Professional Documents
Culture Documents
Marine
Marine
Marine
PROPULSION UNIT
OPERATING M A N U A L
645/710
ELECTRO-MOTIVE
This information was compiled for a typical marine propulsion unit with basic
e q u i p m e n t and f r e q u e n t l y requested extras. The e q u i p m e n t selected for
coverage was chosen as representative and does not imply that the equipment
is part of any specific purchase order. Wiring diagrams and assembly drawings
for specific units take precedence over information presented in this general
manual.
A d d i t i o n a l i n f o r m a t i o n on installation, a p p l i c a t i o n , m a i n t e n a n c e , field
c o n n e c t i o n s , and electrical circuits m a y be f o u n d in the M a i n t e n a n c e
I n s t r u c t i o n s , the E n g i n e M a i n t e n a n c e M a n u a l , the a p p l i c a b l e m a r i n e
Specifications, and the schematic diagrams. For specific equipment, it is
advised that due consideration be given to manufacturer's pamphlets and
bulletins.
NOTE
These instructions do not purport to cover all details
or variations in equipment nor to provide for every
possible contingency to be met in connection with
installation, operation, or m a i n t e n a n c e . S h o u l d
further information be desired or should particular
problems arise which are not covered sufficiently for
the p u r c h a s e r ' s p u r p o s e s , the m a t t e r s h o u l d be
referred to the Electro-Motive Division.
134A587
INDEX
Section
GENERAL DESCRIPTION 1
FUEL SYSTEM 4
COOLING SYSTEM 6
PROTECTIVE DEVICES 7
ENGINE CONTROLS 9
INSTALLATION 10
OPERATION 11
TROUBLESHOOTING 12
134A587
SECTION 1
GENERAL D E S C R I P T I O N
CONTENTS PAGE
GENERAL 1-1
134A587
SECTION
1
ELECTRO-MOTIVE M A R I N E PROPULSION UNIT
GENERAL DESCRIPTION
GENERAL MODEL DESIGNATIONS
A G e n e r a l M o t o r s m a r i n e p r o p u l s i o n unit ( G M In order to identify the arrangement, a standard
unit) consists of a Model 645 or Model 710 diesel code system of model designations is used. The code
engine with engine associated accessories. The basic symbols and their meaning follow.
accessories are the lubricating oil cooler, fresh water
heat e x c h a n g e r , water e x p a n s i o n t a n k , cooling A typical GM unit with a 645E6 (Mod.) blower-type
s y s t e m t h e r m o s t a t i c valve and the fuel p r i m i n g engine is shown in Fig. 1-1 and a typical GMB unit
pump and strainer. These accessories may be rack with a 645F7BR turbocharged engine is shown in
mounted or furnished loose for installation by the Fig. 1-2. A general a r r a n g e m e n t of a typical
shipbuilder. propulsion unit with a GMBE6 engine is shown in
Fig. 1-3, and a general arrangement of a unit with a
M a n y c o m b i n a t i o n s of diesel engines and basic GME7CA (Mod.), F7BA (Mod.), or G7A (Mod.)
accessories can be provided to make up a unit. engine is s h o w n in Fig. 1-4. Each of the m o r e
important components is numbered and identified.
For more detailed descriptions of the engine, engine
mounted components, and basic engine accessories,
refer to the a p p r q p r i a t e M a r i n e E n g i n e M a i n t e -
nance Manual.
MODEL IDENTIFICATION SYMBOL
NUMBER DESIGNATION
PROPULSION DRIVE
GM X X X X
GM - Marine diesel reverse - reduction gear propulsion drive.
' 1
B - If used, indicates the inclusion of the Common Base
Option.*
8, 12 - Number of cylinders in diesel engine.
16 or 20
E6 - Series 645 marine diesel engine with Roots-type blower.
F7B - Series 645 marine diesel engine with turbocharger,
or aftercoolers, and "F" engine crankcase.
G7 - Series 710 marine diesel engine with turbocharger,
aftercoolers, and "G" engine crankcase.
L Left-hand construction of the accessory rack (rack
constructed to be operated from the left side).
R Right-hand construction of the accessory rack (rack
constructed to be operated from the right side).
m m Engine accessories are furnished as loose items for
and/or shipbuilder installation.
(Mod.) - Usually indicates use of engine mounted raw
water pump.
*Base may include reverse-reduction gear, the diesel engine, and accessory rack or may include just the reverse-
reduction gear and the diesel engine with the accessory rack separate or the accessory components shipped loose.
134A587 1-1
Section 1
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134A587 1-3
Section 1
J: ®®®®
I. CLUTCH CONTROL PANEL 8. GOVERNOR (ACTUATOR) 15.' DuPLEx FUEL SUCTION STRAINER
2. REDUCTION GEAR 9. WATER EXPANSION TANK 16. LUBE OIL STRAINER
3. GEAR LUBE OIL FILTER OPENING I0. LUBE OIL COOLER 17. LUBE OIL CIRCULATING PUMP
e4. BLOWER (TWO) II. WATER TEMPERATURE REGULATOR 18. OIL LEVEL GAUGE
eB. AIR INTAKE FILTER (TWO) 12. LUBE OIL FILTER elg. AIR STARTING MOTOR (TWO)
6. EXHAUST MANIFOLD 13. FUEL PRIMIMG PUMP 20. PNEUMATIC CLUTCH
7. HEAT SHIELD 14. RAW WATER PUMP 21. REDUCTION GEAR LUBE OIL PUMP
A +®®®®i
The accessory rack (if provided), Fig. 1-6, is a steel Fig. 1 -5 - Cylinder A r r a n g e m e n t
fabricated frame which holds the required engine
external supporting auxiliaries for the water cooling considered typical. For operation of accessory rack
system, lubricating oil system, and the fuel system. components, refer to applicable system section in
this manual. For detailed, description and maintenance
Since components and systems vary in accordance of accessory rack components, refer to applicable
with specific applications, the illustration should be Engine Maintenance Manual.
er
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Heat Exchanger
30286
Fig.1-6 - A c c e s s o r y Rack
134A587 1-5
SECTION 2
CONTENTS PAGE
134A587
SECTION
2
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT
ENGINE OPERATING DATA
GENERAL DATA
Cylinder Arrangement ......................................... 45°-"V ''
C y l i n d e r Bore And S t r o k e
645 Engines .............................. 230.19 x 254.0 m m (9-1 / 16" x 10")
710 Engines .............................. 230.19 x 279.4 m m (9-1/16" x I1")
Engine S p e e d
Brake H o r s e p o w e r ( A B S Rating)
134A587 2-1
Section 2
ROOTS-BLOWER ENGINES
2000 .1
16-Cv1.
1900
1800
RATING CONDITIONS:
- AIR INTAKE TEMPERATURE
DIESEL FUEL (HHV) 45.64 MJ/kg (19.620 BTU/LB)
32.2 t' C (90 `> F)
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FUEL TEMPERATURE . . . . . . . . . . ........ . . . . . . . . . . . __ ° F)
32,2" C (90 I
1700 - INLET DEPRESSION ........ . . . . . . . .H2 J
381 m m (15") H20. . . ' /I
EXHAUST BACK PRESSURE 533 m m (21") H20
NOTE
1600 - The standard overload rating of the engine permits an output of
10% in excess of full load rating for two continuous hours, but not
to exceed a total of two hours out of any 24 consecutive hours of i ''p /
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1500 - operation. I ,
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C u b e Curve
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2-2 134A587
Section 2
TURBOCHARGED ENGINES
4000
I ' I I I I I I J __//// / / " / " • p,~~ 20-C (FTB)
RATING CONDITIONS:
3400 J
NOTE // / ~,] 16-C' (F7B)
THE STANDARDOVERLOADRATING OF THE ENGINE PERMITS // •
3200 AN OUTPUTOF I OX ZN EXCESSOF FULL LOAD RATING FOR
TWO CONTINU~ H ~ S , BUT NOT TO EXCEEDA TOTAL
OF TWO HOURSO~JTOF ANY 24 CONGECUTIVEHOL~ // //;
OF OPERATION,
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2800 I
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ENGINE BRAKE HORSEPOWER I
CONTINUOUS RATING I
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2550
PROPELLER HORSEPOWER
/ / . .S~'''''? 12-C'v (FTB)
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CUBE CURVE
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134A587 2-3
Section 2
TURBOCHARGED ENGINES
Data N o t Available
To Be Supplied A t A Later Date
2-4 134A587
ENGINE OPERATING DATA Section 2
*Data does not include liquid weights/volumes in any ship's piping, skin coolers, etc.
Fuel System
Fuel Supply Pump Engine-driven, positive displacement
Fuel Supply Pump Suction Lift 12 ft. (3.66 m)
Pressure At Filter Inlet (from pump) 40-50 psi (276-345 kPa)
8-645 E6 12-645 E6 1 6-645 E6
2.1 gal/min 2.1 gal/min 4.5 gal/min
Fuel Pump Capacities
(7.9 I/min) (7.9 I/min) (17.0 I/min)
Brake Specific Fuel Consumption Rate, 0.392 Ibs./bhp-hr 0.393 Ibs./bhp-hr 0.393 Ibs./bhp-hr
36API Fuel (238 g/kW-hr) (239 g/kW-hr) (239 g/kW-hr)
Lube Oil Consumption Rate (representative) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr)
0.3 (1.14) 0.45 (1.7) 0.6 (2.3)
Alarm Settings
LOS, Lube Oil Switch
Rated Speed 17-21 psi (117-145 kPa)
Idle Speed 5-9 psi (34-62 kPa)
HOS, High Oil Temperature Switch 220 ° F (104 ° C)
(into engine)
M O D E L 645E6 - N O R M A L L Y A S P I R A T E D / R O O T S - B L O W E R ENGINE
Pressure Rise Across Fresh Water Pump 29 (+5) psi 39 (-I-4) psi 38 (+4) psi
(Total System Pressure Drop) [200 (-I-34.4) kPa] [269 (+28) kPa] [262 (+28) kPa]
Temperatures
To Engine 155-170 ° F(68-77 ° C)
From Engine 165-180 ° F(74-82 ° C)
Temperature Rise Across Engine 7-9 ° F(3.9-5 ° C)
Temperature Rise Across Lube Oil Cooler 3-5 ° F(1.5-3 ° C)
Design Water Temperature To Raw Water 180 ° F(82 o C)
Cooler or Keel Cooler
Alarm Setting
ETS, Engine Water Temperature 208 ° F (98 ° C) - Models with Accessory Rack
(from engine) 190 ° F (88 ° C) - Models with Loose Accessories
Pressure Rise Across Belt Driven 35.5-37 psi 25-29 psi 25-29 psi
Raw Water Pump (245-255 kPa) (172-200 kPa) (172-200 kPa)
[maximum suction 4 psi negative
(27.6 kPa) at pump inlet]
Pressure Rise Across Engine Driven 39-43 psi 41-45 psi 41-45 psi
Raw Water Pump (269-296 kPa) (283-310 kPa) (283-310 kPa)
[maximum suction 4 psi negative
(27.6 kPa) at pump inlet]
Raw Water Pump Flow, including 370 gal/min 720 gal/min 720 gal/min
allowance for gear oil cooler (1 400 I/min) (2 725 I/min) (2 725 I/min)
Engine Radiation
Radiation (approx.) (1 5330 BTU/min 7650 BTU/min 9950 BTU/min
343 kg. cal/min) (1 930 kg. cal/min) (2 510 kg. cal/min)
2-6 134A587
ENGINE O P E R A T I N G DATA Section 2
*Data does not include liquid weight/volumes in any ship's piping, keel coolers, etc.
