J>I<Y LOAD SCALE PLATE
a jEj it LOAD GAUGE
HEX. SET SCREW SPRING PIN + PAN MACHINE SCREW
ITEM
5DK-20 24.2
tj') Ct !J 23 (RHD 6) GOVERNOR LINK (RHD 6)
ST 3EiST Number Parts number guEg8J Name of Parts am , .
Quantity
67 I
E 2 0 4 6 5 0 3 l O L>? 'Yf iY (RHO) E 2 0 4 6 5 0 3 3 0 L/>?'YA>Y9 (RHO) E 2 0 4 6 5 0 3 7 0 T 'Y b E 2 0 4 6 5 0 3 8 0 L/>Y'Yf iYYY b E 2 0 4 6 5 0 4 1 0 ; (7 IYAJ l~ , lL4>~771J 79
tj'!CstIJ 29 (RHD 6) GOVERNOR LlNK (RHD 6)
CONNECTION ROD (RHO) SHAFT. CONNECTION ROD (RHO) NUT NUT. CONNECTION ROD SPHERICAL PLAIN BEARING
ROD END LlNK PIN LlNK PIN GOVERNOR LEVER-RHO CONTROL ROD LEVER-RHD
5DK-20
SPRING
ITEM
25.1
FLAT WASHER CASTLE NUT SPLIT PIN NUT FLAT WASHER
CASTLE NUT SPLIT PIN TAPER PIN BOLT SPRING PIN
ITEM
25.2 5DK-20
t j ' l c t I J 2 9 (UG 10) GOVERNOR LINK (UG 10)
tj'l Ct IJ 95' (UG 10) GOVERNOR LlNK (UG 10)
se ~ ~ s e Number Parts number Nams of Parts Bf
Quantity
CONNECTION ROD (UG8) SHAFT. CONNECTION ROD (UG8) NUT NUT. CONNECTION ROD SPHERICAL PLAIN BEARING
ROD END LlNK PIN LlNK PIN GOVERNOR LEVER-UG8 CONTROL ROD LEVER-UG8
SPRING
FLAT WASHER CASTLE NUT SPLIT PIN NUT FLAT WASHER
CASTLE NUT SPLIT PIN BOLT SPRING PIN BOLT
-s U A U \ H h E g~winfi#a EXHAUST MANIFOLD (FRONT T/C)
#EE (imiEm) EXHAUST MANIFOLD (FRONT T/C)
EXHAUST MANIFOLD ASSY.-53-1 EXHAUST MANIFOLD ASSY.-50-2
GASKET. EXHAUST MANIFOLD BELLOWS EYE FLANGE, EX. MANIFOLD (OSP) GASKET. EX. MANIFOLD (DSP) BELLOWS. 2L-5C
SUPPORT-1. EX. MANIFOLD (DSPI-RT EX. MANIFOLD-I . 120XO.B-FT EX. MANIFOLD-2. 120XO.B-FT T/C INLET PIPE. RH 1 63-FT GASKET. T/C INLET (RH163)
SUPPORT-1. EX. MANIFOLD (DSP)-FT SUPPORT-2. EX. MANIFOLD (DSP)-FT T/C INLET PIPE. RH 133-FT GASKET, T/C INLET (RH133)
HT BOLT HT BOLT NUT HT BOLT NUT
HT BOLT NUT BOLT HT BOLT BOLT
NUT HT BOLT HT BOLT NUT
- ntity 0 -
1
5 1 1 7 1
2 2 1 1 1
1 2
2 0 12 1 2 4 4
6 6 4
4
1 6 1 6
E (f~~%BiG) EXHAUST MANIFOLD (REAR T/C)
EXHAUST MANIFOLD (REAR T/C)
EXHAUST MANIFOLD ASSY.-50-3 1 EXHAUST MANIFOLD ASSY.-50-4
GASKET. EXHAUST MANIFOLD 5 EX. MANIFOLD-1, 120xO.B-RT 2 EX. MANIFOLD-2, 120x0 .8 -RT 1 BELLOWS 2 EYE FLANGE. EX. MANIFOLD (DSP) 1
GASKET. EX. MANIFOLD (DSP) 7 BELLOWS. 2L-5C 1 SUPPORT-1. EX. MANIFOLD (DSP)-RT 3 SUPPORT-2. EX. MANIFOLD (DSP)-RT 3 GASCKET. T/C INLET (RH 163)
T/C INLET PIPE. RH163-RT GASCKET. TIC INLET (RH133) 1 T/C INLET PIPE. RH 133-RT 1
X2O5O 1 OO45ZZ HT XJL t- X 2 2 0 0 1 OOOODZ 7 - Y b X 2 0 0 0 1 2 0 2 0 z z MIL b X2O5O 1 2 0 2 0 2 2 HT iKlL t- X 2 0 0 0 12025ZZ MJL t-
X 2 2 0 0 I 2 0 0 0 z z ?'Y t- -X205012030ZZ HT MIL t- X2O5O l 6 0 6 O Z Z HT MIL t- X 2 2 0 0 1 6000DZ f 'Y t-
HT BOLT HT BOLT NUT HT BOLT NUT
HT BOLT NUT BOLT HT BOLT BOLT
NUT HT BOLT HT BOLT NUT
View " P "
ITEM
27.1 5DK-20
Section " A-A "
#zEa 1 l'- (EC%2i!$$) EXHAUST MANIFOLD COVER (FRONT T/C)
View "Q "
i!%%11?3 a . - - - R H 1 3 3 @.--.-RHI 43 TURBOCHARGERTYPE
SF 88.".SY Name of Parts EtPQuantity Number Parts number 01 0
I
-
191 E 2 0 2 2 5 1 9 1 0 1 \ 4 + h > h l < - 7 , OSP~FT EX. MANI. COVER-7. OSP-FT 1 1 9 2 E 2 0 2 2 5 1 9 2 0 /\4;fh>hlC-8. OSP-FT EX. MAN1 COVER-8. DSP-FT 1 1 9 3 E 2 0 2 2 5 1 9 3 0 / \ 4+a>h1<-9 . DSP-FT EX. MAN1 COVER8. DSP-FT 1 1 9 9 E 2 0 2 2 5 1 9 9 0 l\-l+h>hlC-15. DSP-FT EX. MANI COVER- 15. DSP-FT 1 2 0 2 E 2 0 2 2 5 2 0 2 0 I \ - f+h>h1F16. OSP-FT EX. MANI. COVER. 1 6. OSP-FT I
# Z E A ) c- (i@%%i$E) EXHAUST MANIFOLD COVER (FRONT T/C)
2 0 5 E 2 0 2 2 5 2 0 5 0 1 \ 4 + h > a l C - Y 9 1 - 1 , OSP BRACKET. EX. MANI. COVER-1. OSP 4 2 0 6 E 2 0 2 2 5 2 0 6 0 I \ 4 + h > h l C - Y Y I - 2 . OSP BRACKET. EX. MANI. COVER-2, OSP 1 2 0 8 E 2 0 2 2 5 2 0 6 0 1 \ 4 + h > h l C - 9 9 1 - 4 . DSP BRACKET. EX. MANI. COVER-4. OSP 209 E 2 0 2 2 5 2 0 9 0 I \ 4+ -A>h1C-9Y I -5 . OSP BRACKET. EX. MANI. COVER-5. OSP I 2 3 3 € 2 0 2 2 5 2 3 3 0 1\4*h>AIC-20. DSP-FT EX. MANI. COVER-20. OSP-FT I
ITEM
5 ~ ~ - 2 0 27.1
234 E 2 0 2 2 5 2 3 4 0 1\4'+A>hlF2 1 . OSP-FT EX. MAN1 COVER-21. DSP.FT I 235 E 2 0 2 2 5 2 3 5 0 1 \ 4 + A > h / F 2 2 . OSP-FT EX. MAN1 COVER-22. DSP-FT 1 236 E 2 0 2 2 5 2 3 6 0 l\-l+b>131\-23. OSP-FT EX. MANI. COVER-23. OSP-FT I 2 3 9 E 2 0 2 2 5 2 3 9 0 I \ - f +h>h l~ -Y f1 -7 , DSP BRACKET. EX. MANI. COVER-7. OSP I 2 4 0 E 2 0 2 2 5 2 4 0 0 1 \4+A>f? lC-9YI -8 . OSP BRACKET. EX. MAN1 COVER-6. OSP I
24 1 E 2 0 2 2 5 2 4 1 0 1 \ 4 * h > h I < - t f Y 1 - 9 . OSP BRACKET. EX. MAN1 COVER-9. OSP
BOLT FLAT WASHER BOLT BOLT BOLT
BOLT FLAT WASHER BOLT FLAT WASHER BOLT
FLAT WASHER BOLT FLAT WASHER BOLT FLAT WASHER
BOLT FLAT WASHER BOLT FLAT WASHER BOLT
6 3 2 2 3 0 0 0 1 2 0 0 0 2 2 t7tffj3 FLAT WASHER
View " P " Section "A-A"
#MEfi 1 c- (fg~%a#E) ITEM
EXHAUST MANIFOLD COVER (REAR T/C) 5 ~ ~ ~ 2 0 27.2
!SF BB.".!S9 Number Parts number SUE%iVJl
E202252050 I \ 4 + B > A I C - Y Y I - 1 . OSP E202252090 1\4+A>AIC-Y'31-5. DSP EZO2252 1 0 0 1 \ 4 + h > h l C - Y Y I 6 . DSP E202252210 l \ 4 + B > B l F 7 . OSP-RT E202252220 l \ 4 + h > B l F 8 . OSP~RT
E202252230 I \ 4 + A > A 1 W DSP-RT E202252240 I\<+A>A1T-lO. OSP-RT E202252250 l \ 4 + B > h 1 ~ - 1 1 . OSP-RT E202252260 1\4+13>131F12. DSP-RT E202252280 l \ 4=FB>A l< -14 . OSP-RT
E202252290 l\4+?I>Bl<-15. DSP-RT E202252300 l \ 4+B) /B l< - l 6 . DSP-RT E202252310 l\4+B>?IlF17. DSP-RT E202252390 l \ 4 + B Y B l < - ' 3 Y I - 7 . DSP E202252400 1 \4=FB>b IC-771 -8 , OSP
E202252410 1 \4+h>h lC -Y '3 I .S . OSP
BRACKET. EX. MANI. COVER-1. OSP BRACKET. EX. MANI. COVER5. DSP BRACKET. EX. MANI. COVER-6. DSP EX. MANI. COVERJ. DSP-RT EX. MANI. COVER-8. OSP-RT
EX. MANI. COVER-9. OSP-RT EX. MAN1 COVER-1 0. DSP-RT EX. MANI. COVER-1 1. DSP-RT EX. MANI. COVER-1 2. DSP.RT EX. MANI. COVER-1 4. DSP.RT
EX. MANI. COVER-1 5. OSP-RT EX. MANI. COVER-1 6. DSPFIT EX. MANI. COVER-17, DSP-RT BRACKET. EX. MANI. COVER-7. DSP BRACKET. EX. MANI. COVER-8. DSP
BRACKET. EX. MANI. COVER-9. DSP
BOLT FLAT WASHER BOLT BOLT BOLT
BOLT FLAT WASHER BOLT FLAT WASHER BOLT
FLAT WASHER BOLT FLAT WASHER BOLT FLAT WASHER
BOLT FLAT WASHER BOLT FLAT WASHER BOLT
FLAT WASHER
- itity % 4 1 1 1 1
1 1 1 1 1
1 1 1 1
1
8 8 2 2 2
2 2 5 5 6
6 6 6 5 5
2 2 6 6 2
2
1 3-29.4S8.8 Ref. 3-29.4
/ \ { * I P i
S$E&(K%B$E : RH 1 331, ?Z;~2P%(DHB32)B!KI TURBOCHARGER (FRONT T/C : RH 133) 6 INTERCOOLER (DHB TYPE) FITTING
se g s i z s e * El
Number Parts number &&& Name of Parts WR Quantity
E 2 0 0 2 5 0 3 2 0 + 1 3 + f i > 7 9 t j X ? ' Y b - 2 GASKET-2, INTAKE MANIFOLD LID E 2 0 2 6 5 0 5 5 0 I/C f j X 9 , ~ b (OK-25) I/C GASKET (OK-25) E 2 0 2 6 5 0 9 1 0 I/C 4 LJ7Fh>. RHl33-FT I/C INLET DUCT. RH 133-FT E 2 0 2 6 5 0 9 2 0 7 0 7 F 7 S 7 5 > 5 R H 1 3 3 FLANGE:'BLOWWER OUTLET-RH133 E l 6 2 6 0 0 1 8 0 T/C 77Sh>lr,~*> T/C OUTLET DUCT PACKING
E 2 0 2 6 5 0 9 7 0 I/C A]<-. RH123 I/C COVER. RH123
BOLT FLAT WASHER O-RING BOLT NUT
BOLT NUT BOLT
E 2 0 2 3 5 0 2 0 0 l\.I*F9Sh> (RH 133) GAS OUTLET DUCT (RH 133) E l 6 2 3 0 0 2 0 0 9-C>7991C'Y+> GASKET. TURBIN OUTLET E 2 0 2 3 5 0 3 1 0 1 \ 4 + ? 9 T A > 9 9 I - R H 1 2 3 SUPPORT. GAS OUTLET DUCT-RH 1 2 3
X 5 7 0 0 0 4 0 0 0 D Z O ' Y A 9 1 5 9 2 5 6 5 0 0 2 1 OOZZ 7 I b l W + > X 5 7 0 0 0 6 0 0 0 D Z O ' Y A 9 7 5 9 256500270022 7JblC,Y*> X 2 1 0 0 1 2 0 5 0 0 2 Z 9 Y F
HEX. PLUG GASKET HEX. PLUG GASKET STUD
NUT BOLT BOLT
E 2 0 2 4 5 5J-iti'Ft~-5? ({t&lcb!lSf&25) TURBOCHARGER (Depend on spec.)
13-29,] S8,8 Ref. 3-29.1
ITEM
28.2 ~ D K - ~ O
*"'na #@{q % ( : RH 1 3 3 ) , z m m TURBOCHARGER (REAR T/C : RH 1 3 3 ) & INTERCOOLER FITTING
SF 3ESZ Name of Parts am Number Parts number Quantity
$ 6 ( : RH 1 33), ~ % ; % ~ # W Y I TURBOCHARGER (REAR T/C : RH 133) & INTERCOOLER FITTING
€ 2 0 0 2 5 0 3 2 0 *19+bY79f j ; (Y ' : ,Yb-2 GASKET-2, INTAKE MANIFOLD LID E 2 0 2 6 5 0 5 5 0 I/C 8 X V . y b (DK.25) I/C GASKET (DK-25) E 2 0 2 6 5 0 9 2 0 7 0 7 7 7 F 7 - 5 Y 3 - R H 1 3 3 FLANGE. B L O W E R OUTLET-RH133 E202650940 7 4 2 9 Y X DISTANCE E l 6 2 6 0 0 1 8 0 T/C 77F;h?I<~+'/ T/C OUTLET DUCT PACKING
ITEM
5DK-20 28.2.
E 2 0 2 6 5 1 0 0 0 I/C 15 .9 , y b. RH133-RT I/C BRACKET. RH 133-RT E 2 0 2 6 5 1 0 2 0 I/C 4 LJ7F;hY. RH133-RT I/C INLET DUCT. RH 133-RT
X200016030ZZ ZJb b X200016030DZ ZJb b 23 1 0 0 16000ZZ lG'-VLl3 X 2 0 0 0 1 6 1 OOZZ ZJb b X210010043ZZ X T Y F
X22001 OOOOZZ f 'Y b Z560108057DZ 0 L l Y 7 X200008045ZZ ZJb b X220008OOOZZ ZJL b X 2 0 0 0 1 6 0 4 5 2 2 $lL b
BOLT BOLT SPRING WASHER BOLT STUD
NUT O-RING BOLT BOLT BOLT
E 2 0 2 3 5 0 2 6 0 I \4*75 'Sf iY (RH133) GAS OUTLET DUCT (RH 133) E l 6 2 3 0 0 2 0 0 9 - t 3 7 7 F I P Y + Y GASKET. TURBIN OUTLET E 2 0 2 3 5 0 3 0 0 l \ 4 ? ? 5 ' F ; h Y 9 9 I - R H 1 3 3 SUPPORT. GAS OUTLET DUCT-AH1 33
X 5 7 0 0 0 4 0 0 0 0 Z 0 Y ; h 9 1 7 7 2 5 6 5 0 0 2 1 OOZZ 7hlWV~ X5700060OODZ O 'Y f3915 .7 Z5650027OOZZ 7Jb l WWJ ~ 2 1 0 0 1 2 0 5 0 ~ z X ~ Y F
HEX. PLUG GASKET HEX. PLUG GASKET STUD
NUT BOLT BOLT NUT
€20245 9-it;??-Fjr (k%ILACIRf&&) TURBOCHARGER (Depend on spec.)