@ 90 ° F (32.22 ° C) @ 8 0 0 rpm D
6710 cfm 8975 cfm 10,049 cfm
m
(3 167 I/sec) (4 236 I/sec) (4 743 I/sec)
Fuel System
Fuel Supply Pump Suction Lift 12 ft. (3.66 m)
Brake Specific Fuel @ 900 rpm -- 0.338 Ibs/bhp-hr 0.341 Ibs/bhp-hr 0.345 Ibs/bhp-hr
Consumption Rate, 36API Fuel -- (205.5 g/kW-hr) (207.3 g/kW-hr) (209.7 g/kW-hr)
@ 800 rpm p
0.340 Ibs/bhp-hr ! 0.338 Ibs/bhp-hr 0.340 Ibs/bhp-hr
m
(206.7 g/kW-hr) (205.5 g/kW-hr) (206.7 g/kW-hr)
(continued)
134A587 2-7
Section 2
ENGINE OPERATING DATA
Lube Oil Consumption Rate @ 900rpm gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr)
(representative) 0.43 1.62 0.64 (2.42) 0.85 (3.22) 1.06 (4.01)
Alarm Settings
LOS, Lube Oil Switch
Rated Speed 26-30 psi (179-207 kPa)
Idle Speed 10-14 psi (69-97 kPa)
HOS, High Oil Temperature
Switch (into engine) 220 ° F (104 ° C)
TOS, Turbo Lube Pump Low 0il
Pressure (rising pressure) 10 psi (69 kPa)
Capacity, Turbo Bearing Priming
and Shutdown Cooling Pump 3 gal/min ( i l .41 I/min)
Fresh Water Flow Rate @900 rpm 525 gal/min 800 gal/min 1070 gal/min 1100 gal/min
(1 987 I/rain) (3 028 I/min) (4 049 I/min) (4 164 I/min)
@800 rpm 710 gal/min 950 gal/min 980 gal/min
(2 688 I/min) (3 596 I/min) (3 710 I/min)
(continued)
2-8 134A587
ENGINE OPERATING DATA Section 2
MODEL 645E7C And 645F7B - TURBOCHARGED ENGINES
R a w W a t e r System
Exhaust System
Exhaust Gas Volume @ 900 rprn 15,430 cfm 19,200 cfm 21,350 cfm
(7 283 I/sec) (9 063 I/sec) (10 077 I/sec)
@ 800 rpm 13860 cfm 17950 cfm 19740 cfm
(6 542 I/sec) (8 473 I/sec) (9 317 I/sec)
Exhaust Temperature @ 900 rpm 650 ° F 685 ° F 635 ° F
(343 ° C) (363 ° C) (335 ° C)
@ 800 rpm 675 ° F 640 ° F 620 ° F
(357 ° C) (338 ° C) (327 ° C)
Engine Radiation
(continued)
134A587 2-9
Section 2 ENGINE OPERATING DATA
MODEL 7 1 0 G 7 - T U R B O C H A R G E D ENGINES
*Data does not include liquid weight/volumes in any ship's piping, keel coolers, etc.
Fuel System
Fuel Supply Pump Suction Lift 12 ft. (3.66 m)
Pressure At Filter inlet (from pump) 35-50 psi (276-345 kPa)
Fuel Pump Capacities 8-710G7 12-710G7 16-710G7 20-710G7
2.1 gal/min 4.5 gal/min 4.5 gal/min 6.0 gal/min
(7.95 I/min) (17.03 I/min) (17.03 I/min) (22.71 I/min)
Brake Specific Fuel 0.338 Ibs/bhp. hr 0.341 Ibs/bhp. hr 0.345 Ibs/bhp. hr
Consumption Rate, 36API Fuel (205.5 g/kW-hrl (207.3 g/kW-hrl (209.7 g/kW-hr)
Oil Pump Capacities gal/min (I/min) gal/min (I/rain) =gal/min (I/min) gal/min (I/min)
Scavenging 279 (1 056) 390 (1 476) 450 (1 703) 500 (1 893)
Main Lube Oil 157 (594) 185 (700) 229 (867) 281 (1 064)
Piston Cooling 54 (204) 92 (348) 109 (413) 138 (515)
Lube Oil Consumption Rate gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr)
(representative) 0.35 (1.32) 0.53 (2.01) 0.70 (2.65) 0.90 (3.41)
Alarm Settings
LOS, Lube Oil Switch
Rated Speed 26-30 psi (179-207 kPa)
Idle Speed 10-14 psi (69-97 kPa)
HOS, High Oil Temperature
Switch (into engine) 220 ° F (104 ° C)
(continued)
2-10 134A587
ENGINE OPERATING DATA Section 2
Fresh W a t e r System
Fresh Water Flow Rate 525 gal/min 800 gal/min 1070 gal/min 1155 gal/min
(1 987 I/min) (3 028 I/min) (4 050 I/min) (4 372 I/min)
Temperatures
To Engine 155-170 ° F (68-77 ° C)
From Engine 165-180 ° F (74-82 ° C)
Temperature Rise Across
Lube Oil Cooler 3-5 ° F (1.5-3 ° C)
Temperature Rise Across
Engine 8-10 ° F (4.4-5.6 ° C)
To Lube Oil Cooler 150-165 ° F (66-74 ° C)
Design Water Temperature To
Raw Water Cooler or
Keel Cooler 180 ° F (82 ° C)
Alarm Setting
ETS, Engine Water
Temperature (from engine) 190 ° F (88 ° C) - Models with Loose Accessories
R a w W a t e r System
Pressure Rise Across Belt Driven Raw 27 (4-2) psi 27 (+2) psi 22 (4-2) psi 22 (+2) psi
Water Pump [maximum suction 186 (±14) kPa] 186 (+14) kPa] 152 (__+14)kPa] 152 (+14) kPa]
4 psi negative (27.6 kPa)
at pump inlet]
Pressure Rise Across Engine Driven Raw 43 (4-2) psi 43 (±2) psi 32 (4-2) psi 32 (+__2)psi
Water Pump [maximum suction [297 (±14) kPa] [297 (4-14) kPa] [221 (__+14)kPa] [221 (-I-14) kPa]
4 psi negative (27.6 kPa)
at pump inlet]
I-
Raw Water Pump Flow, | 720gal/min 720 gal/min 845 gal/min 845 gal/min
including allowance for gear oil cooler / (2 725 I/min) (2 725 I/min) (3 198 I/min) (3 198 I/min)
(continued)
134A587 2-11
Section 2 ENGINE OPERATING DATA
MODEL 7 1 0 G 7 - T U R B O C H A R G E D E N G I N E S
Exhaust System
Engine Radiation
Radiation (approx.) 8640 BTU/min 13,440 BTU/min 17,280 BTU/min120,667 BTU/min
(2 177 kg (3 386kg (4 355kg | (5 208kg
cal/min) c a / m n) cal/min) / cal/min)
2-12 134A587
SECTION 3
CONTENTS PAGE
GENERAL 3-1
OPERATION 3-2
134A587
SECTION
3
ELECTRO-MOTIVE M A R I N E PROPULSION UNIT
ENGINE STARTING SYSTEM
GENERAL Two air starting motors are supplied on all engines
with the exception of the 8-cylinder engines which
The engine starting system, Fig. 3-1, consists of an use ony one starting motor.
air supply, strainer, shutoff valve, air start valve, air
line lubricator, solenoid valve, a start button, and
either one or two .air starting motors.
oDIESEL ENGINE
• FLEXIBLE HOSE
/I//~IIscHPASGE ~ ~ ///7// /
,CHECK V A L V E ] ' ~
"AIR STARTING ~ ~
MOTORS (ATTACHED) ~------.-r-I] n"d'~P;::;~--~ / / / (SEE N~jJ]BL E ~ <
STARTING DRAIN
AIR TANK
AIR COMPRESSORS !
NOTE= ON UNITS WITH LOOSE ACCESSORIES, STARTING AIR PRESSURE GAUGE IS MOUNTED ON THE
INSTRUMENT PANEL AND PIPED BY THE SHIPBUILDER. 30288
134A587 3- l
Section 3
The basic engine starting system utilizes the air the lower starting motor, Fig. 3-2. The entry of air
motors with pinion gears to engage and drive the moves the pinion gear forward to engage with the
engine flywheel ring gear. Operational control is engine ring gear. M o v e m e n t of the p i n i o n gear
the same for either single or dual air starting motor uncovers a port allowing air pressure to be released
starting system. An ENGINE START pushbutton to the upper starting motor which, in turn, engages
is located on the engine or control cabinet. The its pinion gear with the engine ring gear. Both pinion
pushbutton is a single contact switch which remains gears being engaged, the air is released from the
closed during the engine cranking period. uncovered air relay valve, which in turn opens the
air starting valve and releases the main starting air
The starting system control ofturbocharged engines supply. S t a r t i n g air passes t h r o u g h the air line
is interlocked to require the turbocharger lube oil lubricator, releasing an oil-air mist into the starting
(soak back) circulating pump to be running, and the motors, automatically lubricating the motors. The
governor SPEED CONTROL to be set for idle multivane motors drive the pinion gears, rotating
speed before the engine may be started. the ring gear and cranking the engine.
Con,ro,
Voltage
Lube Oil
r]_u_u"Engine
Pressure L ~ Start"
Switch
< Solenoid
Flywheel Air Valve
Ring Gear
3-2 134A587
Section 3
/
Crankover Tool Electric Drive
28804
Fig.3-3 - Crankover Tool 9 5 6 1 8 4 4 And
Electric Drive Unit 9 5 4 3 8 6 7
l
Air Drive Kit
i{ t
Fig.3-5 - A i r Starting System
20220
CAUTION
Ensure the override valve is closed when the
turning operation is completed or the engine
will crank when the main air line shutoff is
opened.
134A587 3-3
SECTION 4
FUEL SYSTEM
CONTENTS PAGE
GENERAL 4-1
OPERATION 4-1
DESCRIPTION 4-2
MAINTENANCE 4-3
FUEL PRIMING P U M P
DESCRIPTION 4-3
MAINTENANCE 4-3
DESCRIPTION 4-3
MAINTENANCE 4-4
134A587
SECTION
4
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNiT
FUEL S Y S T E M
GENERAL OPERATION
The typical engine fuel system, Fig. 4-1, consists of Fuel oil is drawn from the fuel tank through a
fuel injectors, engine driven fuel pump, duplex fuel duplex suction strainer, and into the engine
filter, and fuel supply and return manifolds, which m o u n t e d fuel pump, Fig.4-1. Fuel, under low
are located on or within the engine. Components of pressure, then flows through an anti-flood check
the fuel system located external to the engine are the valve, t h r o u g h the engine m o u n t e d duplex fuel
duplex fuel suction strainer, manual fuel priming filter, through a jumper line to the injector inlet
pump or motor driven pump (whichever is applicable), filters, and into the injectors. A small portion of this
check valves, and the fuel tank and associated fuel supplied to each injector is pumped into the
piping. cylinder at very high pressure. The quantity of fuel
injected depends upon the rotative position of the
plunger as set by the injector rack and the governor. The
excess fuel not used by the injector flows through
the injector, serving to lubricate and cool the
working parts.
ANTI-FLOOD,CHECK VALVE
SET AT I0 PSI ( 6 8 . 9 kPa)
RETURN FROM FUEL PRESSURE GAUGE
INJECTORS i AND/OR FUEL PRESSURE
SWITCH (FPS)
TO INJECTORS FUEL OIL PUMP PRESSURE RELIEF VALVE
SET AT 65 PSI (448 kPa)
PRESSURE REGULATING VALVE VENT
7 SET AT I0 PSI ( 6 8 . 9 kP=)
FUEL MANIFOLD
ANTI-FLOOD CHECK VALVE CAN BE COMBINATION
SET AT I0 PSI (68.9 kPa) UNIT-CAPACITY TO
SHUT-OFF MATCH TRANSFER PUMP
134A587 4-1
Section 4
Discharge Suction
The excess fuel leaves the i n j e c t o r s t h r o u g h the
return fuel filter, passes through a relief valve in the
return fuel line in the manifold, through a swing 4....__..- Body
check valve, and back into the fuel tank. The relief
valve restricts the return fuel and maintains a back
Idler
pressure on the injectors. The swing check valve
prevents a reversal of flow or siphoning.
~.V~"~.,~.'~ , -.,.,
Crescent
A good quality of fuel should be used. Specifications
for fuel are provided in Maintenance Instruction Rotor
M.I. 1750. 13398
17162
4-2 134A587
Section 4
MAINTENANCE
The filters should be c h a n g e d at intervals as
specified in the Scheduled Maintenance Program,
or m o r e f r e q u e n t l y as d e t e r m i n e d by operating 29769
experience.
Fig.4-5 - Typical Accessory Rack Fuel
I. To change a filter while the engine is running, System Components
m o v e the filter selector lever to the letter
representing the opposite filter. The fuel priming pump has a built-in check valve at
the discharge side of the pump which closes when
2. Unscrew the filter to be changed, using a strap the pump lever is repositioned during the suction
wrench if necessary. stroke.
FUEL P R I M I N G P U M P
D U P L E X FUEL S U C T I O N
STRAINER
DESCRIPTION
DESCRIPTION
The fuel priming pump, Fig. 4-5, is a manually
operated pump located on the accessory rack (if The duplex fuel suction strainer, typically mounted
provided). Its function is to prime the fuel system on the accessory rack, Fig. 4-5, is located in the fuel
after the engine has been shut down for an extended system to remove foreign material from the fuel
period of time. The pump draws fuel from the fuel being taken from the fuel tank. The strainer contains
tank through the duplex fuel suction strainer, and mesh elements. A cutaway view of the strainer is
into the engine mounted fuel manifold. The fuel shown in Fig. 4-6. Fuel oil passing t h r o u g h the
flow from this point is the same as the engine driven strainer goes directly to the engine mounted fuel
pump flow, Fig. 4-I. pump.