1 28.31 5DK-20 I INTERCOOLER FITTING
3-29.5. ~ ~ ~ 1 . 6 s e 5 Ref. 3-29.5, 3-29.6
B$%%(Z%iWS : RH 1 43),2%;$8%&{g TURBOCHARGER (FRONT T/C : RH 143) & INTERCOOLER FITTING
se * - d o n % $ Name of Parts t4.H Number Parts number ""' Quantity
A31 E 2 0 2 6 5 0 3 1 0 I/C fjX?'> I- (OK30) I/C GASKET (OK-30) 1 A 3 2 E 2 0 0 2 5 0 3 2 0 +l9+713/77fjX?'Y b-2 GASKET2 INTAKE MANIFOLD LIO 1 A66 E 2 0 2 6 5 0 6 6 0 I/C 4 I I 9Sh> RHl63-OSP I/C INLET DUCT, RH163-OSP 1 A67 E 2 0 2 6 5 0 6 7 0 I/C h1C- RH163-OSP-FT I/C COVGR, RH163-OSP-FT 1 A68 E 2 0 2 6 5 0 6 8 0 7077977729 RH163 FLANGE. B L O W E R OUTLET. RH163 1
A69 E 2 0 2 6 5 0 6 9 0 ~ O ~ ~ ! J F I T , Y + > RH 1 6 3 GASKET. B L O W E R OUTLET, RH163 1
A 5 4 9 2 5 6 0 1 1 1 2 5 7 0 2 0 I I 2 9 A 5 5 5 X 2 0 0 0 1 OO55ZZ iKlb I- A 5 5 6 X 2 2 0 0 1 OOOOZZ +'> I- A 5 6 7 X 2 0 0 0 1 2 0 1 6 Z Z i t ih I- A 5 6 9 Z 3 0 0 0 1 2 0 0 0 2 2 k7Yfj;f
O-RING BOLT NUT BOLT FLAT WASHER
BOLT BOLT
8 2 3 E 2 0 2 3 5 0 2 3 0 1 \ 4 + 7 9 7 b 2 (RH163) GAS OUTLET DOCT (RH 163) 1 824 E 2 0 2 3 5 0 2 4 0 l \ 4 + ? 9 ? I < , ~ + 2 (RH 163) GASKET. GAS OUTLET DOCT (RH163) 1 8 3 6 E 2 0 2 3 5 0 3 6 0 1159,~ I- RH143-163 BRACKET. RH 143-1 63 1
HEX. PLUG GASKET HEX. PLUG GASKET BOLT
BOLT NUT NUT BOLT
C E 2 0 2 4 5 '/-~St.-ijt. (MKADRiX8) TURBOCHARGER (Depend on spec.) 1
& ( : RH 1 431, ~ % % P % @ ~ Y I TURBOCHARGER (REAR T/C : R H 1 4 3 ) 6
1 28.41 5DK-20 I INTERCOOLER F I ~ I N G
/3-29.2. 3-29.3SR Ref. 3-29.2. 3-29.3
se * m &rS4 a n Number Parts number mEnnga Name of Parts #an
Quantity
. .. , , .
X 2 0 0 0 1 0 0 5 0 z z iKJb i- X 2 2 0 0 1 oooozz fY i- X200016040ZZ XJb i- X200016055ZZ XJb i- 2560 1 1 l 2 5 7 O Z 0 ?I 29
**.A ( RH 1 43), I~XL~TJ%PWJ~~ TURBOCHARGER (REAR T/C : RH 143) 6 INTERCOOLER FITTING
I/C GASKET (DK30) GASKET-2. INTAKE MANIFOLD LID GASKET. BLOWER OUTLET-VTR1 61 I/C BRACKET-2 (RT) FLANGE. BLOWER OUTLET-VTR 1 6 0
ITEM
5DK-20 28.4
GASKET.BLOWER OUTLET-RH 1 6 3 I/C BRACKET-RH 1 63-RT I/C INLET DUCT-RH163-RT BLOWER OUTLET PIPE. RH163-RT
STUD NUT BOLT BOLT NUT
BOLT NUT BOLT BOLT O.RING
BOLT SPRING WASHER BOLT NUT
GAS OUTLET DUCT ( f lH l63 ) GASKET. GAS OUTLET DUCT (RH 163)
HEX. PLUG GASKET 2 1 HEX. PLUG GASKET HEX. PLUG
GASKET BOLT BOLT NUT
E20245 9 - I d TURBOCHARGER (Depend on spec.)
ITEM
28.5 5DK-20
( $ 2 : RH 1 43), TiZ;$2PSI&!id TURBOCHARGER (REAR T/C : RH 143) & INTERCOOLER FITTING
S 8 R (f8lS$:: : RH 1 43) , 2Z;%PEIQlg TURBOCHARGER (REAR T/C : RH 143 ) & INTERCOOLER FITTING
F s EB.".S% Name of Parts Em Number Par ts number Quantity
I/C GASKET (DK30) GASKET-2. INTAKE MANIFOLD 110 GASKET. BLOWER OUTLET-VTR1 6 1 I/C BRACKET-2 (RT) FLANGE. BLOWER OUTLET-VTRI 6 0
GASKET.BLOWER OUTLET-RHI 63 I/C BRACKET-RH 163-RT I/C INLET DUCT-RH 1 63-RT BLOWER OUTLET PIPE. RH 163-RT
STUD NUT BOLT BOLT NUT
BOLT NUT BOLT BOLT O-RING
BOLT SPRING WASHER BOLT NUT
GAS OUTLET DUCT (RH163) GASKET. GAS OUTLET DUCT (RH163)
HEX. PLUG GASKET H E X PLUG GASKET HEX PLUG
GASKET BOLT BOLT NUT
TURBOCHARGER (Depend on spec.)
J
ITEM
29.1 5DK-20
m""a# (DH3 1 ) - i@7N ~ ~ 1 - n
INTERCOOLER (DH3 1 ) - SEA WATER
~...9-JL,1$+32-T43/9 @-..?87[/>3-T4)/7 @.*871/: Tar epoxy coating Neoprene coating Neopren
Be * m .b%4 Name of Parts x1 Number Parts number g"'8a (
2'
ICY+'/ (4) 9-927 Y-f Fhl T- (A) DK25-NC Lf-f FBI C- (A) OK25-NL Y-f FhiT- (8) DK25-NC
*-'a P (DH31) - &7H r X L m
INTERCOOLER (DH3 1 ) - SEA WATER
INTER COOLER (DH31-25) INTER COOLER (OH31 -25)-NC INTER COOLER (OH31 -25)-NL
ITEM
5DK-20 29.1
SlDE COVER (A) DK25-TC SlDE COVER (8) DK25-TC ZINC PROTECTOR (A) STUD BOLT FIN TUBE (DH3 1-25)
TUBE PLATE HEAD (A). ZINC PROTECTOR GASKET (1 1 GASKET (2) GASKET (3)
GASKET (4) FRAME SiOE COVER (A) OK25-NC SlDE COVER (A) DK25.NL SIDE COVER (8) DK25-NC
SlDE COVER (B) DK25-NL
BOLT U-NUT NUT SPRING WASHER DRAIN COCK
DRAIN COCK
/?. e lir - 4
*-so. rXLm
ITEM
29.2 5DK-20 INTERCOOLER (DH29) - SEA WATER
INTER COOLER (DH29-27) INTER COOLER (DH29-27)-NC INTER COOLER (DH29-27)-NL
--
TI' F%V- (A) DK27-TC TI' MI<- (01 DK27-TC fi333971Y (8) iK9339717 (A) X9 'Y FZJL t-
*"*?$I% (DH29) - j@7k r X L m
INTERCOOLER (DH29) - SEA WATER
SlDE COVER (A) DK27-TC SlDE COVER (8) DK27-TC ZlNC PROTECTOR (8) ZlNC PROTECTOR (A) STUD BOLT
FIN TUBE (DH29-27) TUBE PLATE HEAD (8). ZlNC PROTECTOR HEAD (A), ZlNC PROTECTDR GASKET (1)
5DK-20
GASKET (2) GASKET (3) GASKET (5) GASKET (4) GASKET (8)
ITEM
29.2
OVAL FLANGE (1 ) FRAME SlDE COVER (A) DK27-NC SIDE COVER (A) DK27-NL SlDE COVER (8) DK27-NC
SlDE COVER (8) DK27-NL
BOLT BOLT BOLT U-NUT NUT
Z5715010000Z 2 3 1 0 0 1 OOOOZZ 23 1 00 1 2000ZZ Z310008000ZZ Z580201000ZZ
TAPER PLUG SPRING WASHER SPRING WASHER SPRING WASHER DRAIN COCK
DRAIN COCK
ITEM
29.3 5DK-20
*-.A X X L I T I 5 % (DH39HZ) - S7k INTERCOOLER (DH39HZ) - FRESH WATER
%F EB.".SF Name of Parts %a Number Parts number gB'88 Quantity
*-'a BE (DH39HZ) - E7J( 3 5 i L t - n
INTERCOOLER (DH39HZ) - FRESH WATER
INTER COOLER (DH39HZ-30)
/,
ITEM
5 ~ ~ ~ 2 0 29.3
SlDE COVER (A) SlDE COVER (8) STUD BOLT FIN TUBE (DH39-30) TUBE PLATE
GASKET ( 1 ) GASKET (2) GASKET (3) GASKET (8) OVAL FLANGE (1 )
FRAME
BOLT U-NUT TAPER PLUG SPRING WASHER DRAIN COCK
DRAIN COCK
."
ITEM
29.4 5DK-20
- ~~~~ XXLJTI ZrJs - DHB3 1 (&rf<), DHB3 1 HZ(3W) INTERCOOLER - DHB3 1 (SEA WATER), DHB3 1 HZ (FRESH WATER)
f i 3 9 3 9 P I Y h , ~ P (B) f i 9 9 3 9 7 7 I Y (B) Y 4 FBI<- (A) OHBHZ-TC Y 4 FBI<- (5) DHBHZ-TC Y 4 F?llq- (A) DHB-NC
6-9 9
Y 4 F?ll<- (8) DHB-NC 94 FBI<- (A) DHB-NL 9 4 FBlC- (8) OHB-NL
*""glIS - DHB31 (237J<), DHB3l HZ(1E7B) 1131-n INTERCOOLER - DHB3 1 (SEA WATER), DHB3 1 HZ (FRESH WATER)
X200010025ZZ $lb b X227012000ZZ U Y Y ~ X 2 2 0 0 1 OOOOZZ f ,Y t- 2 3 1001 OOOOZZ i<3+f t j3 X200010025ZZ GJL i-
ITEM
5DK-20 29.4-
23 1001 OOOOZZ lC3tf t j3 Z5802020002Z F b > 3 ~ 9
INTER COOLER (DHB31)-TC INTER COOLER (DHB31 HZ) INTER COOLER (DHB31 )-NC INTER COOLER (DHB31)-NL
I/C FRAME. DHB31 SlDE COVER (A) 0HB.TC SlDE COVER (0) DHB-TC HEAD (A). ZlNC PROTECTOR ZlNC PROTECTOR (A)
STUD BOLT FIN TUBE (OH31 -25) TUBE PLATE GASKET (1) GASKET (3)
GASKET (4) GASKET (5) GASKET (0) STUD BOLT FIN TUBE
HEAD (B) ZlNC PROTECTOR ZlNC PROTECTOR (0) SlDE COVER (A) DHBHZ-TC SlDE COVER (8) DHBHZ-TC SlOE COVER (A) DHB-NC
SIDE COVER (8) DHB-NC SlOE COVER (A) DHB-NL SlOE COVER (5) DHB-NL
BOLT U-NUT NUT SPRING WASHER BOLT
SPRING WASHER DRAIN COOK
- ity - HB31HZ I D I
1
1
1
2 1
1 32
2
1 1
' 3 2
2
ITEM
29.5 5DK-20
*r=.a. % (DH29) - S 7 K
INTERCOOLER (DH29) - SEA WATER
~- . .9-~mi t ;+~q-?. i '~ '7 @...jp7fll/;)3-?477 O.-fp7fYL~'/ Tar epoxy coatlng Neoprene coating Neoprene
.... . S=3 EE.".S? Number Parts number
!2'u*.& m (DH29) - j@7k INTERCOOLER (DH29) - SEA WATER
Name of Parts ?? -
ITEM
5DK-20 29.5
'34 Fhl<- (A) DK30-TC '3-4 Fa/<- (A) OK30-NC '34 Fa/<- (A) DK30-NL '34 Fa/<- (8) DH29-TC '34 I%/<- (8) DH29-NC
'31' Fa/<- (B) DH29-NL i K 3 9 3 9 7 1 ' J (A) iK39397'12fi7 F (A) IT9*7 (4)
INTER COOLER. DH29-TC INTER COOLER. DH29-NC INTER COOLER. DH29-TL
STUD BOLT GASKET (5) HEAD. ZlNC PROTECTOR (8) ZlNC PROTECTOR (B) i/C FRAME D H 2 9 . 3 9
FIN TUBE (DH29-27) GASKET (1 ) TUBE PLATE DH29 GASKET (2) GASKET OH29
SlDE COVER (A) DK30-TC SIDE COVER (A) DK30-NC SIDE COVER (A) OK30-NL SlDE COVER (8) DH29-TC SlDE COVER (8) DH29-NC
SlDE COVER (8) DK29-NL ZlNC PROTECTOR (A) HEAD. ZlNC PROTECTOR (A) GASKET (4)
BOLT U-NUT DRAIN COCK (2) BOLT NUT
SPRING WASHER SPRING WASHER TAPER PULG
0 AIR
ITEM
29.6 5DK-20 INTERCOOLER (DH39HZ) - FRESH WATER
*""i$% (DH39HZ) - S7k rm1-n ITEM
INTERCOOLER (DH39HZ) - FRESH WATER 5 ~ ~ 4 0 29.6
sz SU.".S% * m
Number Parts number .UOO%$J Name of Parts am Quantity
INTER COOLER. OH39HZ-TC
STUD BOLT I/C FRAME DH29.39 FIN TUBE (DH39-30) GASKET (1) TUBE PLATE
GASKET (2) GASKET (3) SIDE COVER (A) SIDE COVER (0) DK39HZ-TC
U-NUT DRAIN COCK (2) TAPER PULG
1R*4nBg$%2YY4 Fa)(- FUEL OIL INJECTION PUMP SIDE COVER
Section "A - A"
S e 88ZS4 Number Parts number Name of Parts m
Quantity
1RHPB8j%2YY4 FLIII- FUEL OIL INJECTION PUMP SIDE COVER
X 2 0 0 0 1 0 0 1 2 z z 2 3 0 0 0 1 oooozz 2 2 1 2 0 1 0 0 3 5 z z z 4 1 5 0 0 4 0 2 4 z z X 2 0 0 0 1 2 0 2 0 z z
5 ~ ~ 4 0
X 2 0 0 0 1 20 1 BZZ
HEAT BOX COVER (LOWER) - 2 HEAT BOX COVER (LOWER) -4 FRONT COVER.HEAT BOX KNOB. CVLlNOER HEAD COVER PLASTIC CROSS KNOB
SHAFT KNOBU.HEAT BOX SUPPORT. HEAT BOX FRONT COVER HEAT BOX COVER (UPPER) -1 HEAT BOX COVER (UPPER) -2
BOLT BOLT BOLT BOLT BOLT
BOLT FLAT WASHER HEX. SOCKET BOLT SPRING PIN BOLT
BOLT
ITEM
31 5DK-20 STEP BOARD
u Detail "A"
se 3Ese Number Parts number gBEgM; Name of Parts
XP1 Quantity
ri &! STEP BOARD
STEP BOARD-5D CUSHION RUBBER BRACKET.STEP BOARD-30
5DK-20
BOLT BOLT BOLT + FLAT MACHINE SCREW NUT
5 1 6 Z 3 0 0 0 1 OOOOZZ k5!ffj? FLAT WASHER 1 8
a$zEt,5Fags TACHOMETER DRIVING DEVICE
! CAMSHAFT I I
we 3.".S? Number Parts number Name of Pans
t3.H Quantity
H$ZFt$EQZE TACHOMETER DRIVING DEVICE
COUPLING 1 HOLDER. TACHOMETER FLEX 1
ITEM
5DK-20 1.1
BOLT O-RING O-RING
IF'€-9 & IF'€-9@!$ AIR MOTOR & AIR MOTOR FITTING
I AIR MOTOR & AIR MOTOR FllTlNG
SZ Name of Parts tit Number Parts number ggsgfi Quantity
3 € 2 1 2 8 5 0 0 3 0 175-9779.9 b BRACKET. AIR MOTOR 1 9 € 2 1 2 8 5 0 0 9 0 I J 7 9 f t 7 RING GEAR 1
1 2 € 2 1 2 8 5 0 1 20 1 7 F - 9 7 5 9 , ~ b 2 i X 9 , ~ b GASKET. AIR MOTOR BRACKET 1 13 € 2 1 2 8 5 0 1 3 0 175-9 AIR MOTOR 1 17 E 2 1 2 8 5 0 1 7 0 ~ 7 7 ' Y 4 Y ' Y + ~ J l , - I U b Y RELAYVALVE ®ULATORVALVE 1
30 €21 2 8 5 0 3 0 0 71J753/5 SPPRIT FLANGE 1
HT BOLT NUT HT BOLT NUT
!k%$%%TEb%>y (TYPE A) ~ D K - ~ O FUEL OIL FEED PUMP (TYPE A)
%$%%%l%>y (TYPE A) FUEL OIL FEED PUMP (TYPE A)
u #T %&#% - %&%a Name of Parts a, Number Parts number Quantity
OIL PUMP TKGK-2-6D2
O-RING O-RING SHAFT SHAFT COLLAR INNER ROTOR
OUTER ROTOR COUPRIN KEY BALL BEWRING BALL BEARING JOINT PACKING
JOINT PACKING MECHANICAL SEAL COLLAR KNOCK PIN VALVE BOX
CONNECTER SAFETYVALVE VALVE SPRING SPRING CARRIER ADJUST SCREW
LOCK NUT HEXAGON NUT HEXAGON BOLT HEXAGON BOLT HEXAGON BOLT
HEXAGON BOLT HEXAGON BOLT CAP SOCKET HEAD CAP SCREW BEARING COVER
ROTOR HOUSING BRACKET PACKING PACKING RING JOINT
ROTOR KEY CASING SIDE COVER SEAL COVER PIPE NOCK
Detail: " A %
I ' ,
~ D K - ~ O
%+%%b$>~ (TYPE 6) FUEL OIL FEED PUMP (TYPE B)
%hi b D n 3 n n s - i -
SF&% Name of Parts s ~ ~ u a n t i t ~ Number Parts number ( I ) / (2)
!b%#%%b$>y (TYPE B) FUEL OIL FEED PUMP (TYPE B) 5DK-20 2.1.2
C034402000 5 - HVVNB SEALKIT. H W B
( I ) . . - . i E & H NORMAL ROTATION ( 2 ) . . . - 2 & % REVERSE ROTATION
C034400020 *-f'IL%>?, 206HWT031 OIL PUMP, 206HWT031 1
C034400090 *-fIL%>?, ZOGHWTR031 OIL PUMP, 206HWTR031
BALL BEARING
BALL BEARING
OIL SEAL
OIL SEAL
O-RING
1
REMARKS; PARTS(S1GNAL') CANNOT BE PURCHASED BY ITSELF
*EP%.".~&%EZl;t+3~
I-..