134A587 4-3
Section 4
The flow of fuel through the strainer is directed and 5. Clean the shell with fuel oil and wipe it clean.
regulated by the position of the control valve. When
the control valve lever is set at the center or "BOTH" . Inspect the cover nut "O" ring, and replace it
position, b o t h e l e m e n t s arebeing used. When it is with a new ring if necessary. Replace strainer
necessary to clean elements, the flow of fuel can be shell to head assembly gasket.
directed through one element while cleaning the
other one. To do this, the control valve lever is
m o v e d to the " L " (left) o r " R " (right) p o s i t i o n . . Place the cleaned strainer element in the shell
When the control valve lever is in the "R" position, and reapply the shell to the head assembly.
only the right element is in use, and the left can be A p p l y cover n u t with " O " ring and t i g h t e n
removed. The reverse is true when the control valve firmly into place after making certain the "O"
lever is in the "L" position. ring is properly seated.
4-4 134A587
SECTION 5
CONTENTS PAGE
GENERAL 5-1
MAINTENANCE 5-4
FILLING OR ADDING
LUBRICATING OIL 5-4
134A587
SECTION
5
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT
LUBRICATING OIL SYSTEM
GENERAL The three systems (common to both type engines)
are the main lubricating system, piston cooling
The lubricating oil system, Fig. 5-1 and Fig. 5-2, can system, and scavenging oil system. Each system has
vary in a c c o r d a n c e with specific application. its own pump. The main lubricating oil pump and
Because of options and customer supplied equipment, piston cooling oil pump, a l t h o u g h individual
the exact operation for the lubricating oil system pumps, are both contained in one housing and are
can only be determined from schematic diagrams driven from a common shaft. The main lubricating,
and a s s e m b l y d r a w i n g s for that p a r t i c u l a r piston cooling and scavenging oil pumps are driven
installation. However, most lubricating systems from the accessory gear train at the front of the
have basic characteristics and can, with minor engine. An auxiliary system for the turbocharged
interpretation, be applied to most installations. engines has a motor driven circulating pump.
MAIN LUBE O I L
PUMP DISCHARGE
/ PRELUBE VALVES THERMOMETER-
LUBE O I L FROM ENG.
/- PISTON COOLING
PUMP DISCHARGE
LUBE O I L HIGH TEMP.
ALARM CONTACTOR (HOS)
/ SCAVENGING PUMP
LUBE OIL
FILTER
STRAINER - /
BYPASS RELIEF
VALVE
TURBO PRIME
AND SOAKBACK
PUMP (TURBO
UNITS ONLY)
134A587 5-J
Section 5
LUBE OIL AIR STARTING
CUT-OFF CONTACTOR; ALSO TURBO
PRIMING/SOAK-BACK PUMP
CONTROL (OPS)
-~CHECK VALVE ~
SCAVENGING
LUBE OIL TO ENG.
PuMp ,~ i,7"
THERMOMETER
OIL PAN LUBE OIL SYSTEM
PRIMING VALVE
(SEE NOTE)
BYPASS RELIEF VALVE
4
NOTE
OPEN LUBE OIL SYSTEM PRIMING
VALVE TO PRIME ACCESSORIES
CONTACTOR~ BYPASS
RELIEF VALVE,,,~
J
LUBE OIL
COOLER
AND PIPING AND TO FILL
STRAINER. CLOSE TO
PRELUBRICATE ENGINE,
NOTE
ON GMB UNITS (COMMON
T
BASE OPTION) THE ENGINE
TURBOCHARGER LUBE OIL TO TURBOCHARGER
PUMP AND ASSOCIATED
PIPING IS INSTALLED BY THE
ENGINE MANUFACTURER.
CRANKSHAFT
I
BYPASS / " ~
LUBE OIL SOAK BACK
TO SUMP w
FILTER (ATTACHED)
5-2 134A587
Section 5
MAIN LUBRICATING, PISTON Upon engine start, the soak back pump momen-
tarily lubricates the turbocharger until the main
COOLING, AND SCAVENGING lube oil p r e s s u r e f r o m the engine d r i v e n p u m p
OIL SYSTEM becomes greater than the soak back pressure.
is located in the return line from the lube oil cooler )U-~j R~ - P--
to the engine. L L,
2NO
SOAK BACK OIL SYSTEM
(TURBOCHARGED ENGINES I TRX 2C_ISTR 5 PT
ONLY) ,m0q
GENERAL
(LUBE OIL
To ensure lubrication of the turbocharger bearings
lL LEVEL)
i
prior to engine start, and the removal of residual >x <
heat f r o m the t u r b o after engine s h u t d o w n , a
separate lube oil pressure source is provided. This
pressure source is controlled automatically through
the engine "start" and "stop" controls. 1 Fig.5-3 - Typical Soak Back Pump Circuit 3°2~
The soak back filter purifies the oil supplied to the Upon engine shutdown, oil pressure drops below
turbocharger by the soak back pump. A relief valve 117 kPa(17 psi) and OPS contact 1A opens, ER and
allows oil to r e t u r n to the oil pan w h e n outlet PT relays de-energize to start the 25 minute timed
pressure exceeds 379 kPa (55 psi). operation of the soak back pump.
134A587 5-3
Section 5
The lube oil level must be at or above a predeter- F o r lube oil s y s t e m capacities, refer to E n g i n e
mined level to hold the low oil level switch open and Operating Data - Section 2.
keep lube oil level relay OL normally closed contacts
closed completing circuit to the soak back pump M
contactor.
19243
Fig.5-5 - Adding Oil To Engine
If the system has not been drained, oil may be added
to the strainer housing with the engine running or
stopped.
WARNING
Do n o t r e m o v e the r o u n d caps f r o m the
strainer housing while the engine is running as
h o t oil u n d e r pressure will c o m e f r o m the
openings and serious injury could result.
Fig.5-4 - Oil Level Gauge - Dipstick Lubricating oil may be drained by removing the pipe
plug from the oil sump drain valve, Fig. 5-6. If the
maintenance conditions require more rapid lube oil
FILLING OR ADDING transfer, it is possible for the customer to provide a
LUBRICATING OIL high v o l u m e p u m p and and p i p i n g for t r a n s f e r
through the oil pan holes.
W h e n filling or a d d i n g oil to the system, it is
r e c o m m e n d e d that the oil be p o u r e d into the OIL COOLER INSPECTION
s t r a i n e r h o u s i n g t h r o u g h the s q u a r e o p e n i n g as A N D MAINTENANCE
shown in Fig. 5-5. Should it be found more desirable
to add oil through a handhole opening in the engine The lube oil cooler, Fig. 5-7, consists of a cylindrical
oil pan, it is imperative that the strainer housing be shell with lube oil inlet and outlet flanges, a bundle
filled before starting the engine. Failure to do this of admiralty tubes, and flanged inlet and outlet fresh
may result in serious engine damage due to the time water headers. Combination tube sheets, supports,
delay before oil is completely circulated through the and baffles inside the shell support the cooler tubes
system and then to the working parts of the engine. in the assembly.
5-4 134A587
Section 5
{ NOTE
Oil sump drain can be connected
at either side. 19316A
19316B
29785
Flanged connections on either end of the oil cooler oil t e m p e r a t u r e and pressure alarms. Refer to
shell admit and discharge the lubricating oil. The a p p l i c a b l e Engine M a i n t e n a n c e M a n u a l for
fresh water, used for cooling the lube oil, enters appropriate inspection and test procedures.
through a flanged connection in one header, flows
t h r o u g h the tubes and is d i s c h a r g e d through a
f l a n g e d c o n n e c t i o n at the o p p o s i t e end of the OIL FILTER INSPECTION
assembly. AND MAINTENANCE
M a j o r servicing of the oil c o o l e r s h o u l d not be
undertaken until the need for such maintenance is The lubricating oil filter, Fig. 5-8, is a full flow type
definitely established by unsatisfactory operation, and consists of a circular tank containing the filter
s u s p e c t e d oil c o o l e r leaks, or wide t e m p e r a t u r e e l e m e n t s which are m o u n t e d on s t a n d p i p e s . A
differential between cooling water and engine oil. hinged cover closes the open end of the tank and is
held tightly by the cover holddown bolts. An "O"
M o s t c o n d i t i o n s of u n s a t i s f a c t o r y oil cooler ring used between the cover and the rim of the tank
performance will show up during routine engine to prevent oil leakage during operation. Flanged
system checks, outlined in the Scheduled Mainte- openings are provided for the oil inlet and outlet
nance Program, or be indicated by operation of the connections and for filter housing drain lines.
134A587 5 -5
Section 5
P r o v i s i o n is made in the filters to permit oil Refer to Operation-Section 11 for engine starting
circulation in the event of cold oil or dirty filters. A p r o c e d u r e which includes the p r e l u b r i c a t i o n
spring loaded bypass valve. Fig. 5-9, built into the procedure.
5-6 134A587
Section 5
,/
i
1
l,
'PASS
,LVE
~SY.
DRAIN STANDPIPE
304.53
Fig.5-9 - Typical Lube Oil Filter Assembly
(W/Internal Bypass Valve)
134A587 5-7
SECTION 6
COOLING SYSTEM
CONTENTS PAGE
DESCRIPTION 6-I
OPERATION 6-2
COOLING SYSTEM
P R E S S U R E TESTING 6-4
UNATTACHED ACCESSORIES
134A587
SECTION
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT 6
COOLING SYSTEM
OVERBOARD
DISCHARGE
REDUCTION GEAR
LUBE OIL COOLER
RAW WATER PUMP
PERMANENT BLEEDLINE
(PIPE UP AND
OVERBOARD)
RAW WATER PUMP
DISCHARGE PRESSURE
GAUGE
OVERBOARD _ ~
DISCHARGE - " ~ ~
i ~,
~_~HEAT EXCHANGER ~ r
"gC ,< k ~ ~ RAW WATER PUMP-
~/~ '~-!" xl~"~"-l ENGINEMOUNTED
. ,,,,,,, ~ ' ~ _ } . ~ OR BELT DRIVEN
PUMP INLET
MUST BE
FLOODED
DUPLEX RAW q F-
WATER STRAINER
134A587 6-1
Section 6
raw water flow is regulated by an orifice plate. Other skin cooler, Fig. 6-3, and then through the lube oil
c o m p o n e n t s of the external (raw) water system, cooler, or directly to the cooler. The temperature
including strainers and piping, are supplied by the regulating valve maintains the engine cooling water
shipyard. at a constant temperature. From the lube oil cooler,
the water flows to the engine driven centrifugal
FRESH WATER SYSTEM pump(s), then back through the engine. On units
with loose accessories, fresh water flow is regulated
Typical fresh (engine) water systems, Fig. 6-2 and by an orifice plate.
Fig. 6-3, consist of engine driven centrifugal water
pump(s), replaceable inlet water manifolds with
individual jumper lines (inlet tubes) to each cylinder The cooling system is pressurized to increase the
liner, cylinder head discharge elbows, and an outlet boiling point of the coolant solution and to prevent
(discharge) manifold. On turbocharged engines, loss of water due to evaporation during operation.
water is also circulated through aftercoolers and A pressure cap on the expansion tank filler opening
discharged into the outlet manifold in the top of the opens to relieve excessive pressure and to prevent
engine. damage to cooling system components. The cap is
also.equipped with a vacuum breaker valve that
OPERATION operates as the system cools. An overflow drain pipe
is provided to allow run-offin the event of excessive
In operation, heated water from the engine pressure during operation.
discharge m a n i f o l d flows to the t e m p e r a t u r e
regulating valve. The temperature regulating valve A fresh water high temperature alarm contactor
responds to the water temperature and either routes (ETS) is located in the engine fresh water discharge
the water through the heat exchanger, Fig. 6-2, or a line to the fresh water cooler.
G
i ER~-
OUT IN ) FRESH WATER
PUMPS-ONE ONLY
ON 8-645E6
HEAT EXC~N 11
1
I
1
.
l\ii! ! I ::::S
REG." I
I GAUGE TO
I ENGINE
RAW
WATER
LUBE IN LUBE
OIL OIL . DRAIN
out VALVES
= . . - +
FRONT END OF ENGINE
LE~-~LUSE OIL COOLE~J
THERMOMETER 30294
6-2 134A587
Section 6
VENT----.--..._~
F R E S H WATER = pT~ TOP OF THIS
F I L L I N G LINE OVERFLOW MUST
BE LOWER THAN
FILLING F U N N E L
FRESH WATER EXPANSION TURBO AFTERCOOLER
TANK-APPROX. 30 GAL. EACH SIDE OF ENGINE
(114 L . ) CAP.-MUST
BE LOCATED ABOVE
ENGINE FRESH WATER SYSTEM VENT
RETURN
LINE
FRESH WATER
TURBO END
HIGH TEMP. OF ENGINE
ALARM
THERMOMETER- CONTACTOR
WATER FROME N G . (ETS)
FRESH WATER
PUMPS-ONE ONLY
ON 8 - 6 4 5 E 6
jl
FRESH WATER
KEEL COOLER
INSTALLED
WATER
IE
TEMP, G.