I 7
!
2.2.1 ~ D K - 2 0
OIL PUMP TLGK-2-6D2 20 i
1
#!#%%#>3%Ei%%B (TYPE A) FUEL OIL PUMP DRIVING DEVICE (TYPE A)
(I)..- -720,750 rprn (2). ".900rpm
! ' I
e+ 3XgW Name of Parts %!%uantity Number Parts number I I (21
#H%;'EIVK~~!@G@~E (TYPE A)
FUEL OIL PUMP DRIVING DEVICE (TYPE A)
DRIVING SHAFT, F . 0 FEED PUMP
DISTANCE.PIECE
F.O. PUMP DRIVING GEAR Z=34
F.O. PUMP DRIVING GEAR Z=37
COVER COUPLING
~ D K - 2 0 2.2.1
SHlM 0.1
SHlM 0.2
COUPLING
COUPLING RUBBER
HEX. SOCKET SET SCREW
HEX. SOCKET SET SCREW
GASKET
BRACKET, F O . FEED PUMP . CASTLE NUT WITH SEAT. M20x1.5
BOLT
BOLT
NUT
NUT
FLAT WASHER
TOOTHED LOCK WASHER
TOOTHED LOCK WASHER
TOOTHED LOCK WASHER
SPLIT PIN
KEY
KEY
SPRING PIN
BEARING
OIL SEAL
SNAP RING
/ ' u
~ D K - ~ O
E H Z G E ~ $ > ~ R % S B F Y P E B) FUEL OIL PUMP DRIVING DEVISE (TYPE B)
. . . . 0 I SF- sm#~ -
Ell&%% Name of Parts @-uantity Number Parts number " 1 121 l S J
DRIVING SHAFT, F.O. FEED PUMP 1
COVER, COUPLING. F.O. FEED PUMP 1
BRACKET, F.O. FEED PUMP 1
DIST- DRMffiSHbFT, F O FEEDPUMP 1
F.O. PUMP DRlVlNG GEAR Z=34
F.O. PUMP DRIVING GEAR Z=37
GASKET
"UNION SCREW, F.O. FEED PUMP"
CASTLE NUT WITH SEAT
SHlM
SHlM
"NAME PLATE, COUPLING COVER
SUNK KEY
ROLLER CHAIN COUPLING
BOLT
NUT
NUT
FLAT WASHER
TOOTHED LOCK WASHER
TOOTHED LOCK WASHER
TOOTHED LOCK WASHER
SPLIT PIN
KEY
SPRING PIN
BEARING
BEARING
OIL SEAL
SNAP RING
HEX. SOCKET BOLT
FUEL OIL FILTER
sz Name of Parts XPt Number Parts number Quantity
r -
FILTER
RHn=F FUEL OIL FILTER
FILTER BODY COCK O-RING O-RING PACKING. COCK COVER
5DK-20
COCK COVER HANDLE HANDLE SPRING (NOTCH BAR) NOTCH BAR
PACKING (CASING) SHAFT CASING SPRING (CASING) CAP NUT
PACKING (CONNECTOR) CONNECTOR PACKING (SLEEVE NUT) SLEEVE NUT AIR PLUG
VALVE ELEMENT ASSY. (200ME) PLUG COVER GASKET
LAGGING
ITEM
2.4 5DK-20 FUEL OIL FILTER FITTING (WITHOUT COVER)
I FUEL OIL FILTER FITTING (WITHOUT COVER)
se %BEST Number Parts number Name of Parts %!m
Quantity
8 C060800010 O+ FILTER I 10 E2 143501 00 3!~Y5 . FO O + (C3500) SAUCER. F.O. FILTER (C3500) I 11 E2 143501 1 0 1 W+>. FO O$ (C3500) GASCKET. F . 0 FILTER (C3500) I 2 8 E2 1 4 3 5 0 2 8 0 FO 0 + 7 5 ! T ' Y b-C (3500) BRACKET. F.O. FILTER (C3500) I
2 0 2 Y529000301 I b % > bASSY (ZOOME) ELEMENT ASSY. (200ME) 2
BOLT BOLT DRAIN COCK
g$*qaE# FUEL OIL RELIEF VALVE
I -
ENBE# FUEL OIL RELIEF VALVE
0 1 .O-20kg/cm2 ({f%S%M) Relief press. 0.10-0.20MPa (Refer to specification)
BE 3ESq Name of Parts XPWZ!uantity Number Parts number 0
C 0 3 4 5 0 9 0 3 0 F. 0.43 3 7YL;'J ASSY. (S - 3) F. 0. RELIEF VALVE ASSY. (S - 3 ) 1
C 0 3 4 5 0 0 0 1 0 ?397'Y<>91' - 1 BODY - 1. OIL RELIEF VALVE 1 C 0 3 4 5 0 0 0 2 0 /W.bYI CAP. VALVE SPRING 1 C 0 3 4 0 0 0 0 3 0 IW3- b SPRING SEAT 1 C 0 3 4 0 4 0 0 1 0 F3 37"Yd ' J RELIEF VALVE 1 C 0 3 4 5 0 0 0 8 0 7 9 0 t . ~ b CAP NUT 1
ADJUSTING SCREW SPRING (1.6)
NUT GASKET GASKET GASKET HEX. PLUG
X570004OOOZZ O~fi9779 HEX. PLUG 2
/
;MjBimaY LUBRICATING OIL PUMP
42 501 Section "A - A"
se * m &&e Name of Parts BH Number Parts number ""' Quantity
;m;m 2 Y LUBRICATING OIL PUMP
C 0 3 4 7 9 0 0 9 0 L.O. $27 ASSY. V143R
5DK-20
Z 6 6 5 O l OOOOZZ 7 ' h l W T > 2 6 6 5 0 3 4 0 0 0 2 2 7'JW CY4Y X67OOl 0 0 0 0 2 2 O > Y h 9 7 5 9 2 4 6 1 3 5 5 5 1 1SC $-flb3-lb 2 4 1 200550022 X T ' Y 7 L J > 9
L.O. PUMP ASSY. V143R
L.O. PUMP COVER (V184) L.O. PUMP BODY (V143) L.O. PUMP DRIVING GEAR N 1 4 3 ) L.O. PUMP DRIVEN GEAR (V143) SAFETY VALVE
RETAINER. SAFETY VALVE SPRING CAP. SAFETY VALVE SPRING FLAT WASHER BEARING SPRING
BOLT CASTLE NUT SPLIT PIN KEY TAPER PLUG
GASKET GASKET HEX. PLUG OIL SEAL SNAP RING
SNAP RING STRAIGHT PIN
1
iHjBSEB% 2 7@iq LUBRICATING OIL PUMP FITTING
iB;B;EB7tt=/Ymkt LUBRICATING OIL PUMP FITTING
se 3FJse Name of Parts XPPQuantity Number Parts number sDEgW 010
5 € 2 1 0 5 5 0 0 5 0 LO i1;>7$t7 (234 ) LO. PUMP GEAR (234) 1 , 6 E 2 1 0 5 5 0 0 6 0 LO M77Yt7 (237 ) L.O. PUMP GEAR (237)
1 0 E 2 0 3 1 5 0 1 3 0 h ' X T Y t- GASKET 1
1 1
502 X 2 2 0 0 1 2 0 0 0 2 2 f Y b NUT 6 6
~~~~~~;~~~ (El7K) LUBRICATING OIL COOLER (SEA WATER)
View " P "
I
ST 3ESe Number Parts number BLIGgn Name of Parts I
2 1
OIL COOLER (F-8) OIL COOLER (F-12) OIL COOLER (F-8)-NC OIL COOLER (F-12)-NC OIL COOLER (F-8)-NL OIL COOLER (F-12)-NL
EMmS%%D% ( Z 7 N LUBRICATING OIL COOLER (SEA WATER)
SHELL (1 ) SHELL (2) SlOE COVER (1) SlDE COVER (2) TUBE PLATE (3)
ITEM
!~DK-~(J 3.3.1
TUBE PLATE (4) LOW FIN TUBE (1) LOW FIN TUBE (2) SPACER-] (F-8) SPACER-1 (F-12)
SPACER-2 (F-8) SPACER-2 (F-12) STAY BOLT (2) STAY BOLT (31 BUFFLE PLATE
GASKET (1 1. TUBE PLATE GASKET (2). TUBE PLATE JOINT SEAT JOINT SEAT ROTATING ELBOW
PACKING. ZlNC PROTECTOR PROTECTIVE ZlNC FLANGE. PROTECTIVE ZlNC SlDE COVER (1 )-NC SlDE COVER (2)-NC
SlOE COVER (1 )-NL SlDE COVER (2)-NL
BOLT BOLT BOLT BOLT BOLT
STUD STUD NUT NUT
O . . . ~ - J L I ~ + Z - T - ~ ~ ~ @ . i z ; f l L / Y ? - 7 4 M ~ . - i z j f x o 5 4 - ~ 9 Tar epoxy coating Neoprene coating Neoprene lining I BM Quantity
s= 3SSE Name of Parts 8 m 2 1 12ma Number Parts number sb'gG 01 Q l 1 @ 1 ( ? ) [ @ I G J
I I I I I
5 3 4 2 5 8 0 1 040002Z F L / 2 3 Y 9 DRAIN COCK ) I 1 1 I ] 1 1 1 1 I
5 2 1 25602200572Z 0 1J29 O.RING 5 2 5 256500270022 711.1C'Y+2 GASKET 5 2 6 Z66503OOOOZZ 7JW ('Y+2 GASKET 5 3 0 X570006OOOZZ O 5 Y * 9 l 7 9 HEX.PLUG 5 3 3 Z580102000ZZ FL/>?Y9 DRAIN COCK
2 2 2 2 2 2 l l l l l l 2 2 2 2 2 2 1 1 1 I 1 1 1 1 1 1 1 1
: ~ ~ : ~ : Q - A ~ p ~ (:* K) I = / / t-17 ,a7
LUBRICATING OIL COOLER (FRESH WATER)
View "" P "
, -
1 C 0 4 1 0 1 0 0 1 0 9-9>5' (1) SHELL (1) 2 C 0 4 1 0 1 0 0 2 0 9-3>5 ' (2 ) SHELL (2) 7 C 0 4 1 0 1 0 0 7 0 94 F L U - (1) SlOE COVER (1) 8 C 0 4 1 0 1 0 0 8 0 94 F h l b (2) SIDE COVER (2)
1 4 C 0 4 1 0 7 0 1 4 0 F l - Y T b - t. (3) TUBE PLATE (3)
ik%#%l;~i$% (I&&) LUBRICATING OIL COOLER (FRESH WATER)
&yw*--aEsg , m ..... Bm2 @ ...... 1zm2 CAPACITY of L.O. COOLER
S% El.".&% Name of Parts X4.Ouantity
1 5 C 0 4 1 0 7 0 1 5 0 F l -7 jb - t. (4) TUBE PLATE (4) 1 2 1 C04 1 0 7 0 2 0 1 0-7-f>Fl-7 (1) LOW FIN TUBE (1) 1 1 8 22 C 0 4 1 0 7 0 2 0 2 0 - 7 4 ? ? 2 - 7 ( 2 ) LOW FIN TUBE (2) 36 C 0 4 1 0 7 0 3 6 0 X f l - 7 -1 (F.8) SPACER-1 (F-8) 2 4 3 7 C 0 4 1 0 7 0 3 7 0 X<-7.1 (F-12) SPACER-] (F-12)
5 ~ ~ ~ 2 0 3.3.2
Number par ts number 0
9 1 4 C 0 4 1 0 9 0 1 4 0 8- fJb9-5 (F-8) F.W. OIL COOLER (F-B) F.W. 1 9 1 5 C 0 4 1 0 9 0 1 5 0 8 4 J b 9 - 5 (F.12) F.W. OIL COOLER (F-12) F.W.
SPACER-2 (F.8) SPACER.2 (F-12) STAY BOLT (2) STAY BOLT (3) BUFFLE PLATE
0
1
GASKET (1 ). TUBE PLATE 1 GASKET (2). TUBE PLATE 2 JOINT SEAT 1 JOINT SEAT 1 ROTATING ELBOW I
BOLT BOLT BOLT BOLT BOLT
6 4 C 0 3 7 4 0 0 3 2 0 I b J ' Y 7 Y PACKING. ZINC PROTECTOR 4 66 C0371 1 0 2 4 0 i K 3 7 1 > 7 7 - JY .. FLANGE. PROTECTIVE ZINC 4
STUD STUD NUT NUT O-RING
4 4
GASKET GASKET HEX.PLUG DRAIN COCK DRAIN COCK
irn~B3la 0 =F LUBRICATING OIL FILTER
I..
ST %B.".S% Name of Parts %m Number Parts number Quantity
, -
FILTER
iH%%EB 0. LUBRICATING OIL FILTER
FILTER BODY COCK PACKING SEAT PACKING (COCK) COCK COVER
5DK-20
HANDLE NUT (HANDLE) SPRING (NOTCH BAR) NOTCH BAR STUD (COVER)
NUT (COVER) BOLT (COVER) PACKING (CASING) SHAFT CASING
SPRING (CASING) PACKING (CAP NUT) CAP NUT PACKING (VALVE SEATI VALVE SEAT
PACKING (CONNECTOR) CONNECTOR PACKING (SLEEVE NUT) SLEEVE NUT AIR PLUG
STUD SPRING WASHER NUT PLUG PACKING
NIPPLE CONNECTER VALVE SLEEVE NUT SLEEVE
WASHER (HANDLE) SPRING WASHER (HANDLE) NAME PLATE ELEMENT ASSY. (200ME) PACKING
I 3.5.1 15DK-20 I FILTER FITTING (FRONT TIC) WITHOUT COVER
P View "P"
Section "A-A" L............................................ 2
S e BBEW Number Parts number 8EEg@ Name of Parts
m Quantity
H%EEIE# & CI +Hj&l (TdB@) - h 1 l'-E LUBRICATING OIL RELIEF VALVE & FILTER FllTlNG (FRONT T/C) WITHOUT COVER
F33?'!JY3/ ASSY.
5DK-20 3.5.1
L.O. RELIEF VALVE ASSY.
FILTER SAUCER. L.O. FILTER BRACKET. L.O. FILTER (Fn GASKET. SIDE COVER (5) BODY, RELIEF VALVE
RETAINER. VALVE SPRING VALVE VALVE SPRING CASE CAP SPRING
SPRING
HT BOLT BOLT BOLT NUT BOLT
FLANGE GASKET GASKET DRAIN COCK BOLT
FLANGE GASKET BOLT NUT SET SCREW
GASKET GASKET SPECIAL PLUG GASKET HEX.PLUG
GASKET O-RING
Section "A-A"
S9 EEGS9 Number Parts number gEsg8 Name of Parts Ym
Quantity
iB%3Q8E# & EI (f&fi$BG) - h l t-% LUBRICATING OIL RELIEF VALVE & FILTER FITTING (REAR T/Cl WITHOUT COVER
L.O. RELIEF VALVE ASSY.
5DK-20 3.5.2
FILTER SAUCER, L.O. FILTER BRACKET. LO. FILTER (RT) GASKET. SIDE COVER (5) SlDE COVER (5)
BODY. RELIEF VALVE RETAINER. VALVE SPRING VALVE VALVE SPRING CASE CAP
SPRING SPRING
BOLT BOLT NUT BOLT FLANGE
GASKET GASKET DRAIN COCK HT BOLT NUT
FLANGE GASKET BOLT NUT SET SCREW
GASKET GASKET SPECIAL PLUG GASKET HEX. PLUG
GASKET O-RING
..............................................
Section "A-A" ............................................. 8
63% BBESE n - Number Parts number nhagm Name of Parts
am Quantity
8mmEElE# & 0 *&tq (rGag) - a 1 l'-tYt LUBRICATING OIL RELIEF VALVE & FILTER FITTING (FRONT T/C) WITH COVER
3 3 97Yn fY ASSY.
5DK-20
X 2 5 I 5 1 2 0 7 O Z Z b%*3 2 5 6 5 0 0 6 1 OOZZ 71b lW*> Z56500270OZZ 7Jb lW+> X 5 7 2 2 4 2 0 0 0 2 Z b99175 .7 2 5 6 5 0 0 4 2 0 0 Z Z 7Jb lW*>
L.O. RELIEF VALVE ASSY.
FILTER SAUCER. L.O. FILTER BRACKET. L.O. FILTER (FTI GASKET. SIDE COVER (5) COVER-1. LO. FILTER
WING BOLT COVER-2. L.O. FILTER BODY. RELIEF VALVE RETAINER. VALVE SPRING VALVE
VALVE SPRING CASE CAP SPRING SPRING
HT BOLT BOLT BOLT BOLT NUT
FLANGE GASKET GASKET BOLT DRAIN COCK
BOLT FLANGE GASKET BOLT NUT
SET SCREW GASKET GASKET SPECIAL PLUG GASKET
HEX.PLUG GASKET O-RING
I -
5DK-20
;Hi#;aaE% & +@kt (#%$B$E) - a) (-kt LUBRICATING OIL RELIEF VALVE & FILTER FITTING (REAR T/C) WITH COVER
S% E B . " . R Number Parts number gB.".gn Name of Parts RR
Quantity
, .
?33P'YY> ASSY.
'B!'W~E# & LI+$j7(3 (@$$fig) - h/C-N I * / /
LUBRICATING OIL RELIEF VALVE & FILTER FITTING (REAR T/C) WITH COVER
L.O. RELIEF VALVE ASSY.
5DK-20 3.5.4
FILTER SAUCER. L.O. FILTER BRACKET. L.O. FILTER (RT) GASKET. SIDE COVER (5) SlOE COVER (5)
COVER-1. L.O. FILTER WING BOLT COVER-2. L.O. FILTER BODY. RELIEF VALVE RETAINER, VALVE SPRING
VALVE VALVE SPRING CASE CAP SPRING SPRING
BOLT BOLT BOLT NUT FLANGE
GASKET GASKET BOLT DRAIN COCK HT BOLT
NUT FLANGE GASKET BOLT NUT
SET SCREW GASKET GASKET SPECIAL PLUG GASKET
HEX. PLUG GASKET O-RING
S#EEH;#5@ 0 + TURBOCHAGER LUBRICATING OIL FILTER
B$GBiR3B3EB 0 * TURBOCHAGER LUBRICATING OIL FILTER ~ D K - ~ O
-
* m SF &Jse Name of Parts XII.QuantiW Number Parts number gllsga 010
FILTER FILTER
FILTER BODY COCK PACKING SEAT PACKING (COCK) COCK COVER
1 4 0 Y529000092 f Y t- ( 7 7 ) NUT (COVER) 1 4 3 Y 5 2 9 0 0 0 1 0 4 IT,>+> (O+?-XI PACKING (CASING) 1 4 8 Y 5 2 9 0 0 0 1 1 4 39 SHAFT 1 5 3 Y 5 2 9 0 0 0 1 3 3 9-X CASING 1 5 9 Y529000148 I<> ( 0 + 9 - X I SPRING (CASING)
HANDLE NUT (HANDLE) SPRING (NOTCH BAR) NOTCH BAR STUD (COVER) 2
1 1 1 1 1 1 1 1
2
2 15 Y 5 2 9 0 0 0 2 2 3 /W!ffia (n+klJ~?) SPRING WASHER 2 1 8 Y 5 2 9 0 0 0 2 2 8 f ,Y t- ( 0 + t-1J5Y?) NUT 2 2 4 Y 5 2 9 0 0 0 2 3 7 /<Y+> PACKING 2 2 8 Y529000241 = ~ 7 h NIPPLE 2 3 2 Y 5 2 9 0 0 0 2 5 0 XIJ-77,~ t- SLEEVE NUT
1 7 3 Y 5 2 9 0 0 0 1 5 4 I<-Y*> ( 3 % ' Y ? f - ~ b) PACKING (CAP NUT) 2 1 7 8 Y 5 2 9 0 0 0 1 6 2 Y % Y ? f 9 b CAP NUT 2 1 8 2 Y 5 2 9 0 0 0 1 7 0 I T - Y * > (1?-3+) PACKING (AIR PLUG) 2 1 8 5 Y 5 2 9 0 0 0 1 7 4 1?-3* AIR PLUG 2 2 1 2 Y 5 2 9 0 0 0 2 1 6 27-9 F (O* b U Y ? ) STUD 4
2 2 2 2 4
2 6 0 Y 5 2 9 0 0 0 3 0 6 1 b % > t-lt,~*> PACKING 262 C 0 6 0 5 0 2 6 2 0 I L / % ? i - ASSY-350ME (20UMl ELEMENT ASSY.-350ME (20UM) 2
2 3 6 Y529000255 X Y - Y SLEEVE 240 Y 5 2 9 0 0 0 2 6 0 tfB> ( I \> FJL) WASHER (HANDLE) 2 4 3 Y 5 2 9 0 0 0 2 6 7 I<>tftj? ( I \> Fib) SPRING WASHER (HANDLE) 246 Y 5 2 9 0 0 0 2 7 2 F x 9 4 % 4 l W NAME PLATE 2 5 9 C 0 6 0 5 0 2 5 9 0 I b % > t- ASSY-280ME ELEMENT ASSY. (280ME)
1 1 1 1 1 1 1 1
2
-1 \ 7
5DK-20
a$~giHjE;@ 0 +mkt (KI$%fa$$) - I T-E TURBOCHAGER LUBRICATING OIL FILTER FITTING (FRONT T/C) - WITHOUT COVER
iEi%#!%iY @.-.-..RHI 3 3 0- ...-- RH1 43 TURBOCHARGERTYPE
s4 *u.".se Name of Parts XPPQuantity Number Parts number g8.".gn 010
1 1
a#ER;B:B;Q +mkt (KG%B#E) - LI 1 l'-E TURBOCHAGER LUBRICATING OIL FILTER FITTING (FRONT T/C) - WITHOUT COVER
E 2 1 4 9 5 0 0 1 0 LO 0 * - N R 1 5 9 ' Y b-1 BRACKET-1. LO. FILTER A 2 4 5 0 1 2 2 7 0 O * @ ' Y 9 3 PIPING BLOCK C 0 6 0 5 0 0 0 1 3 O* FILTER C 0 6 0 5 0 0 0 1 4 O* FILTER "
E 2 9 4 9 7 0 0 7 0 3Yf7. LO O* SAUCER. L.O. FILTER
5DK-20
C 0 6 0 5 0 2 5 9 0 Ib%> b ASSY-2BOME ELEMENT ASSY.-280ME C 0 6 0 5 0 2 6 2 0 Ib%> b ASSY-350ME (20UM) ELEMENT ASSY.-350ME (20UM)
BOLT BOLT GASKET FLANGE GASKET
BOLT BOLT DRAIN COCK
5DK-20
B$sB;m;H;a +mkt ( ~ ~ ~ ~ ~ $ ~ ) - A 1 l'-%! TURBOCHAGER LUBRICATING OIL FILTER FITTING (REAR T/C) - WITHOUT COVER
a*EmH;#;a *mkl @;%a$$) - a 1 r-!% TURBOCHAGER LUBRICATING OIL FILTER FITTING (REAR T/C) - WITHOUT COVER
m$&%% @......RHl 3 3 @...-.RHl 4 3 TURBOCHARGERTYPE
SF %.".SF * n &&t& Name of Parts BmQuantity
BOLT BOLT GASKET FLANGE GASKET
Number Parts number 0
2 E 2 1 4 9 5 0 0 2 0 LO 0 + 1 5 ? ' Y b-TC (RT) BRACKET. T/C L 0. FILTER (RT) 1. 7 A24501 2 2 7 0 O+e'Y32 PIPING BLOCK
1 0 C 0 6 0 5 0 0 0 1 3 0+ FILTER 11 C 0 6 0 5 0 0 0 1 4 0+ FILTER ' 1 20 E 2 9 4 9 7 0 0 7 0 99Y5.. LO O+ SAUCER. L 0 FILTER
2 0 1 C 0 6 0 5 0 2 5 9 0 ILSY b ASSY-2BOME ELEMENT ASSY.28OME 2 0 2 C 0 6 0 5 0 2 6 2 0 ILSY b ASSY-350ME (20UM) ELEMENT ASSY-350ME (20UM) 2
BOLT BOLT DRAIN COCK
0
1 1 1
I
1 1
2
I Fl lTlNG (FRONTT~C) - WITH COVER 1 5DK-20 1 3.7.3 1 i%%k%?f 0 . - - - R H 1 33 @......RHl 4 3 TURBOCHARGER TYPE
S3 % B . " . Z E Name of Parts BQQuantitv Number Parts number aBEgn 01 0
1 € 2 1 4 9 5 0 0 1 0 LO O+-NR13T5Y b.1 BRACKET-1. LO. FILTER 1 7 A24501 2 2 7 0 O+@>Y33 PIPING BLOCK
1 0 C 0 6 0 5 0 0 0 1 3 0+ FILTER 11 C 0 6 0 5 0 0 0 1 4 0+ FILTER " 1 2 1 €21 4 9 5 0 2 10 3TT3. LO O$ SAUCER. L.O. FILTER
2 0 2 C 0 6 0 5 0 2 6 2 0 I L / > > b ASSY-350ME (20UM) ELEMENT ASSY.-350ME (20UM) 1
1 1 1
1
1 1
23 €21 4 3 5 0 2 0 0 Fs 3it;lb b WING BOLT 6 25 €21 4 9 5 0 2 5 0 2lC-1. T/C LO O+-FT COVER-1. T/C L.O. FILTER-FT 26 E 2 1 4 9 5 0 2 6 0 2lr-2. TIC LO O+FT COVER9. T/C L.O. FILTER-FT 27 E 2 1 4 9 5 0 2 7 0 21C-3. T/C LO O+-FT COVER-3. T/C L.O. FILTER-FT
2 0 1 C 0 6 0 5 0 2 5 9 0 I t / > > t- ASSY-2BOME ELEMENT ASSY.-280ME
BOLT BOLT GASKET FLANGE GASKET
6 1 1 1 1 1
2
BOLT BOLT DRAIN COCK STUD
5DK-20
; ( - 2l l C-i$ TURBOCHAGER LUBRICATING OIL FILTER FITTING (REAR T/C) - WITH COVER
FITTING (REAR T/C) - WITH COVER
E 2 1 4 9 5 0 0 2 0 LO 0 1 1 5 9 ' Y b-TC (RT) BRACKET. T/C L . 0 FILTER (RT) A 2 4 5 0 1 2 2 7 0 O S e ' Y 3 l PIPING BLOCK C 0 6 0 5 0 0 0 1 3 O+ FILTER C 0 6 0 5 0 0 0 1 4 0+ FILTER "
E2 1 4 9 5 0 1 50 ?I](-I. T/C LO o+-RT COVER-1. TIC LO. FILTER-RT
E 2 1 4 9 5 0 1 6 0 A](-2. T/C LO O+-RT COVER-2. T/C L.O. FILTER-RT E 2 1 4 9 5 0 1 7 0 AJr-3. T/C LO O+-RT COVER-3. TIC L.O. FILTER.RT E 2 1 4 9 5 0 2 1 0 39tf5, LO O+ SAUCER. L.O. FILTER E 2 1 4 3 5 0 2 0 0 $3 3 X J b b WING BOLT C 0 6 0 5 0 2 5 9 0 Ib%> b ASSY-2BOME ELEMENT ASSY.-280ME
X 2 0 0 0 1 0 0 2 8 Z Z Xlb b X 2 0 0 0 1 0 0 7 0 Z Z *lb b Z580203OOOZZ F b Y I Y 9 X 2 0 0 0 0 6 0 1 OZZ itiJb b
BOLT BOLT GASKET FLANGE GASKET
BOLT BOLT DRAIN COCK BOLT
ITJ 'A2P7K%=/ Y - 7 0 A COOLING WATER PUMP - 7 0 A
0--EK, @...9K, NORMAL ROTATION REVERSE ROTATION
as B.".S4 * rn Number Parts number &8% Name of Parts
1
"B7k%=/Y ITJ - 7 0 A COOLING WATER PUMP - 7 0 A
C.W. X 2 Y F70AR170 C.W. $27' F70AL I 70 C.W. X 2 7 F70AR160 C.W. X 2 l F70AL160
5DK-20
C.W. PUMP ASSY. F70AR170 C.W. PUMP ASSY. F7OAL l70 C.W. PUMP ASSY. F7OARl60 C.W. PUMP ASSY. F7OAL1 GO
BEARING CASE PUMP BODY (2) 70A-R-FC PUMP BODY (2) 70A-L-FC MECHANICAL SEAL HOLDER-FC IMPELLER (R)-160
IMPELLER (L)- 1 6 0 IMPELLER (R)-170 IMPELLER (L)-170 MOUTH RlNG NUT (R), IMPELLER
NUT (L), IMPELLER PUMP SHAFT-R PUMP SHAFT-L MECHANICAL SEAL MECHANICAL SEAL
CUT RlNG SPECIAL NUT SPECIAL WASHER COLOR
STUD NUT NUT STRAIGHT PIN KEY
KEY SNAP RlNG BEARING OIL SEAL O-RING
DRAIN COCK TAPER PLUG H W P L U G GASKET CLAW WASHER
2 5 7 1 5 0 1 OOOJZ X570003OOOJZ
.,-
COOLING WATER PUMP FITTING
Z&Z %;".Bq Name of Parts RSQuantity Number Parts number 8E'g@ 010
1
IT1 -Aa17J<% 2 YrniYt COOLING WATER PUMP FITTING
C.W. PUMP GEAR (223) C W PUMP GEAR (226) GASKET
5DK-20
NUT
1 xIl/;$aSmzm%=/Y NOZZLE COOLING OIL PUMP
Section "A-A"
I NOZZLE COOLING OIL PUMP
SE SBSBE Number Parts number gEEg4; Name of Parts Ha
Quantity
b<Jbi t i> l ASSY. V06L-18 OIL PUMP ASSY. VOGL-1 8
COVER.PUMP BODY PUMP BODY RELIEF VALVE CAPSAFETY VALVE SPRING PUMP DRIVING GEAR SHAFT
PUMP DRIVEN GEAR SHAFT PUMP BUSH (2) PUMP BUSH (1) GASKET. CHECK VALVE BODY OIL CUT RING (2)
BLANK PLATE SPRING
BOLT BOLT NUT CLAW WASHER STRAIGHT PIN
KEY SNAP RING BEARING OIL SEAL BANJO
BANJO PLUG OIL SEAL GASKET GASKET TAPER PLUG
X ~ L ; W I S E Q ~ Y ~ ~ ; ~ NOZZLE COOLING OIL PUMP FITTING
/ Xl i/;f;a;a$ =/ 3aKt NOZZLE COOLING OIL PUMP FITTING
SF 3ESF Name of Parts BR Number Parts number gBEg.M; Quantity
GEAROIL PUMP GASKETPUMP BODY
504 X 2 0 0 0 0 8 0 1 8 Z Z iKlb b BOLT 4
/ XIL/;$%PSQflE# NOZZLE COOLING OIL RELIEF VALVE
as Bsse Number Parts number 3'g8J Name of Parts ax Quantity
7 p-9
OIL RELIEF VALVE ASSY. 1
/ X')L;%BSh3E# NOZZLE COOLING OIL RELIEF VALVE
RELIEF VALVE BODY RELIEF VALVE SPECIAL WELDING SEAT CAP NUT ADJUSTING SCREW
5DK-20
SPRING CASE SPRING
NUT FLAT WASHER BANJO GASKET GASKET
Et#$E (SGSG) - l/C DH@ GAUGE BOARD (FRONT T/C) - I/C : DH TYPE
i&GtRl%z @......RHl 33 @.-,.RH143 TURBOCHAGERTYPE
se BE= Number Parts number Name of Parts
I
E2 1 3 0 5 0 0 7 0 94+JW-6 GAUGE BOARD-6 C 0 4 7 0 7 0 2 4 0 Z 9 9 Y j L ( I ) CUSHION RUBBER (1) C 0 4 7 0 7 0 2 5 0 94+1<Y b93IUW SPECIAL SPRING. GAUGE BOARD €21 3 0 5 0 1 80 94*1W759'Y b-L BRACKET-L:GAUGE BOARD E 2 1 3 0 5 0 1 9 0 94+1W759Y b-R BRACKET-R. GAUGE BOARD
St%& (ZGag) - l/C DH3! GAUGE BOARD (FRONT T/C) - I/C : DH TYPE
C 0 1 2 4 0 0 0 1 1 i t -X HOSE C 0 1 2 4 0 0 0 1 2 iti-X HOSE E2 1 3 0 5 0 2 2 0 Y - i l lVb lYY1 SUPPORT. GAUGE VALVE E 2 1 3 0 5 0 2 3 0 94*1<YiKIb b BOLT. GAUGE BOARD C 0 1 2 4 0 0 0 1 3 i t -X HOSE
5 ~ ~ ~ 2 0
€2 1 3 0 5 0 2 6 0 94+JW159.:, b74X9YX DISTANCE. GAUGE BOARD BRACKET E 2 1 3 0 5 0 2 9 0 7'4X9YX DISTANCE E 2 1 3 0 5 0 3 0 0 74X9YX DISTANCE
X 2 0 0 0 0 6 0 1 OZZ ZJb b X 2 0 0 0 0 6 0 1 6 Z Z 8th b X 2 0 0 0 1 0 0 2 0 z z Zlb b X20000602OZZ Zlb b X220006OOOZZ +Yb
BOLT BOLT BOLT BOLT NUT
NUT NUT SPECIAL NUT FLAT WASHER SPLIT PIN
GASKET BOLT BOLT BOLT BOLT
X 2 0 0 0 1 2 0 2 5 Z Z ZJb b BOLT
C061500851 ?347>94 70 (2) 2:l RlOOO TACHOMETER 70 (2) 2:l R 1 0 0 0 C061500921 %14?)/94 70 (2) 2.1 R 1 5 0 0 TACHOMETER 70 (2) 2.1 R 1 5 0 0 C06 1 5 0 1 933 7b*!~-YJb FLEX. CABLE
X 2 2 0 0 0 4 0 0 0 2 Z +Yb NUT X 2 4 5 2 0 4 0 1 4 Z Z + Y K X & 9 + P A N MACHINE SCREW 4 4
Et#$k (ZCgSE) - l/C : DHg GAUGE BOARD (FRONT T/C) - I/C : DH TYPE
se BEse Name of Parts BMQwnt'itv Number Parts number @ I @
I
60 PRESS. GAUGE. 0 1 /4U3-00 6 0 PRESS. GAUGE. 0 1 /4U6-00 60 PRESS. GAUGE. 0 1 /4U10-40 6 0 PRESS. GAUGE. 0 1 /4U10-50 6 0 PRESS. GAUGE. 0 1 /4U10-23
60 PRESS. GAUGE, D 1 /4U6-24 DAMPNER NEEDLE VALVE NAME PLATE-ST1 JOINT
COCK CONNECTOR JOINT CUP NUT
+ PAN MACHINE SCREW GASKET
se %8.".?SF Name of Parts BM Number Parts number Quantity