ORIFICE
DRAIN
IN VESSEL VALVE
THERMOMETER .
WATER TO ENG.
LUBE LUBE
OIL OIL
out
WATER "
PRESSURE
GAUGE TO FRONT END OF ENGINE
ENGINE
LUBE OIL C O O L E R ~
THERMOMETER 30295
I
R
U
tank. When the water recedes to a predetermined
level, the switch triggers the alarm system.
N
FILLING COOLING SYSTEM
The cooling system is filled t h r o u g h the filler
opening at the top of the water expansion tank.
© WARNING
Allow system to cool down before opening
19318 filler cap. System under pressure could cause
severe personal injury. Partially open the filler
cap to relieve pressure prior to c o m p l e t e
Fig.6-4 W a t e r Level Instruction Plate removal of cap.
134A587 6-3
Section 6
D R A I N I N G COOLING SYSTEM
. Intermittently crack ball valve open and closed
Engine cooling water is drained by opening a valve to admit additional air pressure to the system.
located at the accessory end of the engine below the N o t e and r e c o r d p r e s s u r e r e a d i h g at which
governor at about floor level. bubbles appear in water container at end of
overflow pipe, indicating pressure cap release.
CAUTION
If unit is equipped with an immersion heater The cap should release at between 45 kPa (6-1 / 2 psi)
ensure that immersion heater switch IHS is in and 55 kPa (8 psi).
O F F position when the system or the immersion
heater is not filled with water. NOTE
A quick system check can be made without the
use of water at the end of the overflow pipe,
COOLING SYSTEM p r o v i d i n g there are no s y s t e m leaks, by
PRESSURE TESTING o b s e r v i n g p r e s s u r e g a u g e closely while
operating ball valve intermittently. Position of
A locally fabricated testing apparatus, Fig. 6-5, can pressure gauge in the testing apparatus allows
be used to pressurize the cooling system with air for influence of gauge reading when air flow
while the engine is running and coolant is at normal occurs due to release of pressure cap.
level.
4. When the pressure cap resets, observe gauge for
WARNING further pressure drop after bubbling stops. If
Do n o t s u b j e c t the water t a n k to p r e s s u r e l e a k a g e is a p p a r e n t , i n s p e c t filler neck and
greater than 345 k P a (50 psi). gasket, and cooling system piping connections.
6-4 134A587
Section 6
6
Fig.6-7 - Temperature Regulating Valve
A similar temperature regulating valve may be used
in the reduction gear lube oil cooling system,
Fig.6-6 - Water Expansion Tank Fig. 6-12, with similar function characteristics.
134A587 6-5
Section 6
To p e r f o r m an i n s p e c t i o n on the t e m p e r a t u r e
I 5Bypass
regulating valve, it may be necessary to remove the
~l Valve Sleeve entire valve f r o m the c o o l i n g s y s t e m piping.
Outlet-""~pJr~--~ I ~--J~--p~ However, on some installations and under some
Guide l /w
Plug~
circumstances, it may be easier to remove only the
bolted housing and its attached piping from the
valve. If the entire valve is to be removed, it is
advisable to tag or otherwise mark the pipe flanges
~Diaphragm , with the lettei" a p p e a r i n g a t tile a d j a c e n t valve
~ Thermostatic flange. T h e letter " A " identifies the valve inlet
:.... Material flange. The letter appears on the bolted housing.
CLOSED FULLY STROKED The letter "B" identifies the outlet to the bypass
11147 piping. The letter "C" identifies the outlet to the
Fig.6-8 - Thermostatic Element Assembly cooler. For more information about the temper-
a t u r e r e g u l a t i n g valve, refer to M a i n t e n a n c e
Refer to Fig. 6-9 for a general location arrangement. Instruction M.I. 581.
A PORT
(Inlet) IMMERSION WATER
HEATER (OPTIONAL)
DESCRIPTION
The electric immersion heater, Fig. 6-10, is used to
keep the engine in a constant state of readiness for
an immediate start.
]T
;t T o
B PORT roger)
(Outlet "1
ByDass
Piping)
19113
Fig.6-10 - I m m e r s i o n Heater
6-6 134A587
Section 6
engine cooling water which is circulated through the flanges, a bundle of cooler tubes, a flanged inlet and
engine by a water pump mounted near the heater. outlet raw water h e a d e r , and a h e a d e r at the
NOTE opposite end to reverse the raw water flow.
Combination tube supports and baffles inside the
This system, when provided, is not intended to
shell support the cooler tubes in the assembly.
provide freezing protection - rather as an aid in
starting in cold climates. Fresh water enters the cooler at one end of the shell,
flows transversely around the tubes and baffles, and
MAINTENANCE discharges at the opposite end of the cylindrical
Disassembly and inspection of the immersion heater shell. The raw water used for cooling, enters the
should be performed any time improper heating is cooler at the fresh water inlet end and flows through
evident. Improper heating may be caused by scale one-half of the tubes. The water reverses at the
accumulation or damage to the heating element. opposite end of the cooler and flows back through
Sludge deposits in the h e a t e r may be removed the remaining half of the discharge flange. Zinc
through the drain plug in the bottom of the heater. electrodes are located in the headers at the end of the
assembly to inhibit electrolytic action on the tubes.
WARNING
Be sure electrical power is disconnected before Zinc electrodes should be examined 30 days after
r e m o v i n g heating element from unit, or i n s t a l l a t i o n and every 30 days t h e r e a f t e r . Any
a n y t i m e the cooling system or heater is appreciable d e t e r i o r a t i o n within these periods
drained. indicates electrolytic action, caused by external
g r o u n d e d electric currents. In that case, this
UNATTACHED ACCESSORIES c o n d i t i o n must be c o r r e c t e d to avoid serious
damage to the cooler. Internal electrolysis causes a
The fresh water cooler, although not attached to the g r a d u a l erosion of the electrodes, necessitating
engine proper, is considered to be a component of periodic renewal.
the basic m a r i n e engine. As the coolers vary in
accord with specific applications, the descriptive Inspection may show that the zinc electrodes are
m a i n t e n a n c e , and illustrative d a t a should be c o a t e d with insulating foreign materials. This
considered as "typical". coating must be r e m o v e d by wire brushing and
scraping before reinstalling electrodes. The
FRESH W A T E R C O O L E R electrodes should be renewed when 50% eroded.
DESCRIPTION MAINTENANCE
The fresh w a t e r cooler, Fig. 6-11, consists of a The fresh water cooler should be c l e a n e d as
cylindrical shell with fresh water inlet and outlet f r e q u e n t l y as f o u n d necessary to provide an
Water Outlet
16419
134A587 6-7
Section 6
unrestricted flow of water. This will vary, depending normally furnished for the keel cooling system will
on operating conditions. In certain types of service include a motor driven fresh water cooling pump
deposits f o r m m o r e rapidly t h a n others. Heavy and a low water pressure alarm contactor (GCS), as
deposits cause an objectionable increase in pressure well as the temperature regulating valve required by
d r o p t h r o u g h the cooler, and a decrease in the some systems. A typical gear oil keel cooling system
cooling effect. Cleaning at regular intervals will is shown in Fig. 6-12.
ensure maximum operating efficiency at all times.
Sizes of interconnecting piping between gear oil
The inside and outside of the cooler tubes may be cooler equipment and keel cooler are determined by
cleaned with a pressure stream of water, and the s h i p b u i l d e r based on total installed e q u i v a l e n t
inside of the tubes may be further cleaned by passing length, keel cooler pressure loss, water flow,
a round wire brush through them. pressure d r o p available and m a x i m u m velocity
desired.
GEAR LUBE OIL COOLING If necessary orifice may be installed to obtain pump
SYSTEM ACCESSORIES pressure adjustment, as shown in Fig. 6-12, or in a
bypass i m m e d i a t e l y before s h u t - o f f valves on
The basic system used to cool the propulsion drive a t t a c h e d gear oil cooler of some r e d u c t i o n gear
gear lube oil is t h r o u g h a keel (skin) cooling models.
a r r a n g e m e n t . A raw water type system is also
available. Gear cooling water pumps p r o v i d e d are m o t o r
driven units, sized in a c c o r d a n c e with system
The gear oil keel cooler is to be sized compatible r e q u i r e m e n t s f o r ' p r e s s u r e and flow. M o t o r s
with the requirements of the drive gear used and furnished meet ABS requirements. M o t o r starting
built into the vessel by the shipbuilder. Accessories switch is supplied by the shipbuilder.
VENT
W
LEA
VTE
ELRT
EXPANSION TANK
CAPACITY
|
/ / LOW WATER PRESSURE
ALARM CONTACTOR (GC,S)
2 GAL. (7.6 L.)
HINIHUH- 5' (1524 HH) /
LOCATE ABOVE GEAR
OI L COOLING SYSTEM
HAXIMUH
I
/ i ~
ORIFICE I F NECESSARY TO OBTAIN
OIL COOLER PRESSURE
ADJUSTMENT
! I
MOTOR DRIVEN
FRESH WATER PUMP REDUCTION GEAR
, C , p ~ "A" OIL COOLER
( v ~ UBu --
(ATTACHED)
FRESH WATER AUTO.
• ~ TEMP. REGULATOR
( (IFUSED)
VENT ALL POSSIBLE AIR TRAPS
( IN SYSTEH TO TAbO(
•
(
AUXILIARY KEEL
COOLER
30296
6-8 134A587
SECTION 7
PROTECTIVE DEVICES
CONTENTS PAGE
GENERAL 7-1
CRANKCASE PRESSURE
DETECTOR ASSEMBLY 7-1
PGA GOVERNOR
SHUTDOWN SOLENOID 7-4
7
ELECTRO-MOTIVE MARINE PROPULSION UNIT
PROTECTION DEVICES
Shutdown
Lever
GENERAL
This section contains descriptions of various
Tripped ~~kt~Tri/p~ped
protective devices and alarms which are considered
Position Latched //
typical of a basic installation. Due to the availability
of many options, equipment configurations, and
customer supplied equipment, some of the devices
may or may not be p r o v i d e d for a p a r t i c u l a r
installation.
NOTE Running
Some of these devices are designed to, in some 0 Position ~ /
instances, shut down the engine in the event of a
malfunction occurring during engine operation o I
\ Ovj[speed
while others only produce an alarm.
OTLS
OVERSPEED TRIP
DESCRIPTION
An overspeed mechanism is provided as a safety 29534
feature to stop the injection of fuel into the cylinders Fig.7-1 - Reset Lever Positions
should engine speed become excessive. If the engine
speed is increased to the specified limit, the
overspeed mechanism will trip to shut down the the normally negative pressure in the crankcase (oil
engine. pan). A switch CPS attached to the bottom side of
When the overspeed mechanism has been tripped, the detector provides a signal to the alarm system.
the overspeed trip limit switch OTLS is released
causing the overspeed trip relay to de-energize, the
O V E R S P E E D TRIP warning light comes on and
the alarm bell sounds. The overspeed mechanism
may also be activated by remotely tripping the
shutdown lever, using a pull cable.
The overspeed trip can only be reset manually by
m o v i n g the reset lever to the r u n n i n g (latched)
position, as shown in Fig. 7-I.
C R A N K C A S E PRESSURE
DETECTOR A S S E M B L Y
DESCRIPTION
29536
The c r a n k c a s e pressure detector, Fig. 7-2, is a
compact device for detecting a positive, rather than Fig.7-2- Crankcase Pressure Detector Assembly
134A587 7-1
Section 7
WARNING
Following an engine shutdown due to activation
of the crankcase pressure detector, do NOT
open any handhole or top deck covers to make
an inspection until the engine has been stopped
and allowed to cool off for at least two hours.
Do NOT attempt to restart the engine until the
cause of the trip has been d e t e r m i n e d and
corrected.
A float switch-type low oil level indicator LLS, A time delay of approximately 35-60 seconds at idle
Fig. 7-3, is installed in the side of the oil pan near the engine speed is provided before the alarm switch
oil level gauge. The purpose of the device is to warn trips to allow operating pressures to be reached after
the operator of an insufficient oil supply. The switch starting engine, and to provide time to locate the
7-2 134A587
Section 7
/ Alarm Switch
,Oil Failure Plunger Shutdown Rod
Piston Stop
Engine Oil Oil Failure Piston
Pressure Inlet Shutdown Plunc
Speed
Settin!