W#& (i$5%%4% : RH133) - l/C : DHBg GAUGE BOARD (FRONT T/C : DH133) - I/C : DHB TYPE
GAUGE BOARD-6 CUSHION RUBBER (1 ) SPECIAL SPRING, GAUGE BOARD BRACKET-L.%AUGE BOARD BRACKET-R. GAUGE BOARD
5DK-20
HOSE HOSE BOLT. GAUGE BOARD HOSE DISTANCE
SUPPORT. GAUGE VALVE
BOLT BOLT BOLT BOLT NUT
NUT NUT SPECIAL NUT FLAT WASHER SPLIT PIN
GASKET BOLT BOLT
NUT + PAN MACHINE SCREW
C061500851 ;h4?>?4 7 0 (2) 2: 1 R1000 TACHOMETER 7 0 (2) 2: 1 R1000 1 C061500921 ;h47>?4 7 0 (2) 2.1 R1500 TACHOMETER 7 0 (2) 2.1 R1500 CO61501933 7b*?-71b FLEX. CABLE
1 1 1
' I --
it#@ (Z$%aG : RH 133) - I/C : DHBE!! GAUGE BOARD (FRONT T/C : DH133) -
5 ~ ~ - 2 0 I/C : DHB TYPE
6 0 PRESS. GAUGE. 0 1 /4U3-00 60 PRESS. GAUGE. D 1 /4U6-00 60 PRESS. GAUGE. 0 1 /4U10-40 60 PRESS. GAUGE. 0 1 /4U 10 -50 60 PRESS. GAUGE. 0 1 /4U 10-23
60 PRESS. GAUGE. D 1 /4U6-24 OAMPNER NEEDLE VALVE NAME PLATE-ST1 JOINT
COCK CONNECTOR JOINT CUP NUT
+ PAN MACHINE SCREW GASKET
SF 88SEF4 8KE8VJ Name of Parts Brn Number Parts number Quantity
, ,
X 2 0 0 0 0 6 0 1 OZZ f i lb i- X 2 0 0 0 0 6 0 1 6 Z Z SJb b X 2 0 0 0 0 6 0 1 6 Z Z SJb b X220006OOOZZ T Y b X 2 2 0 0 0 6 0 0 0 Z Z T5Y b
=t%& D (f&%Bi$Z) GAUGE BOARD (REAR T/G)
BOLT. GAUGE BOARD GAUGE BOARD-6 BRACKET. GAUGE BOARD SUPPORT. GAUGE VALVE CUSHION RUBBER (1 I
5DK-20
SPECIAL SPRING. GAUGE BOARD 2 HOSE 2 HOSE 2 HOSE 2
BOLT BOLT BOLT NUT NUT
NUT SPECIAL NUT FLAT WASHER SPLIT PIN GASKET
BOLT BOLT NUT
NUT + PAN MACHINE SCREW
TACHOMETER 70 (a 2: 1 R 1 0 0 0 I TACHOMETER 70 (2) 2: 1 R 1 500 FLEX. CABLE I
B.auantiW
Y 7 0 3 0 9 3 0 0 0 6 0 T-3 D1/4U3-00 0 PRESS. GAUGE 0 1 /4U3-00 Y 7 0 3 0 9 6 0 0 0 6 0 T-3 D l /4U6-00 6 0 PRESS. GAUGE 0 1 /4U6-00 Y 7 0 3 0 0 1 0 4 0 60 7 - 3 D1/4UIO-40 60 PRESS. GAUGE. 01 /4U10-40 Y 7 0 3 0 0 1 0 5 0 60 Y -3 D l /4U 10-50 60 PRESS. GAUGE. 01 /4U10-50 1 Y 7 0 3 0 0 1 0 2 3 6 0 T-9 D1/4U 10-23 6 0 PRESS. GAUGE. 0 1 /4U10-23 1
1 1
O..---. iE7RlX&/XIb%M O-.....AEE@lLb&/XIb%B F.W. NOZZLE COOLING 0.0. NOZZLE COOLING
SF %K,o,Se * n Name of Parts D Q u a n t i Number Parts number mBnog% @ I @
I
5 ~ ~ ~ 2 0
WSJi (@%a%) GAUGE BOARD (REAR T/C)
COCK CONNECTOR JOINT CUP NUT
C 1 0 Y 7 0 3 0 9 6 0 2 4 60 T-3 D1/4U6-24 6 0 PRESS. GAUGE. D 1 /4U6-24 1 C1 1 Y 1 4 2 0 3 0 3 0 0 927f - DAMPNER 1 C 1 2 YO1 2 3 5 0 0 8 5 Z- F l b l O b 7 NEEDLE VALVE 5 C 1 4 Y A 5 0 6 4 7 1 7 5 0 T-f*%41<2-STl NAME PLATE-ST 1 C 2 5 E 2 1 3 6 5 0 2 5 0 e'Y93 JOINT 4
+ PAN MACHINE SCREW GASKET
1 1 6 1 5
$$$+qg%gE . jlp%ugg FUEL SHUTDOWN 6 CONTROL PISTON
S% * m &.Be Number Parts number gBzafi Name of Parts
xp.. Quantity
HgwgE - #lp$#gg FUEL SHUTDOWN & CONTROL PISTON
FUEL SHUTDOWN DEVICE G1
5DK-20
CYLINDER SHUTDOWN PISTON CONTROL PISTON ADJUST BOLT COVER.?
COVER-2 LABEL. FUEL SHUTDOWN DEVICE MAIN SPRING AIR FILTER
BOLT SPECIAL NU1 O-RING O-RING O-RING
O-RING O-RING
5DK-20
$$#Eg@g jfp$?@Emiq FUEL SHUTDOWN 6 CONTROL PISTON FITTING
?SS 8EES9 Name of Parts @ . H . Number Parts number Ouantlty
g$#qm&gjg #lp$,qgjsQg{q FUEL SHUTDOWN 6 CONTROL PISTON FITTING
S107809010 G l f S 9 F.O. 3 1 . 9 Y Y 3 ' f F.O. SHUTDOWN DEVICE G1 N P E 1 A333790010 f i 7 a X - f y Y OVER LOAD INDICATOR 1 L510009010 itiEF231%-9 POTENTIOMETER 1
5DK-20
E2 16050020 7 4 > Y 9 F Y 5 T 5 Y b G f l 9 BRACKET.F.0. SHUTDOWN DEVICE-G 1 E216050090 FO 9?9'/L/)<-. G f j 9 LEVER. F.O. SHUTDOWN-G 1 E216050100 FO 9?929;/9-Gfl9 LINK. F.O. SHUTDOWN DEVICE I E201650050 3 € Y O Y F 9 9 W (2) CONTROL ROD BEARING (2) 1 E216050150 X 7 I L l h J b 7 b > < 7 l J > 9 SPHERICAL PLAIN BEARING 1
BOLT BOLT TOOTHEOLOCKWASHER SPRING PIN SPRING PIN
SNAP RING NUT TOOTHED LOCK WASHER BOLT BOLT
E2 16450030 h 7 h T > 9 Y * 7 7 t r ~ t- BLACKET. OVER LOAD DETECTOR 1 E296400090 blc- LEVER 1
BOLT NUT BOLT HEX. SET SCREW SPRING PIN
E215150010 i K ? Y 9 3 % - 9 3 7 T ~ i. (GI) BRACKET (G 1 ). POTENTIOMETER 1 E2 16050080 F.0. > ? 9 Y b l < - LEVER. F.O. SHUTDOWN 1 E295 150060 iK?Y33 9-9blc- (2) LEVER (2). POTENTIOMETER 1 E2 15 1 50070 U'/9 LINK 1
NUT BOLT BOLT BOLT SPRING PIN
FLAT WASHER LlNK PIN SPLIT PIN SPRING PIN
SF 888.ES9 Number Parts number 8K'gw Name of Parts
alp Quantity
BOLT FLAT WASHER LINK PIN SPLIT PIN SPRING PIN
ITEM
8.1 5DK-20 BLOWER CLEANING PARTS - T/C : RH133
se BB.".SF Number Parts number aEg@ Name of Parts Pi*
Quantity
2'0 7-%fgS - T/C : RH 133 BLOWER CLEANING PARTS - T/C : RH 133
C044090010 1073?13/3 ASSY
5 0 ~ 4 0
BLOWER SYRINGE ASSY.
SYRINGE HOSE NIPPLE SOCKET NAME PLATE. BLOWER SYRINGE
PLUG VINYL HOSE JOINT PIECE (RU)
HOSE BAN0
u 7 - T C RH 1 43 BLOWER CLEANING PARTS - T/C : RH 143
7 7 - T C : RH 143 BLOWER CLEANING PARTS - T/C : RH143
SF * m &&E Number Parts number Name of Parts X(r. Quantity
C 0 4 4 0 9 0 0 1 0 7073 Y 23 ASSY
X546110030JZ '9373 ASSY Z584OOl5OOZZ f i - X D F 2 5 8 5 1 1 OOO3ZZ t12lPl F
BLOWER SYRINGE ASSY.
SYRINGE HOSE NIPPLE SOCKET NAME PLATE. BLOWER SYRINGE
PLUG CLUMP VINYL HOSE PlPE
BANJO ASSY. HOSE BAND PlPE SUPPORTER
$JjE3?y+ ( 9 9 2 9 4 y p) OIL PRESS JACK (CYLINDER HEAD)
:QE9-py+ ( 9 Y 2 9 - y F) OIL PRESS JACK (CYLINDER HEAD)
SF %ES% Number Parts number gBzga Name of Parts
am Quantity
5 E 2 1 9 5 5 0 0 5 0 9,,y+X9> F - ~ Y F JACK STAND-HEAD 7 E 2 1 9 5 5 0 0 7 0 3? ,~+9 IJ>9 JACK CYLINDER 9 E 2 1 9 5 5 0 0 8 0 ~ ? , Y + Y X b> JACK PISTON 9 E 2 1 9 5 5 0 0 9 0 L Y I < U Z I ~ b TENSION BOLT
1 5 E 3 3 9 5 0 0 1 4 0 3?,~+1\> FJb JACK HANDLE
BACK-UP RlNG BACK-UP RlNG SOCKET COUPLING
HEX. SET SCREW BALL O-RING O-RING
;QJwT Y * (%5'wFT ~ 7 ) OIL PRESS JACK (METAL CAP)
% E ~ ? Y = F (%9WF?~71 OIL PRESS JACK (METAL CAP)
SF 3ESe Name of Parts Em Number Parts number 'n'gm Quantity
6 E219550060 ijt3Y+X9> F-+t,~f JACK STAND-CAP 7 E219550070 ijf ,~*3'J79 JACK CYLINDER 8 E219550080 ~ ~ , Y + C X k 7 JACK PISTON
1 5 E339500140 3f>~+l\Y FJL JACKHANDLE 1 8 E219550180 1<~~977~1'J77 BACK-UP RING
BACK-UP RlNG SOCKET COUPLING
HEX. SET SCREW BALL O-RING O-RING
3QESL OIL PRESS. RAM
Detail "A" Detail "B"
7 83 SQE7lA OIL PRESS. RAM
SE %8ES4 Number Parts number 3Eg8J Name of Parts Quantity
CYLINDER. OIL PRESS. RAM SPECIAL BOLT PISTON. OIL PRESS, RAM PLUG. C~LINOER PULL PIECE (1 )
PULL PIECE (2) SOCKET COUPLING PULL PIECE (3) DUST SEAL BACK-UP RlNG
BACK-UP RING PULL PIECE. OIL PRESS. RAM
SET SCREW O-RING O-RING BOLT
Pub. No. EE74E-11015
CONSTRUCTION & OPERATION REPAIR & MAINTENANCE
WARNINGS The following definitions and warning signs are used in this service manual. These are extremely important to safe operation. Important points are described to prevent bodily injury and property damage. They must be fully understood before beginning governor maintenance.
Improper maintenance can result in injury and property damage. 1 MEANINGS OF MARKS
The following marks are used in this service manual to facilitate correct governor maintenance.
I Advice Procedures that must be performed to enable the best possible governor I I
maintenance. Note Information assisting in the best possible governor maintenance.
FOREWORD The RHD hydraulic governor is a high performance variable speed governor for use with main and auxiliary marine engines. engines for electric generators and general power engines . This service manual describes the construction and operation. repair and maintenance. and adjustment of the RHD6 and RHDIO hydraulic governors .
The contents of the manual. including illustrations. drawings and specifications were the latest available at the time of printing . The right is reserved to make changes in specifications and procedures at any time without notice .
Bosch K.K. Sales Automotive Aftermarket Division
CONTENTS Page Page
................................... FEATURES .. 1 DISASSEMBLY 23 ..................... ............. SPECIAL TOOLS .................................. 23
SPECIFICATIONS ................................ 2 EXPLODED VIEW ................................ 24
CONSTRUCTION ................................. 6 PART LIST ......................................... 25 .................................... OPERATION 8 PREPARATION 26 .......................................
DISASSEMBLY ..................................... 26 ENGINE STARTING ............................... 8
................................... NORMAL OPERATION 9 INSPECTION 31 ..........................
LOAD INCREASE ................................. ENGINE STOPPING ............................. AUXILIARY STARTING BOOSTER ..... SPEED DROOP MECHANISM ............. COMPENSATOR MECHANISM ...........
...................... ADDITIONAL DEVICES
GOVERNOR MOTOR ...........................
.
ADJUSTMENT ..................................
SPECIAL TOOLS .................................. PREPARATION .................................. ..
OPERATION TEST ............................... ADDITIONAL DEVICES ........................
TROUBLESHOOTING ........................
PNEUMATIC CONTROLLER ............... 18 PART NUMBER EXPLANATION ....... 56
HYDRAULIC CONTROLLER ................ 19
HANDLING ......................................... 20
GOVERNOR INSTALLATION .............. 20
HYDRAULIC FLUID .............................. 20 AIR BLEEDING & COMPENSATION ADJUSTMENT ........ 21 LINKAGE CONNECTIONS ................... 22
DAILY INSPECTION ............................. 22 IN-SERVICE INSPECTION .................. 22
7 Q k, /
FEATURES
1. The RHD governor has a large controlling force, despite its compact size.
2. As the hydraulic fluid is contained in the governor, piping and sub-tank installation are unnecessary when installing the governor on the engine.
3. As the power piston utilizes a differential system, the operating force is uniform. Moreover, it is not necessary to install a return spring in the fuel control linkage. When play in the linkage system is excessive, however, it is necessary to install a spring at the end of the system to absorb this play.
4. The governor is able to rotate in either direction, and therefore it can be used without modification on engines which rotate in the reverse direction.
5. Because the normal operating speed is low, governor endurance is high, and gearing is simple when installing the governor on low and intermediate speed engines.
6. The governor has a speed droop m e c h a n i s m a n d a c o m p e n s a t o r mechanism, enabling it to be easily and freely adjusted. The adjustment range is very wide, enabling governor use on a wide range of engines. The governor can also be used as an isochronous governor with 0% speed droop.
7. The governor body's high tensile aluminum alloy casting makes it extremely lightweight.
8. The governor can be equipped with a governor motor, a pneumatic controller and a hydraulic controller.
9. RHD6 a n d RHDIO governors are interchangeable. For example, if a higher pressure injection system is required or if the governor's control force is insufficient to cope with the demand for increased engine output, decreased fuel consumption or the use of lower quality fuel oil, then the RHDIO can replace the RHD6.
10. The governor is equipped w i th a standardized piping connection to enable the installation of an auxiliary starting booster.
11. Of t h e R H D I O gove rno r ' s ma in components, 80% are identical to those of the RHD6. Almost 100% of the remote control device's components are identical to those of the RHD6.
f 71
SPECIFICATIONS
Zontrol force 15.9 J {0.6 kgf. m) 19.8 J { I .O kgf . m)
Iutput shaft operation angle 135" 140'
Iutput shaft torque
'ewer piston diameter I small: # 17.7; Large: # 25 1 small: # 18.6; Large: # 27
I Standard rating: 600-2,000 rlmin
9.8 N . m { I .0 kgf . m}
(Normal: 1,706-2,000 rlmin) ;ontrolled speed range High speed rating: 800-2,400 rlmin
1 5 N - m ( 1 . 5 k g f - m }
- . I (Normal: 1 ,goo--2,400 rlmin)
Vlaxirnum allowable speed 12,500 rlmin
Speed droop adjustment ange
1 O-approx 10% (rated)
zompensator
3irection of rotation I Clockwise 8 counterclockwise
Needle valve type
Sovernor drive power I Max approx 0.2 kW ( 0 . 3 ~ ~ )
iydraulic fluid
3ry weight (lever type)
Applicable engines
SAE20W-40 (Mobiloil)
5.5 kg 15.7 kg
Low speed: up to approx 1,500 kW (2,000 ps} Intermediate speed: up to approx 1,850 kW {2,500 ps} High speed: up to approx 2,200 kW {3,000 ps}
PE (all types) PFIZ x I 8 cvl PFIC, - 1 ~ d x 16 (18) cyl
Applicable injection pumps PFIW 6, cvl
The main difference between the RHD6 and the RHDIO is the power piston. The parts adjacent to the power piston also differ. Note: 1. The method of connecting fuel linkages and
the amount of corresponding resistance differ depending on the size of the applicable engine and the size and number of the injection pumps. Consequently, engines with little friction loss can be used in high output engine
Low speed: up to approx 2,200 kW {3,000 ps}
High speed: up to approx 2,950 kW (4.000 DS)
PE (all types) PFICX x 18 cyl PFIWX x 16 cyl PFIGXx12cy l P F I D X x 8 cyl P F I E X x 6 cyi I
applications and, conversely, engines with large friction loss can only be used in applications equal to or less than those specified above.
2. Simply because the governor has surplus control force does not necessarily mean that stable operation can be ensured. In order to ensure stable operation and to prevent the speed from exceeding the necessary speed, the inertia of the engine and the drive system should be as large as possible.
The figure below shows the RHD6 hydraulic governor (lever type). The RHDIO has a special plug (piping connection) for auxiliary starting booster installation located below the center of the name plate.
HD6 and RHD10-MC, -MCL type governor motors
MC type with governor motor
Approx 118 I j 29
JIS C3410 250V type
0
2
Motor
Gear head (speed reduction ratio)
Speed setting time
Limit switch adjustment range (RHD6, 10 -MCL)
Voltage
AC I OOV AC220V DC24V
DC 100V
Cycle Speed
50160 Hz 1,20011,450 rlrnin 50160 Hz 1,20011,450 rlmin
2,200 rlmin 2,200 rlmin
Current consumption
1118, 1/30, 1150, 1/75, 11100, 11150, 11300, 11375, 11450, 11600, 11900, 111500
The speed setting time can be determined freely by choosing from any of the above gear heads. The standard specified time, however, is approimately that shown below. Main engines: 20-25 sec dead slow to rated speed Engines for generators: 7-9 secll Hz
Standard specification Lower limit: 600 rlmin Upper limit: 2,000 rlmin Prior to shipment, the lower limit is set at 600 rlmin, and the upper at 1,600 rlmin. High speed specification Lower limit: 800 rlmin Upper limit: 2,400 rlrnin Prior to shipment, the lower limit is set at 800 rlmin, and the upper at 2.000 rlmin.
MCL type with governor motor Speed sening screw
Lower limit sw,ititch \ upper limit switch
73 -> CONSTRUCTION
Gear pump zear shafl
The above figure shows a cutaway view of the RHD6 hydraulic governor. The governor is installed directly on the engine. Engine crankshaft speed is increased using a suitable gear ratio, and is then transmitted to the governor gear shaft. This rotation is transmitted to the hydraulic governor's gear pump, which pressurizes the hydraulic fluid. The gear pump pumps hydraulic fluid from the governor's hydraulic fluid tank in through the low pressure side of the regulating valve, and delivers the high pressure hydraulic fluid to the pilot valve. The regulating valve also regulates the pressure of the fluid pressurized by the gear
pump (RHD6: 1 . I 8 MPa {I2 kfglcm2}, RHDI 0: 1.47 MPa (15 kgf/cm2}) and returns excess fluid to the gear pump's intake side. The gear pump has four check valves so that governor performance does not vary, even when the governor rotates in the reverse direction. The gear pump's driven gear and the sleeve are unified. One end of the sleeve is connected lo the governor flyweight. The pilot valve inside the sleeve is moved up and down in response to the flyweight's centrifugal force to control the flow of hydraulic fluid to the power piston, reacting promptly to variations in engine load to rotate the terminal shaft.
CONSTR 7P CTlON
Air breather
Flyweight assembly
Thrust needle roller bearing
Lower compensating spring
Compensating piston
Compensating bushing
Gear shaft P-RHDRdO
The flyweight's centrifugal force is transmitted to the pilot valve by the thrust needle roller bearing. The speeder spring's force is always acting against the flyweight's centrifugal force. The set force of the speeder spring can be changed by moving the control lever. The flyweight assembly is an oil damper type assembly. When sleeve rotation is transmitted to the flyweight, the oil acts to absorb unnecessary high frequency rotation fluctuations and enable stable output. The power piston, which controls the fuel injection quantity to the engine, is a simple
mechanism which enables high stabilized output. The power piston is operated by the hydraulic fluid to move in both the fuel increase and fuel decrease directions. The power piston rotates the terminal shaft via the guide lever and the terminal arm to directly control fuel injection quantity. In addition to having a larger diameter power piston, the RHDIO is equipped with a piping connection to enable the connection of an auxiliary starting booster to the top of the power piston.
79 i / j OPERATION
NGlNE STARTING
Control lever
\
- Fuel decrease , High pressure hydraulic fluid - Fuel increase a Low pressure - hydraulic fluid
u Cross section I
/ + Gear shaft
When the engine is stopped, the flyweight is pushed down and closed by the force of the speeder spring. Consequently, the pilot valve is in its lowermost position. When the control lever is then moved in the fuel increase direction, the engine is rotated by compressed air, etc, the gear pump is operated through the gear shaft and the hydraulic fluid is pressurized. Because the flyweight is pushed down by the speeder spring and the pilot valve does not
move, the pressurized hydraulic fluid passage and the passage to the power piston are open, and the hydraulic fluid pressurized by the gear pump is delivered through the pilot valve to the top and bottom of the power piston. Because the ratio of the areas of the power piston subject to hydraulic pressure is 1 2 , the power piston is immediately moved up (in the fuel increase direction) to move the output shaft side lever in the fuel increase direction through the system of links and facilitate engine starting.
BOO OPERATION
Control lever
\?I
NORMAL OPERATION
.
-
High pressure hydraulic fluid Low pressure hydraulic fluid Cross section
, Power piston
When the control lever is moved in the speed increase direction, the speeder spring is compressed by the speed control shaft. When the speeder spring force exceeds the flyweight's centrifugal force, the pilot valve is moved down. Because of this, the high pressure hydraulic fluid passage and the top and bottom power piston passages open, and the high pressure hydraulic fluid pressure moves the power piston in the fuel increase direction to increase engine speed. As the engine speed increases, the flyweight's centrifugal force increases and the pilot valve
is pulled up. At the position where the speeder spring force and the flyweight's centrifugal force balance, the high pressure hydraulic fluid passage and the bottom power piston passage are closed by the pilot valve land. Because of this, the power piston maintains this position and a constant stable speed is maintained. At this time, excess hydraulic fluid overflows through the regulating valve and is returned to the gear pump's intake side to maintain a stable hydraulic fluid pressure to the pilot valve.
9 OPERATION
LOAD DECREASE Control lever
~ e e d l i valve
When engine load decreases, and governor rotation has increased, the flyweight's centrifugal force increases and moves the pilot valve up. This opens the center pilot port so that the hydraulic fluid in the bottom of the power piston returns to the governor's hydraulic fluid tank. Consequently, the power piston is moved down (in the fuel decrease direction) by the high pressure hydraulic fluid in the top of the cylinder and the speed is decreased to the previous balanced condition. When the power piston moves down, it compresses the speeder spring through the speed droop mechanism's floating lever, the pilot valve moves down, and the land moves to a position where it closes the pilot port. When the power piston moves down, its downward movement is also transmitted to the compensating pushrod and piston through the
compensating spring in the power piston. Because of this, the negative pressure generated in the compensator chamber relieves the upward movement of the pilot valve. momentarily applying a force in the downward direction. The compensating effect ends when hydraulic fluid from the governor chamber flows in through the needle valve for a fixed period to restore the negative pressure in the compensator chamber to atmospheric pressure. Consequently, when the pilot port is closed by the speed droop mechanism and the compensator mechanism, the power piston and the terminal shaft stop at a new position where the fuel necessary to operate the engine at normal no-load speed is supplied when the engine load is cut.
@?;5-./ OPERATION
LOAD INCREASE Control lever \ qFloatiy lever - Fuel decrease - Fuel increase
,GJ2 High pressure I. hydydr1ic ,,,,id Low pressure hvdraulic fluid 0 cioss section
Speeder spring ,Power piston
/ Needle valve
P-RHDRdl8
When the engine load increases, engine speed decreases and the governor's operation is exactly opposite to that at load decrease. Thus, the pilot valve moves down, high pressure hydraulic fluid flows into the chamber below the power piston, and the power piston moves upward in the fuel increase direction to increase the engine speed and return it to the previous balanced condition. When the power piston moves up, the speeder spring is moved upward by the speed droop mechanism through the f loat ing lever. Consequently, the pilot valve also moves upward until the pilot valve land closes the pilot port.
As the power p is ton moves up , t he compensating piston is drawn up by the lower compensating spring, and the compensator chamber pressure becomes positive. Because of this, the speed at which the pilot valve moves down is relieved as this pressure is applied in an upward direction. The compensating effect ends when the hydraulic fluid flows from the governor chamber in through the needle valve for a fixed period to restore the pressure in the compensator chamber to atmospheric pressure. In this way, the pilot valve returns to its regular position and the engine is maintained at the new power piston position.
03 OPERATION
:NGINE STOPPING
/ Needle valve
Because the governor's power piston is moved in the fuel decrease direction by the high pressure hydraulic fluid above the power piston, when the control lever is moved to the stop side the pilot valve is moved up by the speeder spring.
rerrninal lever
Engine stop handle I \
Hydraulic governor P.RHDR-OI2
High pressure hydraulic fluid Low pressure hydraulic fluid Cross section
, Power piston
The high pressure hydraulic fluid in the bottom of the power piston is then returned to the governor's hydraulic fluid tank, the power piston moves down (in the fuel decrease direction) and the engine can be forcibly stopped. The engine can also be stopped by remote control by a governor motor or pneumatic controller. These remote control devices are also installed with a synchronizer to enable manual engine stopping. When the engine is not stopped on the governor side as described above, but is instead stopped by a handle which mechanically sets the control rack to the non-injection position, it is necessary to install a spring in the link system to prevent excessive force being applied to the govern or. As this governor does not have a load limit device, it is also necessary to install a spring as above when it is necessary to mechanically limit the load.
Control lever
\ 3. --c Fuel decrease
Fuel increase - High pressure hydraulic fluid Low pressure hydraulic fluid Cross section
compressed air
+\ Gear shaft
Compressedair ' Iart ing , boosler
npensarlon 11 ,Return check ;
valve P-RHDR41
An auxiliary starting booster can be connected to the RHDIO governor when necessary. The following explains engine operation at starting when a booster has been connected to the governor. When compressed air is supplied to the booster piston to facil i tate start ing, the piston compresses the spring and the hydraulic fluid in the chamber opposite the compressed air is guided through the discharge side check valve to the chamber above the power piston. As the governor at this time is in the engine starting status, as explained previously, the hydraulic fluid also flows through the pilot valve to the chamber below the power piston.
As the governor is simultaneously being turned, high pressure hydraulic fluid from the gear pump is also acting on the top and bottom chambers of the power piston. Consequently, hydraulic fluid pressurized by the booster moves the power piston in the fuel increase direction faster than normal, and it arrives at the fuel position necessary for starting faster than normal. The booster is an effective means of assisting starting for engines such as those for emergency power generators, where mis-starting must be avoided, and high output engines where the governor's surplus output is small. Boosters are manufactured especially for the RHD6 and RHD10 governors.
c, E' &=,s OPERATION
SPEED DROOP MECHANISM
a Full load maximum U)
m C
C LU
T i m e u n t i l
Speed droop adjuster Terminal am1
Power piston Speed droop (%) = No load maximum speed (N,) -full load maximum speed (N)
Full load maximum speed (N) x I00 P.RHORQ1
With the speed droop mechanism, speed droop can be varied freely from 0% - 10% by adjusting the speed droop adjuster. When the speed control shaft position is fixed using the control lever, and the engine speed is maintained at a speed suitable for a fixed load, should the load decrease, the power piston is moved in the fuel decrease direction (ie, down) to prevent an excessive speed increase. With this power piston movement, the speed droop adjuster attached to the terminal arm turns and pivots the floating lever in a clockwise direction around the wire A to compress the speeder spring and apply a new set load. Because the speeder spring's set load is increased, the pilot valve is again moved down to a position where it closes the pilot port, the flyweight's centrifugal force and the speeder spring are balanced at an engine speed a little higher than the initial balanced condition, and this engine speed is maintained.
Conversely, when the load increases, power piston movement in the fuel increase direction extends the speeder spring so that the engine speed is maintained at a speed a little lower than that when the engine speed was originally balanced. Consequently, by adjusting the speed droop adjuster scale, the link lever ratio is changed and, as the speeder spring's set force can be changed, speed droop can be set freely.
Speed droop (stabilizing droop) When load is cut at full-load maximum speed (N), the speed will increase and then stabilize at no-load maximum speed (NJ. Speed droop is the no-load maxrnurn speed ( N,) expressed as a percentage of the full-load maximum speed (N).
Momentary droop When the load is cut at full-load maximum speed (N), the maximum speed (N,) attained while -the speed is stabilizing expressed as a percentage of the full-load maximum speed (N) is referred to as the momentary droop.
B 06 OPERATION
COMPENSATOR MECHANISM Upper compensating spring
Lower compensating spring
Needle valve P-RHDR-011
Compensating chamber
The compensator mechanism is used to prevent hunting, which generally more easily occurs when speed droop is decreased. The compensator mechanism's upper compensating spring and lower compensating spring are both assembled with a set load. When engine speed increases and the power piston has moved in the fuel decrease direction (ie, down), the power piston and pushrod and the compensating piston first move down together. Because of this, the pressure in the compensating chamber becomes negative. When this negative pressure falls below a certain value, as it overcomes the upper spring's set load and compresses the spring, the amount of compensating spring movement becomes relatively less than the amount of power piston movement (the rate that negative pressure is generated becomes less than power piston movement). As the compensating chamber is connected to the lower pilot valve chamber, the lower pilot valve chamber pressure also becomes negative, and the pilot valve works to move down against the flyweight's centrifugal force and close the previously open pilot port. Because of this, power piston movement in response to engine fluctuations can be slowed to a certain extent and hunting prevented.
In other words, providing the compensating spring with a set load and varying the rate at which negative pressure is generated by power piston movement can improve stability by preventing hunting, and improve response (ie, the speed at which the power piston moves in the fuel increase direction) by minimizing momentary droop. Conversely, when engine speed decreases, the power piston moves up. As the lower compensating spring has a set force, however, the compensating piston also initially moves up, and the compensating chamber pressure becomes positive. When this positive pressure exceeds a certain level, the spr ing i s compressed and the rate at which the positive pressure is generated is slowed. When the compensating chamber pressure becomes positive, the lower pilot valve chamber pressure also becomes positive, and the pilot valve is pushed up to close the pilot port. Because of this, excessive power piston movement and therefore hunting can be prevented. Closing the needle valve increases the pressure generated in the compensating chamber, and thus increases the compensator effect, so that response can be further slowed.
The governor can be equipped with a governor Their construction and operation are explained motor and a pneumatic controller. below. These facilitete remote engine control from a central control room.