Set Scr Piston
ular Fulcrum Plate
Speed Control
Rotating Bushing
To Surnp
Port Sleeve
Engine Pressure Oil
Time Delay
Trapped Oil Under Pressure Governor~
i 3 Governor Sump Oil Bypass
Oil Pressure
Governor Oil Pressure Time Delay Adjustment
Intermittent Gov. Oil Pressure
Fig.7-5 - Low Oil Pressure Alarm Device 18494
Schematic Diagram
134A587 7-3
Section 7
operate the oil failure piston. At engine speeds o f the terminal shaft, repositions the rack, shutting off
475 RPM.and above, the speeder spring servo lever the fuel tO the engine.
lowers t.he bypass pin which opens the time delay
b y p a s s . . The check ball seats against either an upper or lower
'!
seat in the check valve. In units adjusted to
When the bypass is open, governor oil goes directly shutdown when the solenoid coil is energized, a
to the oilfailure piston, and the alarm switch will be spring holds the check ball against the upper seat
tripped in about two seconds. during normal operation. When the coil is energized,
the plunger rod moves down, unseating the check
ball. In units adjusted to shut d o w n when the
SHUTDOWN SOLENOID solenoid is de-energized, the plunger rod is adjusted
(PGA GOVERNOR) to hold the check ball on the lower seat during
normal operation. When the solenoid coil is de-
DESCRIPTION energized, the spring pushes the check ball upward,
unseating it.
The shutdown solenoid, Fig. 7-6, is provided as an
electrical means to shut down the engine. The device For maintenance and adjustment of solenoid, refer
can be used to effect shutdown either when to governor manufacturer's bulletin No. 36650.
energized or de-energized.
MANUAL SHUTDOWN
SWITCH (PGA GOVERNOR)
A spring-loaded manual shutdown switch button is
located on the top of the governor cover, Fig. 7-7.
When depressed, it pushes down the s h u t d o w n
solenoid plunger rod displacing the check ball. This
permits trapped oil holding the speed setting servo
piston to be released and flow to the governor oil
sump, and the servo piston to be raised by the piston
springs..~s the piston moves up, the shutdown rod
and nuts are raised. As the shutdown rod is, in
effect, an extension of the pilot valve plunger, the
raising of the pilot valve plunger permits the power
piston to move to the fuel off position, shutting
down the engine.
.. .1299 b
7-"~ 134A587
Section 7
19302
t a n k . T h e p u r p o s e o f the d e v i c e is to w a r n the
operator of an insufficient supply of coolant. When
the water level is reduce to a predetermined level, the
float position will open the contacts in the switch,
activating the alarm system.
19303
MAINTENANCE
Fig.7-9 - A i r Filter V a c u u m S w i t c h
T h e s w i t c h a s s e m b l y is a s e a l e d unit and con-
sequently must be replaced if found defective. If
o p e r a t i n g difficulties arise, c h e c k the electrical
OIL T E M P E R A T U R E
wiring connections for tightness and the floats for SWITCHES
binding in the float casing. If this does not produce
satisfactory results, replace the assembly with a new HIGH OIL TEMPERATURE
one. SWITCH
The high oil temperature switch HOS activates the
AIR FILTER V A C U U M SWITCH alarm system when lube oil temperature rises above
104 ° C (220 ° F). The alarm signal will remain until
The turbocharged engine air filter assembly has a the temperature is reduced to 99 ° C (21O° F).
v a c u u m s w i t c h FVS, Fig. 7-9, t h a t senses the
pressure differential between ambient and pressure LOW OIL TEMPERATURE
at the turbocharger compressor inlet. SWITCH (OPTIONAL)
When the switch trips, the alarm system activates to The low oil temperature switch LTS may be used on
indicate a clogged filter condition. marine units provided with an immersion heater
system. This switch will trigger the alarm system
when lube oil temperature falls below 29 ° C (85 ° F).
The v a c u u m switch is equipped with a shielded test The alarm signal will remain until the temperature is
button that may be pressed with a pencil or thin raised to 35 ° C (95 ° F).
object to test the warning light indication. Always
press the reset lever on the vacuum switch after Oil t e m p e r a t u r e switches, w h e n used, will be
pressing the test button. mounted on the piping between the oil cooler and
the oil strainer housing, as typically shown in
Fig. 7-10. E i t h e r s w i t c h is e q u i p p e d with a test
For more information about the air filter vacuum button which can be pressed to test the warning
switch, refer to Maintenance Instruction M.I. 5525. lights.
134A587 7-5
Section 7
19305
7-6 134A587
Section 7
ENGINE TEMPERATURE
SWITCH
The engine temperature switch ETS is connected
into the fresh water discharge line from the engine
water outlet to the thermostatic valve, Fig. 7-13.
This switch senses water temperature and triggers
the a l a r m s y s t e m w h e n the w a t e r t e m p e r a t u r e
reaches 98 ° C (208 ° F). The alarm signal will remain
until the temperature is reduced to 92 ° C (198 ° F).
21061
134A587 7-7
Section 7
7-8 134A587
SECTION 8
CONTENTS PAGE
GENERAL 8-1
BLOWER-TYPE SYSTEM
DESCRIPTION 8-1
MAINTENANCE
BLOWERS 8-2
TURBOCHARGED SYSTEM
DESCRIPTION 8-3
MAINTENANCE
DESCRIPTION 8-5
MAINTENANCE 8-5
134A587
SECTION
8
ELECTRO-MOTIVE MARINE PROPULSION UNIT
AIR INTAKE A N D E X H A U S T S Y S T E M S
GENERAL BLOWER-TYPE S Y S T E M
In a two cycle engine, each cylinder completes a DESCRIPTION
power cycle in one revolution of the crankshaft.
The piston does not function as an air pump during Air is drawn in through an opening in the front
one crankshaft revolution, as is the case in a four cover of the filter, Fig. 8-1, where dirt particles are
cycle engine which requires two revolutions of the trapped by the filter elements, Fig. 8-2.
crankshaft to complete one power stroke in each
cylinder. A separate means is provided in a two cycle The filtered air then enters the engine blowers and is
engine to supply the needed air and to purge the pumped by the blowers to the engine air box areas
combustion gases from the cylinders. surrounding the cylinders. Blower action pressurizes
the air entering the air box. The pressurized air
To efficiently provide the air needed for combustion enters the cylinder through intake ports during the
and s c a v e n g i n g , the E6 engine is e q u i p p e d with downstroke of the piston and pushes the exhaust
blowers and the E7C/F7B and G7 engines are each gases left f r o m the p r e v i o u s p o w e r s t r o k e out
equipped with a turbocharger. through exhaust valves, filling the cylinder with a
fresh supply of air.
Because of the differences in e q u i p m e n t , the
blower-type and turbocharger-type engines will be As the p i s t o n moves u p w a r d , it c o m p r e s s e s the
discussed separately in the following paragraphs. trapped air into a very small volume. This compression
?
!
@@® ®@@
11
I.
2.
AIR INTAKE FILTER
EXHAUST ~CK
®®
3. EXHAUST IIFOLD
4. EXHAUST lOW
5. CYLINDER LINER
6. AIR BOX
7. BLOWER
30298
134A587 8-]
Section 8
BLOWERS
Upon completion of the power stroke, the piston AIR BOX DRAIN
continues downward and a new supply of pressurized
air enters the cylinder which pushes the exhaust Accumulation of liquid in the air box is removed
gases out through the exhaust valves. The piston is through drain holes in the base rails of the crankcase
again at its o r i g i n a l starting p o i n t . The e x h a u s t which are aligned with a fitting, Fig. 8-3, on each
gases f r o m the c y l i n d e r flow t h r o u g h e x h a u s t side of the oil pan near the front of the engine. The
elbows i n t o the e x h a u s t m a n i f o l d . F r o m the fitting may be plugged, connected to a valve, or
manifold, the exhaust gases are forced through the connected to external piping. The method used to
stack into the atmosphere.
MAINTENANCE
AIR INTAKE FILTERS
8-2 134A587
Section 8
EXHAUST M A N I F O L D
OIL SEPARATOR
TURBOCHARGED SYSTEM
DESCRIPTION
On t u r b o c h a r g e d engines, the air i n t a k e filter
a s s e m b l y consists of a w e l d e d steel housing
containing disposable filter elements of either bag-
type fiberglass, Fig. 8-4, or rectangular pleated-type
paper, Fig. 8-5.
\
24018
Filter assemblies are equipped with a filter vacuum As the p i s t o n moves u p w a r d , it c o m p r e s s e s the
switch FVS, as p r e v i o u s l y described in the t r a p p e d air into a very small v o l u m e . This
P r o t e c t i v e Devices Section of this manual. This compression elevates the temperature of the air to
switch senses an air p r e s s u r e d r o p t h r o u g h the a p p r o x i m a t e l y 538 ° F ( 1 0 0 0 ° F), m a k i n g it hot
filters, indicating a clogged filter condition, and enough to ignite fuel oil. Just before the piston
alerts the operator by activating a warning light and reaches top dead center, fuel is sprayed into the
an alarm device. cylinder. The fuel ignites i n s t a n t a n e o u s l y and is
burned rapidly, forcing the piston down.
Air is drawn into the filter assembly where dirt
particles are trapped by the filter elements, Fig. 8-6. Upon completion of the power stroke, the piston
The filtered air is then drawn into the turbocharger c o n t i n u e s d o w n w a r d and a new s u p p l y of
c o m p r e s s o r where it is p r e s s u r i z e d a n d , due to pressurized air enters the cylinder which pushes the
turbocharger action, heated to a high temperature. exhaust gases out through the exhaust valves. The
Air is then passed through aftercooler assemblies piston is again at its original starting point. The
134A587 8-3
Section 8
® @®@
I. AIR INTAKE FILTER
2.
3.
TURBOCHARGER
EXHAUST OUTLET
@@@@
4. EXHAUST MANIFOLD
5. EXHAUST ELBOW
6. CYLINDER LINER
7. AIR BOX
8. AFTERCOOLER r-----------? ;30299
8-4 134A587
Section 8
NOTE NOTE
The trap type screen must be inspected and I n d i c a t o r p o i n t e r s h o u l d not be set to " O "
cleaned as specificed in the Scheduled Mainte- mark, as shown in Fig. 8-8, unless "cold-end"
nance Program. (ambient) temperature is actually 0 ° F.
OIL S E P A R A T O R
(b (b (I)
C l e a n oil s e p a r a t o r screen and e j e c t o r tube at
intervals specified in the Scheduled Maintenance © O r
0
Program.
x \\ \ 16~o/ / / /
PYROMETER \ 300 900 //
THERMOCOUPLES
(I)
~F 1200
DESCRIPTION AHRENHEIT
A pyrometer system may be provided as optional
e q u i p m e n t for m e a s u r i n g the t e m p e r a t u r e of @
exhaust gases. The thermocouples, provided with
the pyrometer, are located in the exhaust manifold O
risers for each cylinder and connected to junction
boxes mounted on the exhaust manifold, Fig. 8-7.
© • •
25739 d)
Fig.8-7 - Typical Exhaust Manifold
W/Pyrometer Thermocouples
Thermocouple lead wire is supplied for installation
by the shipbuilder between the pyrometer and the o (1) ©
junction boxes. E
MAINTENANCE 30300
P y r o m e t e r i n d i c a t o r s h o u l d read in the forward
(left-to-right) direction whenever selector switch is
set to any thermocouple position. If not, connec- Fig.8-8 - Tyical Pyrometer And
tions should be checked for reversed polarity. Selector Switch
134A587 8-5
SECTION 9
ENGINE CONTROLS
CONTENTS PAGE CONTENTS PAGE
134A587
SECTION
9
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT
ENGINE CONTROLS
LEGEND OF ELECTRICAL
DEVICES
Switches and relays bear names descriptive of their
f u n c t i o n or r e l a t i o n s h i p to o t h e r c o m p o n e n t s .
Identification letters for components are generally
direct abbreviations of the names.
SWITCH LEGEND
Legend Description
CAS Clutch Air
134A587 9-I
Section 9
Annunciator Relays
Legend
l oPs~
0 0 -0-i l cAs J
Description
I Legend Description
I.e. ! ]WPCe
i l[I ERI" Engine Run
L~J
9-2 134A587
Section 9
Switch/
Relay Pickup Value Dropout Value
CAS 931 kPa (135 psi) 862 kPa (125 psi)
CPS 20-46 mm (0.8"-1.8") H20
ER~ 10 ___ 1 seconds
ETS 980 C (208 ° F) 92 ° C (198 ° F)
FPS 62 kPa (9 psi) 76 kPa (11 psi)
FVS 279 mm (11") H20*
178 mm (7") H20**
GCS 35 kPa (5 psi)~
103 kPa (15 psi)
HOS 104° C (220 ° F) 99 ° C (210 ° F)
IHTS 38 ° C (100 ° F) 49 ° C (120 ° F)
LOS 69-97 kPa (10-14 psi) Low Speed
179-207 kPa (26-30 psi) High Speed
LTS 35° C (95 ° F) 29 ° C (85 ° F)
+3
PTt 25 minutes
-0
134A587 9-3
Section 9
The engine control panel, Fig. 9-3, contains warning FUEL P R I M E Pushbutton (Optional)
lights, pressure gauges, and controls required to
operate the unit. A switch used to automatically prime the engine
p r i o r to start up. P r e s s i n g the F U E L P R I M E
GAUGES pushbutton establishes a circuit to the motor driven
fuel pump. Button should be held in to operate the
The following pressure gauges are provided on the pump. until fuel pressure is indicated on the F U E L
engine control cabinet: OIL pressure gauge.