GOVERNOR MOTOR RHD6 and RHDIO - MC type governor motor
/ Guide screw
The governor motor operates when the engine Because the speed setting screw acts on the speed set switch in the control room is turned speed adjusting mechanism within the governor, ON. speed setting screw movement changes the set When the motor operates, the speed setting load of the speeder spring to vary engine speed. screw is rotated by the friction coupling and gear. The speed can also be changed manually in As the speed setting screw is screwed into the the same way by turning the synchronizer knob. guide screw, this rotation results in vertical movement.
RHD6 and RHDIO - MCL type governor motor (with limit switches)
~rictio'n coupling
Fork
This governor motor enables electrical control of the set governor speed's upper and lower limits through limit switches. Three types are available for use with ships' main engines, pumps, and generators. The control ranges and speed setting times differ depending on the type used. The motor is decelerated by the gear head which, through the friction coupling, turns the speed setting screw to slide the speed adjuster in an axial direction. A pin protruding from the speed adjuster turns the speed adjusting lever fixed to the speed control shaft to vary the set speed.
The upper part of the speed adjuster also serves as a cam to operate the limit switches and move them within the range determined by the slot to enable adjustment of the upper and lower set speeds. When setting the speed manually, the motor side synchronizer can be used to freely vary the speed from the minimum to the maximum irrespective of limit switch control. A l so , when a n a t t emp t i s m a d e t o simultaneously change the set speed by remote control, the friction coupling ensures that the speed is first changed on the engine side to prevent any adverse effect on the motor.
PNEUMATIC CONTROLLER
Maximum speed
0 N, (idling) Governor speed (rlmin)
(DS = dead slow)
wing nut
Plate n 7
The pneumatic controller is used to control The pushrod acts on the speed adjusting link engine speed. mechanism in the governor to change the set When air at a specified pressure is supplied to load of the speeder spring. the pneumatic controller, the air pressure acts The engine speed can also be freely changed on the diaphragm and plate, compressing the manually in the same way by turning the knob spring and pushing the pushrod down. on the top of the controller.
$Yo ADDITIONAL DEVICES
HYDRAULIC CONTROLLER
The hydraulic controller is used to control engine The hydraulic controller's piston displacement speed, but utilizes hydraulic pressure instead is 12 cm3. of air pressure, and a piston instead of a diaphragm.
HANDLING
GOVERNOR INSTALLATION
1 + 13.2 (spline smaller dla)
Hydraulic fluid type Fluid charge
The type of hydraulic Approx 1,300 cm3. fluid used varies With the governor depending on the horizontal, fill the governor oil governor with fluid until temperature during the level is slightly normal operation. above the middle of Less than 50" C : the governor case SAE20 window. 50" C-70" C : If the fluid charge is SAE30 insufficient, bubbles Over 70" C : will form, performance SAE40 will decrease, and
fluid deterioration will be accelerated.
1. Install the governor vertically to the governor drive case. Use the accompanying gasket at the installation surface.
2. Ensure the governor gear shaft is not subjected to a direct radial load, and that eccentricity and acceleration-gear play are as small as possible. Gear shaft spline coupling dimensions are shown at left. These are the same for RHD6 and RHDIO governors.
When handling the governor, ensure the end of the governor's gear shaft is not subjectto force or impact.
Note: Although the spline is a standard JIS square- shaped spline (6 x 13 x 16), the dimensions shown at left are recommended to avoid even minute eccentricity when installing the coupling. The spline couplings shown at left are standard ~ o s c h ~ u t o m o t i v e ~ ~ s t e m s spline couplings.
Inspection Replacement
,heck the hydraulic fluid daily. If the :harge is less than that specified, check for leaks. If repair is lot possible, contact an authorized Bosch hutomotive Systems
station.
The fluid must initially be replaced after 1,000 hours or 3 months. Thereafter, the fluid must then be replaced every 3,000 hours or 6 months.
$1 HANDLING
Speed droop adjuster
/ Needle valve P-RHDR.02
Speed droop adjustel
AIR BLEEDING AND COMPENSATION ADJUSTMENT 1. Set the speed droop at the smallest value
possible using the speed droop adjuster (0 - 2 on the adjuster scale) and fully open the compensating needle valve (3 turns from the fully closed position).
2. Operate the engine at low speed and cause the engine to 'hunt ' or 'surge ' for approximately 30 seconds to bleed the air.
3. Stop the engine, set the speed droop to the sett ing est imated for the part icular app l i ca t ion (determined f rom t h e performance diagram) and then restart the engine.
4. Close the needle valve until 'hunting' stops. Advice The above completes air bleeding and compensation adjustment. If, however, the speed droop adjustment setting is changed during engine adjustment, readjust the needle valve to as open a position as possible at which stabilized engine operation is obtained.
w3 HANDLIN'G
RHDIO type Speed droop adjuster scale ...-.- ~ - - - ~ 0
RHD6 type Speed droop adjuster scale ..~ ..--- ~~- 0 - .- 5 ---- 10
LINKAGE CONNECTIONS 1. Use a split tightening type lever. After
determining the correct position, secure it using a knock pin, etc.
2. The linkage must be as simple and direct as possible. Minimize resistance and the actual mass of the linkage.
7 - 6 -
E 5 - " ' e - C .E 3 - a
2 1: I
0 -
3. The figures at left show the recommended relationships for connections between the terminal shaft angle and the injection pump for a static governor.
Advice As play in the link system adversely affects performance, ensure play is as small as possible.
35 - % 3 0 F U I I I D ~ ~ rach I poYUon
s 2 5
b 4 F 2 0 "7
I 5
- .& I 0 No load rack E 1 p w i ~ o n
- e 5 I X r j e c a o n 0
500 1,000 1.500 2.000 ~ k p o s ' ' ' o
Governor speed (rlmin) P-RHDR024
Governor speed (rlmin) P - R H D R ~ ~ ~
Oil level fi] - 0000
-ZEXBL.
P-RHORd26
P.RHDRQ27
DAILY INSPECTION 1. Check the fluid level daily before beginning
operation. If the level is below the middle of the gauge, add fluid to the governor.
2. Check that the governor mounting bolts are not loose and that there are no faults in the linkage connections from the governor terminal shaft to the injection pumps' control rack.
IN-SERVICE INSPECTION 1. Check the governor temperature. The
temperature should generally increase to approx 60 " C after 30 - 40 min of high speed engine operation. If the ambient temperature is high, the temperature may increase to 80 " C after continued h igh speed operation (over 1,800 rlmin). Temperatures over 100" C are abnormal.
2. Check for abnormal noises. 3. Wipe any fluid from the outside of the
governor and check that no fluid leaks during
; operation.
1 - 'I
- 22 - 4 -
. . . ~
DlS I(y SSEMBLY
SPECIAL TOOLS The following special tools (in addition to general tools) are required for disassembly and reassembly of the RHD hydraulic governor.
Kev No 1 Part name 1 Part number
1 Case 2 Spanner
3 Screwdriver 4 Screwdriver 5 Pliers 6 Spanner 7 Allan wrench 8 Allan wrench 9 Extractor
/ Application
For tools For removing/installing regulating valve (SW22mm,24mm) For removinglinstalling cover bolts For speed droop adjuster adjustment For removing split pins For removinglinstalling plug (SW17mrn) SW3mm SW5mm For removing pin
%IS" DISASSEMBLY
EXPLODED VIEW
%I/ , DISASSEMBLY
PART LIST RHD-LC type hydraulic governor
Part name
Base Needle roller bearing Oil seal Gear shaft O-ring Housing Sleeve Compensator assembly Power piston Upper compensating spring Pushrod Washer Lower compensating spring Snapring Compensator bushing O-ring Compensating piston Roll pin Gasket washer
Pneumatic controller
Part name
Pneumatic controller Cover Cylinder Screw Spring washer Spring seat Nut Washer Spring Spring Washer Pushrod
Part name
Bolt Flyweight Washer Thrust needle roller bearing Pilot valve assembly Guide lever Pin Split pin Terminal arm assembly Terminal arm Terminal shaft Taper pin Set screw Speed droop adjuster Washer Lock washer Screw Speed control shaft Collar Fork
Part name
Key No
105112 1 05/13 105114 105115 105116 10511 7 1 0511 8 1 05/19 105121 105122 105123 105124
Roll pin Floating lever Wire Gasket Cover Bolt Maximum speed setting screw Nut Minimum speed setting screw Nut Gasket Air breather Needle valve O-ring Gasket Screw plug Gasket Regulating valve lndication plate Nail lndication plate Pointer
Part name
Piston Diaphragm Plate Nut Cover Screw O-ring Wing nut Knob Set screw Screw Spring washer
Part name
Bolt Eye Gasket Eye bolt Nut Bolt (set screw) Gasket Bolt Pin
PREPARATION Keep the work bench clean and tidy. During disassembly, put the disassembled parts Be fo re s ta r t ing d isassembly , record neatly and sequentially on the work bench, performance data and the positions of labelling them if necessary to facilitate later adjustable parts for later reference. This data reassembly. will facilitate the detection and diagnosis of any Clean the outside of the governor before governor malfunctions and defects.
Wires
P-RHDR.
Pilot valve assembly
disassembly.
DISASSEMBLY 1. Remove the four bolts using a screwdriver
and then remove the cover together with the gasket.
2. Turn the governor upside down and drain the fluid.
3. Remove the two wires connecting the fork to the floating lever and then remove the floating lever.
4. Remove the pilot valve assernbly. Advice Put the pilot valve in clean light oil.
w \ >
DISASSEMBLY
~erminal arm
I P-RHDR- 032
I
I P-RHDR. 033
Sleeve
P-RHDR
5. Remove the two split pins and then remove the two pins connecting the terminal arm and the guide lever to the power piston.
6. Remove the bolts using an allan wrench (SW 5 mm).
7. Tap the base lightly with a plastic hammer to separate it from the housing.
8. Remove the sleeve from the housing and the gear shaft from the base.
Advice Put the sleeve in clean light oil.
%\?I DISASSEMBLY
Compensator bushing
P-RHDR- 03
Terminal a m Terminal shafls (2)
P-RHDR- O3!
9. Push the power piston down from the top of the governor and then remove the compensator bushing and the compensator assembly.
10. Remove the roll pin securing the fork to the speed control shaft, and then remove the speed control shaft, the collars and the fork.
Note: PC, MC, and MCL type governors are equipped with a cancel spring on the speed control shaft. Remove the cancel spring when removing the speed control shaft.
11. Remove the flyweight assembly together with the thrust needle roller bearing and the washer from the housing.
. 12. Turn one terminal shaft one half turn and
remove the terminal shafts' taper pins. Remove the set screws using an allan wrench (SW 3 mm), then remove the terminal shafts and arm.
Advice 1. Do not remove the terminal arm assembly
unless it is not operating smoothly or it is necessary to replace parts.
2. When replacing the terminal shafts and arm, they must be replaced as an assembly.
9 <&" [fl DISASSEMBLY
Taper pin
P-RHDR. M(
Regulating valve
P-RHDR- M:
13. Remove the needle valve and regulating valve (hexagon head, SW 24 mm) and any other external parts.
The above completes disassembly of main RHD governor components. Disassemble other components when necessary. The pneumatic controller is the most commonly equipped additional device. Disassembly is described below.
PNEUMATIC CONTROLLER DISASSEMBLY 1. Loosen the wing nut. Then, loosen the knob
until it can be easily turned.
2. Remove the four bolts using a screwdriver and then remove the cover.
g 'L) DISASSEMBLY
seat
3. Remove the diaphragm together with the pushrod, and then remove the two springs.
4. Loosen the nut and then remove the spring seat.
The above completes disassembly of main pneumatic controller parts. Disassemble other parts when necessary.
Record the details of all inspections and repairs. REPLACEMENT STANDARDS With parts such as those listed below, first check Parts with key numbers marked 0 : their external appearance to determine whether Replace at disassembly or every 2 years further disassembly is necessary. Parts with key numbers marked :
Terminal arm assembly Replace every 4 years or 20,000 hours Pilot valve assembly Housing assembly In principle, assemblies must be replaced when
Flyweight assembly any of their component parts have been used
Governor motor assemblv for 8 years or 40,000 hours.
Wash all parts thoroughly in clean light oil, and check for wear, damage and scratches. Replace any parts that cannot be reused with nebyparts.
Oil seal @ Gasket
Gear shaft @ Gasket
O-ring 11117 Oil seal
@ O-ring 111181 Oil level gauge
@ pin Flyweight
@ Roll pin Washer
@ Wire Thrust needle
@ Gasket roller bearing
@ Gasket Pin
@ O-ring Floating lever
11311 Regulating valve
I f parts other than the above are worn or damaged, replace them with new ones.
P-RHDR. 04
Sleeve contact surface Gear shaft contact \ surface
Power piston contact surface
. , -. ,
I Bushings (2)
I P-RHOR- M B I
Gear
Gear shaft Spline P-RHOR- M
Compensator bushing
Base assembly and housing Replace the base if the power piston, gear shaft or sleeve contact surfaces are worn or damaged. Replace the housing if the power piston, gear shaft or sleeve contact surfaces, or the housing holes, are worn or damaged. Replace the housing if the pressfitted terminal arm bushings are worn or loose.
Gear shaft and sleeve Replace the gear shaft if the outside, spline, oil seal contact surface or gear is worn or damaged. Replace the sleeve if the gear, pilot ports or lands are worn or damaged.
Compensator assembly Assemble the compensator assembly's power piston, pushrod and compensator bushing in the housing and check that they move smoothly up and down under their own weight when the housing is moved. Repair or replace them if they do not move smoothly. Note: If the power piston does not move smoothly, hunting or excessive speed droop will prevent engine adjustment.
Flyweight /
Speed control shaft \
I Washer I
Flyweight assembly Foreign matter in the flyweight will prevent smooth flyweight movement. Check that the flyweight moves smoothly. Wash the flyweight thoroughly.
Power piston, guide lever and terminal arm Replace the guide lever if the pin holes are worn. Replace the pins if they are worn. Replace the power piston if the inside is worn. Replace the speed control shaft if it is bent or the shaft journals are worn.
Regulating valve Check that the piston moves smoothly. Repair or replace the piston if it is worn or does not move smoothly.
Other parts Check all other parts for cracks, damage, damaged threads and rust. Repair or replace them if necessary. Replace all O-rings and gaskets. Replace springs that are damaged, bent or
Regulating valve P - R H D R . ~ ~ ~ rusted.
$'?&., INSPECTION
Brush P-RHDR- 10
Brush inspection
I Remove brush (one side) I
Confirm overall length + Overall length is NO
4 mm or less
G O V E R N O R M O T O R B R U S H INSPECTION (MC, MCL TYPES) Advice lnspection applies only to direct current (DC) type motors. The following is not necessary for alternating current (AC) motors.
Brush inspection intervals Brush inspection intervals are shown 'below.
1 part name 1 lnspection Replacement interval interval
or less
Note: Overall length of new brushes: 10 mm
+ 1 Remove motor and 1
C o v e r Screw P-RHDR-
;
replace both brushes
Brush removal 1. Remove the screw and then remove the
cover.
original position
INSPECTION
-. . P-RHDR- 10;
&sh P-RHDR- 10'
2. Loosen and then remove the cap.
3. Remove the brush from the motor. Advice Do not stretch the brush spring during removal.
4. Measure the overall length of the brush. Advice
When overall brush length still exceeds the wear limit of 4 mm, reverse the removal procedure to reinstall the brush. (Inspection is complete.) When overall brush length is 4 mm or less, continue with the following steps. (Replace both brushes at the same time.)
Motor removal 1. Loosen the screw and then remove the
knob. Note: Screw: SW3
% ~7 INSPECTION
i-
Screws (4)
Harness
P-RHDR- 11
2. Remove the screws and then remove the motor horizontally.
Advice The motor is connected to a harness. Do not pull the harness excessively.
Brush replacement 1. Remove the knob-side brush using the same
procedure as above. 2. Replace both brushes with new ones and
then reinstall the motor <--d kncb by reversing the removal procedure. -
Advice When reinstalling the motor, install the motor so that the side with the nameplate is facing up. Tighten diagonally opposed motor fixing screws (4) gradually and evenly.
Tightening torque: 2 - 2.2 N m (0.2 - 0.22 kgf . m)
Brush part numbers
I Part name I RBAJ Dart no. I Remarks I
Brush 158901-4500 1 For DC24V
1589014600 1 For DClOOV
I P-RHDR- 05
I'
I P-RHDR- 051
I
Governor reassembly is described below. PNEUMATIC CONTROLLER (if installed) 1. Screw the locknut onto the spring seat, then
screw the spring seat into the cylinder.
2. Install the diaphragm and pushrod together with the two springs.
3. Install the cover and secure it using the four bolts.
4. Install the knob and wing nut.
5 2-3 REASSEMBLY
Regulating valve GOVERNOR ASSEMBLY 1. Install the regulating valve. Tightening torque: 25 - 29 N rn
(2.5 - 3.0 kgf . rn}
2. Install the terminal shafts and arm. Align each terminal shaft's and terminal arm's taper hole. Coat the taper pins with an adhesive and install the taper pins.
Taper pin
t screw
Terminal shafls (2)
I P-RHDR- 06[
When installing the two taper pins in the terminal shafts, support the terminal arm and terminal shafts to avoid damaging the bushings pressfitted to the housing.
3. Coat the set screws with an adhesive and install the two set screws.
Tightening torque: 3.9 - 4.9 N m (0.4 - 0.5 kgf m)
4. Caulk the two taper pins after final tightening.
62-7 REASSEMBLY
+ FlyweigJt assembly
P-RHDR- 06
5. lnstall the flyweight assembly, thrust needle roller bearing and washer in the housing.
6. lnstall the speed control shaft, collars and fork, and then install the roll pin.
Advice PC, MC, and MCL governors are equipped with a cancel spring. lnstall the cancel spring when installing the speed control shaft.
Sleeve Housing
1 8. \
7. lnstall the power piston, the compensator assembly and the compensator bushing.
lnstall the gear shaft in sleeve in the housing.
the base, and the
,% 4JP REASSEMBLY
High pressure fluid passageway
/
aligns with base end face
Advice When pressfitting the gear shaft bearing into the base, pressfit the bearing to align with the base face, as shown. If the bearing is pressfitted too deep, the bearing will block the high pressure fluid passageway.
I P-RHDR- 065
9. Install the base to the housing using the bolts and gasket washers.
Tightening torque: 10 - 15 N m {I .O - 1.5 kgf . m)
P-RHOR- 066
Terminal arm
Pins
P i 1 7 assembly
While securing the base to the housing, check that the gear shaft turns smoothlv. If the gear shaffdoes not turn smoothly,-the oil delivery gear may be damaged.
10. Attach the guide lever to the terminal arm and the power piston using the two pins and two split pins. Then, bend the split pins over.
11. Install the pilot valve assembly.
a3 l REASSEMBLY
Floating lever
wir+4$g'
Wires Floating lever
P-RHDR- 07
Connector \
12. Install the floating lever and secure it to the fork and pilot valve using the two wires.
Advice Bend the ends of the wires to prevent them from loosening.
, Compressed a i l 49kPa (0.5 kgf/crn2]
Light oil
I P-RHOR- 07
13. After assembling the governor's inner components, thoroughly wash the inside and then install the cover using the bolts.
Air tightness test -1 Before filling the governor with hydraulic
fluid, remove the air breather and install the connector, gaskets and eye bolt. Then, supply compressed air at 49 kPa (0.5 kgfl cm2} to the governor through the connector, and immerse the governor in light oil.
-2 Operate the speed control shaft and check that no air leaks from the governor. If air leaks, repair the governor.
Advice If the governor is equipped with an o v e f l 0 ~ valve, seal i t using a blind plug. If the governor is equipped with booster connections, remove them and seal the openings with blind plugs. Remove the blind plugs and reinstall all components after adjustment.
332 REASSEMBLY
14. Remove the connector, gaskets and eye bolt. Reinstall the air breather, then remove the cover.
- ADJUSTMENT
In addition to general tools, the following special tools are necessary for governor adjustment.
SPECIAL TOOLS
Part name
]riving stand
4djusting device
Part No Shape 1 Remarks
For driving RHD governor
For measuring lever angle
PREPARATION 1. Attach the driving stand to the pump tester
and install the governor on the driving stand. Fill the governor with the specified amount of hydraulic fluid (approx 1,300 cm3; the fluid should be a little over the middle of the gauge).
%3 il ADJUSTMENT
I Terminal arm /
2. Move the terminal arm by hand until it becomes difficult to move to bleed the air from the governor.
the flyweight turns together. Note: If the gear shaft does not turn easily, it will heat up during operation and adversely affect endurance. ~ 8
Flywheel
> , ! I /
, Il.i- m ./ .. 8 - , ,/ ..-.\A - i' ~ Remove the lever after operating the ,,,"
9;; ~, , I _ _ flywheel.
3. Turn the flywheel by hand and check that the gear shaft can be turned easily, and that
- , ,- . P.RHDR475I 6perating the test bench without removing
the lever can cause serious injury and Speed Increase dlrecson 'pee'
~errninal shaft P - R ~ D R ~ ~
damage the test bench.
Adjusting device lever Adjusting device
/
4. Set the speed control shaft in the speed increase position, rotate the gear shaft and check that the terminal shaft moves in the fuel increase direction.
5. Attach the adjusting device to the driving stand and then attach the adjusting device lever to the terminal shaft.
1 S ~ e e d decrease direction I
F u e l de direction
Terminal shaft P-RHORU78
Speed control shafl
0 position Stop position Speed cpntrol shaft
~errninal shaft
Adjusting device lever
6. Set the speed control shaft in the speed decrease position, rotate the gear shaft and check that the terminal shaft moves in the fuel decrease direction.
Note: If the cover is installed, the terminal shaft may not return in the fuel decrease direction, depending on the set position of the speed control shaft. 7. Install the governor cover.
Warming-up operation Run the governor at 1,000 rlmin for 20 mins and check that no fluid leaks. Air bleeding Fully open the needle valve (approx 3 turns from the fully closed position) and run the governor at 1,000 rlmin. Operate the speed control shaft so that the power piston moves through its full stroke. Do this at least 10 times to bleed all air from the governor's hydraulic system.
Terminal shaft pointer adjustment 1. Run the governor at approx 1,000 rlmin and
move the speed control shaft to the stop position.
2. In the above condition, align the terminal shaft side pointer with the indication plate's (fuel side) 0 position and fix it using the screw.
3. This position is the terminal shaft angle's 0 position. Align the adjusting device's 0 position with this position.
(:;3 a ADJUSTMENT -
Terminal shaft P.RHDROB:
For RHDG
7-
0- 2.000 -10
Governor speed (rlmin)
4. Run the governor at approx 600 rlmin (with the needle valve fully open, ie, returned 3 turns from the fully closed position) and turn the speed control shaft. Check that the terminal shaft moves easily from 0 " - 35 " (RHDIO: 0 " -40 ' ) when the power piston moves through its full stroke. At this time, check that the terminal shaft operating torque is 9.8 N - rn { I kgfm} for the RHDG or 14.7 N - m { I .5 kgfm) for the RHDIO using a spring balance attached to the adjusting device.
OPERATION TEST The operation test is the same for LC, PC, MC, and MCL type governors. Perform the operation test with the needle valve fully open. Speed control shaft pointer angle adjustment 1. Remove the governor cover and set the
droop adjuster pointer at the specified value.
2. Run the governor at 2,000.,, rlmin and secure the speed control shaft at the position (A) where the terminal shaft angle is 30 " (ie, 6 on the scale). Then, align the speed control shaft pointer at 8 (on scales graduated from 0 - 8) and tighten the screw.
Note: -1 On PC, MC and MCL governors, the terminal
shaft is fixed (at A) by a knob.
-2 On RHDIO governors, when the terminal shaft angle is 32" (ie, 8 on the scale), align the speed control shaft pointer at 10 using the screw.
q,2 7 ADJUSTMENT
Governor speed (rlrnin)
Speed droop adjustment 1. Temporarily fix the droop adjuster pointer at
the specified position. 2. Operate the governor at N, rlmin and then
fix the speed control shaft when the terminal shaft angle is 30 " for the RHDG or 32 " for the RHDIO.
3. Gradually increase governor speed and further adjust the speed droop adjuster so that governor speed is N, rlmin when the terminal shaft angle is returned to 10 for the RHD6 or 8 " for the RHDIO.
Note: When the speed droop adjuster pointer is moved toward 0, speed droop decreases. When the speed droop adjuster is moved toward 10, speed droop increases. Advice Confirm that N, is within the allowable speed when the speed droop adjuster is exactly as specified. Note: If the lever attached to the terminal shaft deviates more than + 1 " during high speed operation (ie, at approx 1,800 rlmin), check as follows. Regular deviation: Check compensator related parts (housing, base, assembly, regulating valve). Replace them if necessary. Irregular deviation: Check the flyweight assembly. Replace it if necessary. Perform the following adjustments with the governor adjusted as described above.
0 N, N,
Governor speed (rlmin)
I Speed control shan I
/
Terminal shaft
Maximum speed setting screw adjustment (not necessary on MCL type governors) 1. Install the governor cover.
Operate the governor at N, rlmin, adjust the maximum speed setting screw until the terminal shaft angle is 30 " for the RHD6 or 32 " for the RHDIO, and then fix the screw using the locknut.
Minimum speed setting screw adjustment (not necessary on PC, MC or MCL type governors) 1. With the governor stopped, move the speed
control shafl as far as possible to the low speed side (0 or less on the scale), and then temporarily set the minimum speed setting screw.
2. Operate the governor at N, rlrnin and adjust the minimum speed setting screw so that the terminal shafl angle does not exceed 10 " (RHD6) or 8 " (RHDIO). Then, fix the screw using the locknut.
Compensator chamber high pressure hydraulic fluid flow The flow of a large quantity of hydraulic fluid to the compensator is not desirable. To check for this, perform the following test. 1. Fully open the needle valve (approx 3 turns
from the fully closed position) and maintain governor speed at approx 1,000 rlmin.
2. Fix the speed control shaft so that the terminal shafl angle is approx 20 " (4 on the scale).
$3 9' ADJUSTMENT
Terminal shaft " ,
Spring balance
Fuel increase / Fuel decrease
/ \ Speed control shaft ~ ~ ~ ~ i ~ ~ l shan
P-RHDR-09
3. Fully close the needle valve and check that the terminal shaft does not move more than 1 ' in the 0 direction.
Advice If the terminal shaft moves more than 1" in the 0 direction, check for the following.
Clearance between the sleeve and base. The base-housing contact surfaces may not be even, or may be scratched. The needle valve escape ports ( # 0.4 and # 0.8) and the base escape ports ( # 1.5) may be blocked. The compensator bushing O-ring may be damaged.
Governor control confirmation Under the following conditions, operate the speed control shaft to move the terminal shaft in the fuel increase direction (RHD6: 0 " - 35
; RHD 10: 0 " - 4 0 " ) a n d in the fuel decrease direction (RHD6: 35 " + 0 ' . RHDIO: 40 ' - 0 " ) and check that the leve; resistance is as specified. Measurement conditions Governor speed: 600 rlmin Needle valve position: fully open R (see fig at left): 100 mm Note : If the lever resistance is not as specified, replace the following parts.
Regulating valve assembly Check for openings or leaks in the gear pump or hydraulic fluid system and replace faulty or damaged parts.
Reverse operation The RHD governor is constructed so that identical performance is obtained whether it is operating clockwise or counterclockwise. To confirm this, operate the governor in the reverse direction and check governor control as described above under the exact same conditions and procedures, and check that performance is as specified.
ADJUSTMENT
1 O Air pressure (MPa (kgf/cm2))
ADDITIONAL DEVICES Pneumatic controller adjustment 1. Before adjustment, check that the outer and
inner springs' distinguishing colors are as specified.
2. Temporarily position the manual knob as shown at left and connect a compressed air source capable of supplying 0 - 0.49 MPa (0-5 kgflcrnZ} to the eye bolt.
Note : Perform the following adjustments and confirmations based on the individual test standards. 3. Point I adjustment Example: 1,680 - 0.37 MPa - 30 & 0.5
(3.8 kgflcm2} (speed) (air pressure) (terminal shaft
angle) Operate the governor at 1,680 rlrnin and adjust the spring seat so that the terminal shaft angle is 30*0-5" when 0.37 MPa {3.8 kgf/cm2} air pressure is supplied. Then, secure the spring seat using the nut. Advice When adjusting point I , return the air pressure to 0 and the manual speed adjusting knob to its original position to prevent diaphragm damage.
4. Point II adjustment Example: 1,055 - 0.16 MPa - (Approx 16.5)
{I .6 kgflcm2) (speed) (air pressure) (terminal shaft
angle) Operate the governor at 1,055 rlmin and confirm that the terminal shaft angle is 16.5" when 0.16 MPa {I .6 kgflcmz} air pressure is supplied. 5. Point adjustment Example: 700 - 0- 8.5+j5 (speed) (air pressure) (terminal shaft
angle) Operate the governor at 700 rlmin and adjust the manual speed adjustment knob so that the terminal shaft angle is 8+l-= " at an air pressure of 0. Then, secure the knob using the wing nut.
Wt' ADJUSTMENT
Governor motor operation confirmation (MC type) 1. Specification confirmation
Confirm from the individual standards that the specifications of individual parts are correct. Motor specification (voltage) Condenser capacity Speed reduction ratio
Test electrical circuit Governor rnolor assembly Motor I 1
Black
Speed decrease
Friction coupling I
~ o i k Speed getting screw P-RHDR-09
2. Operation confirmation (using speed adjustment knob) Turn the knob manually, and confirm that the speed setting screw turns smoothly over the whole range by observing speed control shaft pointer movement. If it does not move smoothly over the whole range, loosen the friction coupling set screw, adjust the positions of the bevel gear teeth and recheck screw movement.
3. Operation confirmation (using the motor) Connect the governor motor assembly to the electrical test circuit in accordance with the particular motor's specifications, as shown at left.
4. Operation test Turn the governor motor's speed switch ON in the speed increase direction to operate the motor. Then, operate the motor until the fork contacts the maximum speed setting screw adjusted above and the friction coupling is rotating freely.
ADJUSTMENT %Lit
I Speed sening screw
/ 1
I Stopper Friction coupling / / 1
Speed setting screw P.RHORK
0 Then, turn the switch OFF and then ON in the speed decrease direction, and confirm that the speed setting screw begins moving smoothly.
Speed sening screw
/
Operate the governor motor until the speed setting screw contacts the stopper and the friction coupling is rotating freely.
Then, turn the switch OFF and then ON in the speed increase direction and confirm that the speed setting screw moves smoothly.
Advice During the above operation test, i f the friction coupling rotates freely in other than the following two cases, check the alignment of the bevel gear teeth.
When the maximum speed setting screw is contacting the fork When the speed set t ing screw i s contacting the stopper
Governor motor operation test and limit switch adjustment (MCL type) 1. Specification confirmation
Confirm from the data sheet that the specifications of individual parts are correct. Motor specification (voltage) Condenser capacity Speed reduction ratio
3 L - l 3 ADJUSTMENT
Test electrical circuit Governor rnolor assembly
Motor 1 1
For RHDG
'-
Governor speed (rlrnin)
2. Operation confirmation (using the manual speed adjustment knob) Confirm operation as described below before adjusting the terminal shaft side pointer. Operate the knob manually and confirm that the speed setting screw rotates smoothly over the full range. If it does not move smoothly in some places, check the installation of the holder or the speed setting screw.
3. Governor motor operation test (limit switch adjustment) Connect the governor motor assembly to the electrical test circuit in accordance with the particular motor's specifications, as shown at left. Then, adjust each limit switch.
Maximum speed limit switch adjustment Operate the governor at the specified speed (N, rlmin), and the governor motor i n the speed increase direction. Adjust the limit switch's upper limit position so that the governor motor stops a t the terminal shaft angle of 30k3" for the RHD6 or 32'" for the RHDIO.
Minimum speed limit switch adjustment Operate the governor at the specified speed (N, rlmin), and the governor motor in the speed decrease direction. Adjust the limit switch's lower limit position so that the governor motor stops at the terminal shaft angle of for the RHD6 or 8*3 ' for the RHDIO. Set the governor speed at 1,500 rlmin and confirm that the governor motor operates correctly between the upper and lower operation limits and that the friction coupling does not rotate freely.
TROUBLESHOOTING Of the phenomena listed below, some originate solely in the governor, and some solely in the engine.
Faulty starting Hunting Insufficient engine output Engine will not operate at maximum speed Excessive momentary speed droop, or inability to control speed
First, check the engine for the following faults. If engine faults are found, perform repairs in accordance w i th t h e engine maker 's instructions.
Compression pressure of each cylinder is extremely uneven Excessive play in fuel control and speed adjustment linkage Excessive resistance in injection pump control rack and fuel control linkage Excessive play because of worn governor drive system gear or rubber damper Relative positions of linkages incorrect Dashpot spring in fuel control linkage bent or damaged
If no engine faults are found, check the governor. As the governor uses many precision parts, there is a danger of the engine overrunning if these parts are incorrectly assembled.
Never attempt to repair the governor on-site. A l w a y s c o n s u l t y o u r nearest B o s c h ~ u t o m o t i v e systems representative.
PART NUMBER EXPLANATION
MODEL NUMBER Example: RHD 6 C C
(1) (2) (3) (4) (1) Independent type hydraulic governor, manufactured by Bosch Automotive Systems
Corporation (2) control force (work load)
Indicates 10 times the controlling force (work load) in kgfm. (3) L: lever type
M: with governor motor P: with pneumatic controller
(4) C: with compensator Note: No symbol 'C' indicates that a compensator is not used.
CODE NUMBER Example: 1 0 5 8 5 5 - 000
(1) (2) (3)(4) (5) (6) (1) 10: Assembly part number (2) 58: Hydraulic governor manufactured by Bosch Automotive Systems Corporation (3) Type
5: RHD6 type 6: RHDlO type
(4) Direction of pump rotation and governor installation position
I Direction of pump Governor installation rotation position
Remarks
0 Clockwise Right side 1 Clockwise Left side 2 Counterclockwise Right side 3 Counterclockwise Left side 4 Clockwise - 5 Counterclockwise - 6 Reversible -
I For in-line pumps
Note: With in-line pumps, the direction of pump rotation is viewed from the pump's drive side, Governor installation position is viewed from the pump's cover plate side. (5) Remote control device installation
3: LC type without remote control device 4: PC type 5: MC type 6: MC type 7: MCLtype with remote control device
8: MCLtype 9: HC type, others
(6) Characteristic number