ON and O F F pushbuttons are used to control the A switch used to select one of two possible responses
input power to the engine control cabinet. Pressing to an alarm event caused by either an excessive
the ON pushbutton turns power on and actuates a crankcase pressure or low oil pressure condition. In
" C o n t r o l P o w e r " i n d i c a t o r light on the c o n t r o l the N O R M A L S H U T D O W N position, activation
power switch and the "ON" indicator light on the of the alarm system due to either condition will
alarm test switch. Pressing the O F F pushbutton cause the engine to shutdown. Placing the selector
turns power and indicator lights off. switch in the E M E R G E N C Y A L A R M p o s i t i o n
turns on a " S H U T D O W N S E L E C T O R " indicator
ENGINE S T A R T / E N G I N E STOP Pushbuttons light and allows only the alarm system to activate in
response to these conditions.
The E N G I N E S T A R T and E N G I N E S T O P
pushbuttons are used to manually start and stop the
engine. Prior to engine start, the start pushbutton is WARNING LIGHTS
pressed momentarily to start the turbo lube pump,
then released. After a 60 second pause, the start The following warning lights are available on the
pushbutton is again pressed and held in to start the engine control cabinet:
engine. E n g i n e r u n n i n g speed after start is
c o n t r o l l e d by the governor. P r e s s i n g the s t o p C'CASE P R E S S U R E
pushbutton will shut down the engine.
Indicates that there is a positive pressure (rather
NOTE than the normal negative pressure) in the crankcase.
Prior to pressing the ENGINE STOP push- A crankcase pressure of 20-46 mm (0.8"-1.8") HaO
button, engine should be brought down to idle will light a warning light, sound the alarm, and
speed for a 17 minute cool down period. cause the engine to shutdown.
9-4 134A587
Section 9
RAW WATER LUEIE OIL FUEL OIL START AIR CLUTCH AIR
(Optional}
Optional Pushbutton
Switches, Indicator
oE~PSEO T i M E
INDICATOR
,~1-~-
Engine-Start/Stop
""- Pushbutton Switches
Pushbutton Switches
ANNUNCIATOR
• ~Alarm-Test/Off
Pushbutton Switches
Q
SHUTDOWN SWITCH
-----._~ O p t i o n a l S h u t d o w n
Selector Switch
Fig.9-3- EngineControlPanel
134A587 9-5
Section 9
HOT ENGINE or below 131 kPa (19 psi) at high speed, a warning
light comes on and alarm will sound.
Engine water temperature of 98 ° C (208 ° F) will
light a warning light and sound the alarm. ENG. AIR FILTER (Optional)
LOW TURBO OIL PRESS Provided on engines equipped with disposable bag-
type fiberglass or pleated paper element air filters.
At engine shutdown, the turbo oil pump operates When air inlet depression in the air filter housing on
for 25 minutes to maintain turbo oil pressure. A blower-type engines or at the t u r b o c h a r g e r
pressure below 69 kPa (10 psi) will light a warning compressor inlet on turbo-type engines is greater
light and sound the alarm. than 279 mm (11") H20 for pleated paper element
filters or 178 mm (7") H20 for fiberglass element
OVERSPEED T R I P P E D filters, a warning light comes on and the alarm will
sound.
If engine R P M s h o u l d exceed specified limit, a
w a r n i n g light comes on, alarm will sound, and WATER LEVEL
engine will shut down.
Provided to alert operator of an insufficient water
HI-OIL TEMP. supply. When water supply is reduced to a predeter-
mined level i n t h e expansion tank, a warning light
Engine lube oil temperature of 104° C (220 ° F) will comes on and the alarm sounds.
light a warning light and sound the alarm.
GEAR COOLER PRESSURE (Optional)
LOW OIL TEMP. (Optional)
When skin cooler water pressure in the reduction
Provided with immersion heater (optional). When gear lube oil cooling system drops to below 35 kPa
engine is at standstill, immersion heater heats engine (5 psi), a warning light comes on and the alarm will
c o o l a n t , which heats the lubricating oil being sound.
circulated to enable an immediate engine start. Lube
oil temperature of below 29 ° C (85 ° F) will light a PYROMETER AND SELECTOR
warning light and sound the alarm. SWITCH (Optional)
LOW CLUTCH AIR (Optional) A unit can be e q u i p p e d with a p y r o m e t e r and
selector switch mounted on the side o f the engine
On units with turbocharged engines, when clutch air control cabinet, Fig. 9-4. The pyrometer is to be
pressure drops to below 862 kPa (I 25 psi), a warning
light comes on and alarm will sound.
LUB OIL P R E S S U R E
On units with blower-type engines, when governor Fig.9-4 - Typical Cabinet Mounted
oil pressure drops belc.w 48 kPa (7 psi) at low speed Pyrometer And Selector Switch
9-6 134A587
Section 9
c o n n e c t e d by the s h i p b u i l d e r to j u n c t i o n boxes
m o u n t e d along the engine e x h a u s t manifold.
T h e r m o c o u p l e s are installed in the exhaust
manifold risers for each cylinder to indicate the
e x h a u s t gas t e m p e r a t u r e . The p y r o m e t e r has a
temperature range of 0 to 649 ° C (1200 ° F) and the
selector switch can monitor up to 20 cylinders. Refer
to Air Intake And Exhaust Systems section of this
m a n u a l for j u n c t i o n box and t h e r m o c o u p l e
connections, and pyrometer indicator adjustment.
S Y S T E M RELAYS
The system relays, Fig. 9-5, are located on the back
wall of the engine control cabinet. Each relay,
Fig. 9-6, is used in a respective engine start, run, or
shutdown system function. Refer to Service Data
for relay specifications, operational voltages and
hi-pot test. Refer to Troubleshooting section of this
manual for description of circuits involving these
relays.
A N N U N C I A T O R RELAYS
Basically, each main engine system is monitored by
~m a switch which keeps a respective annunciator relay
~s
energized during normal operation, preventing an
alarm. If a malfunction should occur, the switch
opens and de-energizes a relay which operates the
alarm system. A typical alarm system circuit with
switch, corresponding annunciator relay, warning
light and alarm is described on page 9-9.
A N N U N C I A T O R RELAY
PANEL
)35
The annunciator relay panel, Fig. 9-7, is located on
the inside of the engine control cabinet door. The
Fig.9-5 - System Relays p a n e l c o n t a i n s the a n n u n c i a t o r relays a n d
134A587 9-7
Section 9
associated electronics which control the warning Service Data for relay specifications and
lights and alarm bell. Refer to Fig. 9-8 for operational voltages.
annunciator relay schematic diagram. Refer to
Engine Control
-F1F
I
Kl1"
K2
n
m
m m
-- Annunciator -"
~- K3 Panel KIO* --
K9
4036
F i g . 9 . 7 - A n n u n c i a t o r Relay Panel
9-8 134A587
Section 9
48-
Alarm
24 V DC~120 V DC115 V AC Test/Off
4 10 14 12 13 11 15
. . . .
I I CURRENT I--
i I REGULATOR L~
I r
i K13
~8o 1 ALARM
so= i J INOL RELAY
90 I N '
6 C ~LFNc ,
I i
930
20
950 I
I
t
90;4-~..N°
lo I
K1
~b~ N C I
_~-:-:~--~_~_ _
.ii-i!-i - TYP~AL I --;
RELAY
~
/
9 4
I
~
8~o-~ K3
I I ~----)1-1 ~8o
a
__ --
•.~ I
.-~LI
85
72~ _
7"7
74 K4
75 78
76 ---- - - ~ - I
7O
87 K5 IT i
~h ;66
68 71
69
59
63 K6
~-----) I-f ~62
61 T . . . . ~_'l 58
6o
52
56 K7
54 51
53
38 P'----) h ~42
41 K9
40 37
39
"- -- 1- -"
31
34 KIO
1 3O
33
32
- -1- - -
24
27
26
K1 1 l
25
22~ _
17
20 K1 2
19 i__ 16
18
24038
134A587 9-9
Section 9
A L A R M S Y S T E M LEGEND
System Switch Annunciator Relay Warning Light Alarm Relay
NOTE
A crankcase pressure malfunction or an overspeed
condition will alsoshut down the engine.
Provides a positive 24 volt feed to a charging HE relay coil picks up returning contacts to
circuit which picks up and holds alarm relay normally open position, breaking circuit to
AR coil energized, establishing alarm circuit. HOT ENGINE warning light.
9-10 134A587
Section 9
I I I-- - - - I
1 i ,. I ALARM I t7Z_/7L !1
I TEST/OFF I il
I HE _L [ I ' I
I TN (K3) "/ "NC[
I O . . . . . . ---I
I
' I
__3
ENGINE
1- 7
_1 r I ALARM
I DEVICE
I-_--I
I
24039
O F F f u n c t i o n s . R e f e r to E N G I N E C O N T R O L .
P A N E L p o r t i o n of this Section for f u n c t i o n a l
description of the switches and warning lights used.
ENGINE I N S T R U M E N T
PANEL
An engine instrument panel, Fig. 9-11, is supplied
with units provided with accessories as loose items.
The p a n e l is d e s i g n e d to be m o u n t e d by the
shipbuilder on a stanchion or structure convenient
to the engine controls. This panel will include the
following pressure gauges which are used to monitor
unit operation.
Lube Oil
Fuel Oil
NOTE
.28125" DIA.
The raw water gauge and valve are included O @ / ( 7 . I MM) 4 HOLES
only if optional raw water cooling system is O® • FOR MOUNTING
provided. Clutch air gauge and valve will not r . \\1 I I//. "~
be included on units having hydraulic operated x \oo 600 900/I/
reverse reduction gears. m "~N 1200 m
~. ~ H RENHEIT
OPTIONAL PYROMETER
A N D SELECTOR SWTICH 0
,0
9-12 134A587
Section 9
ALARM SIREN
An electronic siren is supplied with units provided
with accessories as loose items. This siren maybe
energized from any alarm panel to alert the operator
of an abnormal engine condition. The device is of
water proof type construction for either indoor or
outdoor installation by the shipbuilder. The alarm
may be silenced ( d e - e n e r g i z e d ) by the A L A R M
O F F p u s h b u t t o n on the a l a r m cabinet. The
respective warning light, however, will remain lit
unlit the malfunction is corrected.
17/64" (6.75 MM) D I A .
ALARM SIGNAL LIGHT .
3 HOLES FOR
NG
(Optional)
I--I1-1/2"
An alarm signal light, Fig. 9-13, with rotating beam NPT HOLE
can be furnished in place of, or in conjunction with,
the alarm siren to attract attention of the operator in
the event of an abnormal engine condition.
P r e s s i n g the A L A R M O F F p u s h b u t t o n on the
-L6,/4-
( 1 5 8 . 8 MM) DIA. B.C.
alarm cabinet will turn off the signal light, but the 30306
134A587 9-13
SECTION 10
INSTALLATION
CONTENTS PAGE
GENERAL 10-1
SHIPBUILDER
RESPONSIBILITY 10-1
PRESERVICE INSPECTIONS
AND ADJUSTMENTS
134A587
SECTION
10
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT
INSTALLATION
GENERAL CAUTION
Poured chocking material must not be allowed
Upon receipt, the marine propulsion unit should be to form around engine mounting feet (or base
stored in a dry weather - protected shelter for the rails) as c r a n k c a s e t h e r m a l e x p a n s i o n may
pre-installation period. EMD propulsion equipment crack the chocking and allow engine mounts to
is basically protected for inside dry storage for a break loose.
period of up to six months. Refer to M.I. 1730 for
equipment storage instructions. E M D units f u r n i s h e d with p r o p u l s i o n system
mounted on a c o m m o n base have had a preliminary
Since the engine has been run and tested at the alignment of engine to gear at the factory. Final
factory, no break-in procedure is required. After alignment is accomplished after unit is mounted in
i n s t a l l a t i o n has been c o m p l e t e d and preservice the ship and coupled to the propeller shaft.
checks have been made, the unit may be placed in
operation. Units with p r o p e l l e r shaft b r a k e require that
shipbuilder provide foundation and hardware to
SHIPBUILDER mount brake element holder.
RESPONSIBILITY UNIT PIPING
Unless otherwise specified, shipbuilder is respon- Connecting piping is to be installed in manner as to
sible for all s u p p l y source p i p i n g and electrical not apply loading on the engine connections. All
wiring to and from the propulsion unit, i.e., starting piping used must be kept free of rust, scale, weld
air line, raw water, fuel oil, intake air and exhaust spatter, and foreign material. Connecting piping is
ducting, as well as interconnection of any accessories a s s u m e d to i n c l u d e all valves, gauges, A . S . A .
s u p p l i e d as loose c o m p o n e n t s . In a d d i t i o n , c o m p a n i o n flanges a n d / o r flexible c o n n e c t i o n s
shipbuilder is to furnish propeller shaft and coupling required between the unit and the ship's piping, and
hardware, as well as the engine and reduction gear any transfer or standby pumps used in the support
m o u n t i n g beds with associated c h o c k i n g and systems.
alignment.
Refer to Sections 3, 4, 5, and 6 for typical system
S h i p b u i l d e r is to assure t h a t vessel d e s i g n and piping diagrams.
s t r u c t u r e s y s t e m will be c o m p a t i b l e with the
c o m p l e t e m a i n p r o p u l s i o n drive line application Temporary 80 mesh screens should be installed in
and i n s t a l l a t i o n as it relates to o p e r a t i o n a l the fresh water cooling system and lube oil system
vibrations, inherent and/or consequentially, piping, where s h o w n on typical system p i p i n g
resulting in the system. diagrams, to protect engine from residual debris in
the piping after flushing.
NOTE
Values for major torque harmonics of EMD CAUTION
engines can be furnished on request. 80 mesh screens s h o u l d be r e m o v e d f r o m
system piping before running engine under full
UNIT M O U N T I N G load as screens are too restrictive for normal
operation.
EMD propulsion units are to be mounted with fitted
bolts and dowels at the flywheel (rear) end, and Orifices are to be installed in the engine cooling
clearance bolts at the governor (front) end of the fresh and raw water piping systems, where shown on
engine to allow for t h e r m a l e x p a n s i o n of the typical system piping diagrams, to suit ship's design
crankcase in that direction. pressure rise requirements.
134A587 10-1
Section 10
10-2 134A587
Section 10
134A587 10-3
SECTION 1 1
OPERATION
CONTENTS PAGE CONTENTS PAGE
P R E P A R A T I O N FOR
STARTING ENGINE 11-4
134A587
SECTION
11
ELECTRO-MOTIVE M A R I N E P R O P U L S I O N UNIT
OPERATION
ENGINE PRESTART
1. Check that injector control lever, Fig. I1-10,
moves freely without binding and that rack stop
is properly adjusted.
Shutdown 18536
Lever
Fig.11-2 - PGA Governor 3/4 Rear View
Tripped ~ l ~ T r i/2ped
Position Latched / / . Switch engine speed and clutch controls to the
e n g i n e r o o m station and place clutch control
handle in " N E U T R A L " position and the
c o n t r o l air t r a n s f e r valve in the " L O C A L "
position.
- J / ~ever ~ NOTE
Engineroom speed and clutch control air valve
and control air transfer valve are furnished as
individual components for installation in the
engineroom by the customer.
29534
6. Check l u b r i c a t i o n of air start motor(s) and
Fig.1 1-1 - Reset And Shutdown Lever Positions fill/adjust airline lubricator(s).
134A587 ll-]
Section 11
NOTE
A new engine, engine that has been overhauled,
or an engine that has been inoperative for more
t h a n 48 hours will require p r e l u b r i c a t i o n .
Refer to Prelubrication Of Engine portion of
this section. If engine requires prelubrication,
recheck oil level, as an appreciable quantity of Main Lube
oil may have been transferred to the external Oil Pump
system (cooler, filter, strainer). Add oil if Shutoff
required. Valve
P R E L U B R I C A T I O N OF Lube Oil
Strainer
ENGINE Piston
Shutoff
Cooling Valve
Prelubrication of a new engine, an engine that has Oil Pump
been o v e r h a u l e d , or an engine which has been Check
inoperative for more than 48 hours is a necessary Valve
Practice. P r e l u b r i c a t i o n protects u n l u b r i c a t e d
engine parts during the interval when the lube oil
pump is filling the passages with oil. Priming
Pump '
PRELUBRICATION PROCEDURE
FOR UNIT WITH ACCESSORY - I ~ . Line Strainer
RACK
1. Remove the pipe plug at the main lube oil pump 22096
discharge elbow, Fig. 11-3, and connect an
external source of clean, w a r m oil at the Fig.1 1-4 - Typical Priming Pump Connection
discharge elbow. Prelubricate engine at a
minimum of 69 kPa(10 psi) for a period of not pump connection. Typical hand priming pump
less t h a n 3 and not m o r e than 5 minutes capacity is 57 lpm (15 gpm) 50 double strokes
(approximately 57 lpm [15 gpm] using a 1.1 to per minute.
1.5 kW [1-I/2 to 2 hp] motor).
2. While oil pressure is being applied, open the
c y l i n d e r test valves, Fig. 11-5, and t u r n the
; AMain' Lube
= Oil~ ~ in kube Oii~Pum~=p'
Piston Cooling Oil ~ ? ~ ' Discharge Elbow i F J
Pumps '~ ~ Z - ~lll~ ~ -
,, II
~ ' ~ ' ~ ~ " Pump Discharge Elbow
20978
NOTE
Openings are provided on the main lube oil
p u m p and piston cooling p u m p discharge
elbows for a customer connection of a priming 3618
pump. Refer to Fig. 11-4 for a typical priming Fig.1 1-5 - Test Valve Wrench
1]-2 134A587
Section 11
134A587 I 1-3
Section 11
Piston Cooling
Pump Discharge I ~ M a i n Lube Oil Pump Discharge
~ _ ~ Prelube Valves
Lube Oil
Strainer" Scavenging Lube Oil Filter
;heck
Priming
Pump Line Strainer
NOTE
Open lube oil system prim-
ing valve to prime acces- Bypass
sories and piping and to fill ' Relief Valve =i" ~ Lub~ ?il
strainer. Close to prelubri-
cate engine. ~ . , ] ~ Coo e
22097
5. Close cylinder test valves. When these engines are returned to service, care
must be taken to see that any loose deposits are
6. Pour a liberal quantity of oil over the cylinder flushed out before adding a new oil charge. T h e
mechanism of each bank. entire engine should be sprayed with fuel to break
up any s l u d g e d e p o s i t s and t h e n d r a i n e d , being
. C h e c k oil level in engine m o u n t e d strainer careful that the drains are not plugged. Fuel should
housing, if provided, add oil to strainer housing not be sprayed directly on the valve mechanism or
until it overflows into the oil pan. b e a r i n g s , as l u b r i c a t i o n will be r e m o v e d or dirt
forced into these areas. The surfaces should then be
8. Replace and securely close all handhole covers wiped dry before new oil is added to the engine.
and engine top deck covers.
ll-4 134A587
Section i I
NOTE
G o v e r n o r oil level will rise after e n g i n e is
started and the oil temperature increases.
20108
NOTE
If unit is equipped with a motor driven fuel
priming pump, operate motor to prime the
engine.
NOTE
Air box draining should be done periodically,
as i n d i c a t e d in the S c h e d u l e d M a i n t e n a n c e
Program, if air box drains are kept closed.
22847
NOTE
Air box drains are
located at front and
14044
rear of engine on
both sides•
Fig.1 1-7 - Oil Level G a u g e
134A587 11-5
Section 11
10. Check oil level in reduction gear using dipstick. . On units with turbocharged engines, momentar-
ily press E N G I N E S T A R T p u s h b u t t o n on
ll. On units with turbocharged engines, momen- engine control cabinet to start the turbo lube
tarily press ENGINE S T A R T pushbutton to pump. Allow turbo lube pump to operate for
start the turbo lube pump. Remove the rear oil 60 seconds before starting the engine.
p a n h a n d h o l e cover and c o n f i r m t h a t oil is
flowing from the rear gear train. NOTE
A normal engine start should include the
12. If engine has been shut down for at least 60 second operation of the turbo lube p u m p
12 hours, but has not been prelubricated and prior to starting the engine, however, in an
manually rotated, open the cylinder test valves e m e r g e n c y s i t u a t i o n , engine may be started
and t u r n the e n g i n e m a n u a l l y one c o m p l e t e without the delay.
r e v o l u t i o n . C h e c k for fluid d i s c h a r g e at the
cylinder test valves. If there is any sign of water . Position the injector control lever, Fig. 11-10,
or oil being ejected at the test valves, or any toward the center of the engine at about one-
i n d i c a t i o n of o b s t r u c t i o n while r o t a t i n g t h e third rack (idle position).
engine, determine the cause before attempting
to start theengine. . Press and hold ENGINE S T A R T pushbutton
on the engine control cabinet ~until engine starts.
13. Replace and securely Close all handhole covers T h e e n g i n e s h o u l d start w i t h i n 10 s e c o n d s .
and engine top deck covers. Release ENGINE S T A R T pushbutton when
engine starts.
CAUTION
E n s u r e the s t r a i n e r h o u s i n g is full before . Control speed of the engine with the injector
s t a r t i n g the engine. If s t r a i n e r h o u s i n g is control lever until governor assumes control,
empty, serious engine damage can occur. then release lever. Do not operate the injector
c o n t r o l to increase engine speed until oil
pressure is confirmed.
STARTING THE ENGINE
. Check lubricating oil Pressure. If pressure is not
B e f o r e s t a r t i n g the engine, refer to P r e s t a r t indicated on the gauge within 30 seconds, stop
Procedures Section. theengine and determine cause.
)r
29877
l]-6 134A587
Section 11
. Check fresh and raw water pressures to make . Refer to Engine Operating Data-Section 2 for
sure water is being circulated. Check water level engine brake and propeller horsepower data in
in expansion tank. r e l a t i o n to e n g i n e R P M or see a p p l i c a b l e
E n g i n e M a i n t e n a n c e M a n u a l E M M f o r this
7. Check governor oil for proper level on gauge. d a t a and e n g i n e b r a k e h o r s e p o w e r d a t a in
relation to governor rack position at a specific
INSPECTION AFTER RPM.
ENGINE START IMPORTANT
As soon as engine starts, it is r e c o m m e n d e d that the On units with turbocharged engines, engine
equipment be inspected. Such inspection, carefully o p e r a t i o n at less t h a n 50% load i n c r e a s e s
made, will prevent unnecessary problems and loss of t u r b o c h a r g e r g e a r t r a i n w e a r and a d d s to
operating time. maintenance requirements.
3. No alarm indicator lights should be on. . Stop engine by pulling injector control lever at
the front of the engine, away from the engine
4. Observe for fuel, water, air, or lube oil leakage. a n d h o l d i n j e c t o r c o n t r o l lever until e n g i n e
stops. On engine equipped with a remote stop
5. Be aware of any unusual noises or sounds. b u t t o n , e n g i n e m a y be s t o p p e d by pressing
button.
R U N N I N G THE ENGINE
CAUTION
CAUTION On units with turbocharged engines, should
Do not increase engine speed beyond idle until turbo lube pump fail to operate when engine is
fresh water temperature is 49 ° C (120 ° F). shut down, as indicated by the low turbo oil
pressure alarm, restart the engine immediately
. Increase the engine speed slowly to full speed by and allow it to idle for 15 minutes at no load, to
means of the governor manual speed adjusting prevent damage to the turbocharger.
knob or the remote speed control.
134A587 11-7
SECTION 1 2
TROUBLESHOOTING
CONTENTS PAGE
GENERAL 12-1
OVERSPEED TRIP
ALARM CIRCUIT 12-2
134A587
SECTION
12
ELECTRO-MOTIVE M A R I N E PROPULSION UNIT
TROUBLESHOOTING
GENERAL NOTE
Engine fault alarms will not s h u t d o w n the
Since most operating difficulties will be signaled by engine on units e q u i p p e d with a s h u t d o w n
the e n g i n e c o n t r o l c a b i n e t a n n u n c i a t o r alarms, s e l e c t o r s w i t c h set to " E M E R G E N C Y
troubleshooting will usually start by observing the A L A R M " position.
annunciator indications.
2. Faults that cause a warning light and alarm
This section contains a description of each alarm only are:
circuit of a propulsion unit. Each alarm monitors a
respective system. In describing the alarm circuit, a. Hot Engine
m e c h a n i c a l or electrical m a l f u n c t i o n s have been
assumed to describe the relays and switches which b. Low Oil Level
would be involved.
c. Turbo Oil Pressure
The alarm sequence and point by point description
of each a l a r m circuit is p r e s e n t e d as an aid to d. Engine Air Filter (turbo)
troubleshooting.
e. Low Water Level
1. Faults that cause a warning light and alarm,
and cause the engine to shut down are: f. Low Clutch Air
NOTE
The overspeed trip and engine fault alarms
lock out another starting attempt until fault is
corrected.
134A587 12-I
Section 12
1 Engine at desired speed. Overspeed trip limit switch OTLS contact B closed,
which keeps overspeed trip relay OT coil energized.
Energized OT coil holds normally closed contacts
open to,prevent an alarm and holds normally open
contacts closed to allow engine start.
ALARM
I.... ii I TEST/OFF,-- -,
, 38
• , , .... .., /- OT (Held Closed)
UJ I
~,
~j
' ~;NO
~
/
>>
,, I
om
" ~ C I (K9)
.... i l
43
I f I AR
I (K13) i
,,,o,, i
OTL'C; '" . ~OI Starting
i--- ~] - ~~.a I Magnet Valve
',B rca. SM
tuo-I I
i "-,¢j > ~ . . . . . . .
O~- 23950
Engine exceeds specified speed limit. Overspeed trip mechanism trips; engine shuts down.
OTLS opens contact B, OT de-energizes.
OT normally closed contacts close. OVERSPEED TRIP warning light comes on.
OT normally open contacts 38-43 Interrupts circuit to starting magnet valve SM,
open. preventing another starting attempt until overspeed
mechanism is reset.
12-2 134A587
Section 12
ALARM AND SHUTDOWN Oil pressure switch OPS in the starting circuit
is not in this alarm circuit.
CIRCUIT
OPS contact I B remains closed, completing circuit
The low oil pressure alarm is initiated by a low oil to the starting magent valve SM coil until engine
pressure alarm device of the governor. For a detailed lube oil pressure reaches 145 kPa (21 psi). At
description of this device, refer to 145 kPa (21 psi), OPS opens contact 2B to disable
P r o t e c t i v e Devices S e c t i o n of this m a n u a l . The starting circuit while engine is running to prevent
device controls contacts of the governor low oil damage to starting components in case ENGINE
pressure switch LOS. LOS is normally closed and S T A R T pushbutton is accidentally pressed.
opens at 48 k P a (7 psi) during low speed (under
475 R P M ) and 131 kPa (19 psi) during high speed OPS contact IA remains open, interrupting circuit
(over 475 RPM). A time delay of 50-60 seconds at to elapsed time indicator ETI until engine lube oil
low engine speed is provided before the alarm switch pressure reaches 145 kPa (21 psi). At 145 kPa
trips to allow operating pressure to be reached after (21 psi), OPS closes contact 1A to complete circuit
starting the engine. At high speed, the alarm will be to ETI.
tripped in approximately 2 seconds. A description of
the low oil pressure alarm and shutdown circuit
follows.
io P ', Ci.I,
4- - - ,
m l "!.NO NcI(KI) I
~ --NC , kc-
\ ~ ......
.i\ .... -.. __ __
__ ~ -JQ- .. 2~149
134A587 12-3
Section 12
I I AR
1C / ' r I i (K13)
i
E' -t -- I
SD CP 3
~!INO -J I
o
,o
I
'cl WZ) *
I
I
8 I E ~D I
°f
r~
t,o
L I
23951
Crankcase pressure builds up over CPS contacts C-D open, closing contacts C-E.
20 mm (0.8") HaO.
12-4 134A587
Section 12
1 Engine water temperature normal (or Engine temperature switch ETS contact 1B is closed
below 98 ° C [208 ° F]). which keeps hot engine relay HE coil energized.
E n e r g i z e d H E coil h o l d s H E n o r m a l l y closed
contacts open to prevent a warning light and alarm
bell.
~''~'
ALARM ~- - -
" TEST/OFF; t'/'w- ]i
t
"~I '---J_ IIH E , ~_,
~'~
N
c I
~---i
~NO NC (K3)
--L
uJ I ; I I I
"r t. . . . . J I j AR
I (K1 3)
! I .5 _.Jt __ I
Ilo/ /hdko,
ETS I
I
1BJ~ = I
[ I
23953
134A587 12-5
Section 12
1 Oil at acceptable level. Lube oil level switch LLS is closed, which keeps oil
level relay OL coil energized. Energized OL coil
holds OL normally closed contacts open to prevent
a warning light and alarm.
ALARM ~ - "
i T E S T / O F FI - ~ i
--.--4 ,
.--I
I
r-
OL
i~lO NC (K4)
,L
'F I
i
I I AR
,K,3,
I - I
LLS
. . . . I
NOI
LLILM I
m >
/ _ _ _ . _1
I
~t.u
_J..J / 23954
OL normally closed contacts close. LUBE OIL LEVEL warning light comes on.
12-6 134A587
Section 12
LOW TURBO OIL PRESSURE while turbo lube oil pressure builds up. The turbo
A L A R M CIRCUIT lube pump operates until main lube oil pressure
reaches 145 kPa (21 psi). At engine shutdown, the
The low turbo oil pressure alarm is initiated by the t u r b o lube p u m p starts w h e n the m a i n lube oil
t u r b o oil p r e s s u r e switch T O S . For a detailed pressure falls below 145 kPa (21 psi) and operates
d e s c r i p t i o n of T O S , refer to P r o t e c t i v e Devices for 25 minutes.
Section of this manual. TOS is normally open and
closes at 69 kPa (10 psi). If turbo oil pressure drops to below 69 kPa (10 psi),
TOS opens, LOW TURBO OIL PRESS warning
A turbo lube pump operates at engine start and at light comes on, and alarm bell rings. A description
engine s h u t d o w n . At engine start there is a of the turbo lube pump circuit and low turbo oil
10 second delay in the alarm circuit to prevent an alarm pressure alarm follows.
-- -- -- 7 -
i
OPS TOS I
i ( R ~R t~
L - | ~TP
I
I
I l 7 -- I(K5)
I
,_( F-
I
I ( I
¢-
ILl
~'NO -NCl
I
--i--" Alan
I 1 est/q
T
2C . /
F 5_LPT
1no_I_ 6 PT
2NO- TOSX "~_ - ~ AR
C-- 2. 03
(K13)
13_ I
,J OL
x ) o - I
g
) £
t-
L O
J
24148
134A587 12-7
Section 12
1 ENGINE START pushbutton pres- ENGINE START pushbutton energizes engine start
sed momentarily. relay STR and engine start auxiliary relay STRX.
Engine oil pressure reaches 145 kPa Oil pressure switch OPS contact 1A closes. ER relay
(21 psi). coil energized. ER contacts Q-R open, interrupting
circuit to PT contacts 3-5. PT contacts 3"5 stop
timing. M contactor coil de-energized, turbo lube
pump stops.
]2-8 134A587
Section 12
A L A R M CIRCUIT
Step Procedure Or Condition Result
Turbine oil pressure above 69 kPa Turbo oil pressure switch TOS contact A closes
(10 psi). ER contact B opened after which keeps turbo oil pressure auxiliary TOSX coil
10 seconds. energized. Energized TOSX coil closes contacts
I C - 1 N O to energize TP coil. E n e r g i z e d TP coil
holds TP normally closed contacts open to prevent
alarm.
Turbine oil pressure drops below TOS contact A opens. TOSX coil de-energized.
69 kPa (10 psi). Contacts 1C-INO open to de-energize TP coil. TP
normally closed contacts close.
TP normally closed contacts close. LOW TURBO OIL PRESS warning light comes on.
At operation of turbo lube pump PT contacts 3-5 are closed for the 25 minute timing
prior to engine start and at engine period turbo lube pump operates. PT contacts 2-6 are
shutdown. held open during this period.
Turbine oil pressure above 69 kPa Turbine oil pressure switch TOS contact A closes.
(10 psi). Refer to Step 3.
Turbine oil pressure drops below TOS contact A opens. Refer to Step 4.
69 kPa (10 psi).
134A587 12-9
Section 12
1 Engine running.
Air intake filters clogged. Filter vacuum switch FVS contact B opens at
279 mm (11") H20 when using pleated paper filters
or 178 mm (7") HaO when using fiberglass filters.
FV de-energized. F.V normally closed contacts
close.
FV normally closed contacts close. AIR FILTER warning light comes on.
12-10 134A587
Section 12
WATER LEVEL ALARM WLS is normally closed and opens when water level
CIRCUIT recedes to a predetermined level. When water is at
this level, WLS opens, WATER LEVEL warning
The water level alarm circuit is initiated by the water light comes on, and alarm sounds. A description of
level switch WLS. For a detailed description of the water level alarm circuit follows.
WLS, refer to Protective Devices Section of this
manual.
1 Water at acceptable level. Water level switch WLS is closed, which keeps
water level relay WL coil energized. Energized WL
coil holds WL normally closed contacts open to
prevent a n alarm.
,I,___
ALARM I -},-,
I T E S T / O F F I ~,,,
M L"'%lll
I i_ _'~-j
WL
(K6)
-JI I i
I I
I
L _ AR
!5
WL~; I 1 (K13)
I
I
I I
I I
I_ LM
23956
_ _
WL normally closed contacts close. LOW WATER LEVEL warning light comes on.
134A587 12-11
Section 12
LOW CLUTCH AIR PRESSURE Protective Devices Section of'this manual. CAS is
A L A R M CIRCUIT closed when clutch air pressure is above 931-kPa
(135 psi) and opens when clutch air pressure drops
below 862 k P a (125 psi), CAS opens, L O W
The low clutch air pressure alarm circuit :is initiated CLUTCH AIR warning light comes on, and alarm
by the clutch air pressure switch CAS. For a detailed sounds. A description of the low clutch air pressure
description of the clutch air pressure switch, refer to alarm follows.
l Clutch air pressure normal (or above Clutch air pressure switch CAS contact 1A is closed
931 kPa [135 psi]). which keeps clutch air relay CA coil energized.
Energized CA coil holds CA n o r m a l l y closed
contacts open to prevent a warning light and alarm.
(J
~NO
,
o. . . . . . .
"[NC:(K8).
I F I
i i
I
I AR
I _p_ __ I(K13)
CAS I
,-~'~ , ~ , NC NOI
I A I--TII _E~~ I I
I
24150
2 Clutch air pressure below 862 kPa • CAS opens, CA coil de-energized.
(125 psi).
CA normally ciosed contacts close. LOW CLUTCH AIR warning light comes on.
12-12 134A587
Section 12
!
I
i TEST/OFF
',HO
N
t,-
~ I C i( K 7 )
c, I
ol (, ~; I ] i_ _ _ ,
i
I
-'r L _ _ . . . . . I
_J I AR
II (K13}
! i[ L --
HO~
B I ~.l
I. . . . I
--13_
o~
I
I
I
23957
HO normally closed contacts close. HI-OIL TEMP warning light comes on.
134A587 12-13
Section 12
1 Gear cooler water pressure normal. Gear cooler water pressure switch GCS contact 1A
is closed which keeps gear cooler relay GC coil
energized. Energized GC coil holds GC normally
closed contacts open to prevent a warning light and
alarm,
ALARH i_~__~_~
~TEST/0FFI Ill}'~i'
(~ GC
. . . . J
,i,
w I (KII]
r i
I AR
I (KI3)
I -~ --
,
GCS k- ~NC- ~0
I
I
I
I I
L . . . . . J
OH
30307
12-14 134A587
Section 12
1. I n s u f f i c i e n t fuel. Check fuel oil system for c. Injectorfiming. See Engine Maintenance
proper operation. Manual for timing chart.
2. Insufficient air.
EXCESSIVE OIL
CONSUMPTION
a. Engine air filters clogged.
Some periods of high lube oil c o n s u m p t i o n are
b. Faulty turbocharger operation. Excessive n o r m a l , such as b r e a k - i n period of new p o w e r
exhaust back pressure. assemblies. In these cases added lube oil con-
sumption will result until the oil control rings on the
3. Improper governor settings and adjustments. new assemblies have properly seated.
When engine is properly adjusted and is operating at a. Oil lines and connections.
the r e c o m m e n d e d w o r k i n g t e m p e r a t u r e , there
should be no appreciable exhaust smoke. However,
b. Gasket or seal leakage.
when first starting the engine or after a prolonged
period of "no load," blue or gray smoke may be
noticed. This will clear up after a s h o r t time if 2. Oil control at cylinder.
o p e r a t i o n is normal. C o n t i n u o u s exhaust smoke
should be investigated as follows: a. Oil control rings worn, broken or improperly
installed.
I. Black or gray e x h a u s t s m o k e indicates
incompletely burned fuel. b. Scored liners or pistons.
134A587 12-15