S~ECIAL ATTACHMENTS

OPERATION MANUAL

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 INVENTORY
This operation manual covers explanation for various attachments that
belong to an engine of special specifications.
Apply only those explanations pertinent to attachments of individual engine.

Name DRWG, NO.

Maneuvering Place Chang-over Switch MO-c-O

Turning Bar Switch MO-d- 1
Turning Bar Switch (Z) MOZ-d-O
Start/Stop Handle Interlocking Switch MO-e-O
Start/Stop Handle Switch (Z) MOZ-e-O
Starting & Stopping Magnet Valves MO-f-O
Starting Air Check Valve MO-g-O
Starting Air Stop Valve (Z) MOZ-g-O
Lub. Oil Priming piston Pump MO-h-O
Double Check Valve MO-i-O
Air Filter MO-j-2
Tacho- Dynamo MO-k-O
Tacho- Dynamo (Z) MOZ-k-O
Speed Switch MO-Q-O
Starting Time Fuel C-ontrol Air Piston MO-m-O
Stopping Air Piston MO-n-O
Starting Time Fuel Control Air Piston & StoppingAir Piston MO-o-O
Speed Regulating Vawe MO-p-l
Speed Regulating Vawe (Z) MOZ-p-O
Reducing Valve MO-q-l
Control Air Safety Valve MO-r-O
Pressure Switch (0) MO- s-l
Temperature Switch (0) MO- t-O
Automatic Temperature Regulating Valve for Lub. Oil MOZ-u-O
Coold Sea Water Valve MOZ-v-O
Emergency Stopping Device for Lub, Oil Pressure (A) OS-A-O
Emergency Stopping Device for Lub, Oil Pressure (M) OS- a-O
Emergency Stopping Device for Over Speed (M) OS-B-O
Electric Speed Regulating Device OS-C-O
HydraulicGovenorDrivingDevice(for Woodward
SGTypeGovernor) OS-D-O
Fuel Oil Feed Pump (Modle M Type) OS-E-O
Starting Air Charge Valve OS-F-O
Pressure Switch (C) OS-G-O
Temperature Switch (C) OS-H-O
Speed Switch OS- 1-0
Engine Stopping Device (MxE) OS- J-O
I DRWG, NO. MO-c-O I

Being equipped in neighborhood of the start/ stop handle of engme, this switch selects
either the engine side maneuver or the remote control maneuver (automatic maneuver)

and emits electric signal (ON-OFF signal) to the control room.

Since this electric signal is one of starting conditions of automatic starting (remote control
starting) sequence, in case the engine side maneuver is selected, remote control starting
command is not sent out. For engine ready for starting, this switch should be set in the

remote control side maneuver setting. In this case, the engine willi start up upon the remote
control start command.
For maintenance and checks of engIne, this switch should be set m the engIne side
maneuver setting. The performance test on thi s switch should be carried out once a year.
The switch possesses the contact capacity of maximum 5A at 12.5V AC.

Stop command and protective device work irrespect of selection of this switch, however.
I DRWG, NO. MO-d~ I J

This switch is installed in the turning bar holder, and it is provided with a purpose of
preventing automatic or remote control starting while the engine is being cranked wi th
turning bar.
The ON-OFF signal of this switch is included in engine's automatic (or remote control)
starting circuit as one of starting conditions, and if the turning bar is not set in its holder,
ei ther automatic or remote control starting is not possible.
Engine side starting, however, is possible disregarding function of this switch.
To set the turning bar CD in its holder, put the turning bar CD in its holder ® and ®.
Fix it tightly to the holder with a setscrew @ and lock the screw with a nut ®.
Fixed turning bar CD pushes the actuator of microswitch via roller (j) and makes contact
to close the terminal COM-NO.
Terminal NC is not employed.
Check the operation of the switch at least once in three months.
Loosen the setscrew @ of the holder before the turning bar is inserted into or taken off
from the holder.
(Note) When this microswitch is re- fixed after dismantling it, keep the movmg distance
of roller to 1.5±O.5mm.
Unless the above dimensional requirement is met, the switch will not operate or
will be damaged.
I DRWG, NO. MOZ-d-O I

TURNING BAR SWITCH (2)

This switch is installed in the turning bar holder, and it is provided with a purpose of
preventing automatic or remote control starting while the engine is being cranked with
turning bar.
The ON-OFF signal of this switch is included in engine's automatic (or remote control)
starting circuit as one of starting conditions, and if the turning bar is not set in its
holder, either automatic or remote control starting is not possible.
Engine side starting by means of the engine fitted start/stop handle, however, is possible
disregarding function of this switch.
To set the turning bar CD in its holder, insert the turning bar CD into its holder ® &®.
By this, the turning bar switch is being set.
However, taken into consideration such as vibration, fix the turning bar to the inner tube
with a tap bolt @, and lock the bolt with a lock nut ®.
As the turning bar CD is fixed, the-microswitch ® pushes in the actuator through the
roller (j) and thus actuates contact.
Loosen the tap bolt @ before the turning bar CD is inserted into or taken off from the
holder.
Because this switch is turned on under the condition of turning bar being set (actuator
being pushed in), the main terminals to be used are the terminals COM & NO; terminal
NC is not employed.
Conduct a performance test on this switch at least once in three months.
NOTE: When this microswitch is re-fixed after its dismantling, keep the moving distance
of roller (dimension 'at Part "A" of drawing below) to about 3.0±O.5mm.
Unless the above dimensional requirement is met, the switch will not operate or
will be damaged.
Turning Bar Switch
I DRWG. NO. MO-e-O I

The start/stop handle interlocking switch @ detects whether engine is in the stop con-
dition (condition of no fuel injection) brought by means of the start/stop handJe CD or
the said handle is in the remote control start (automatic start) position or in the engine
side starting stage and emits electric signal (ON-OFF signal) to the remote control
room informing whether the engine is in condition under which fuel injection is
possible or not. Since in the starting circuit of automatic starting sequence, this electric
signal is included as one of starting conditions, thus if in case the start/stop handJe CD
is in the engine side stop position, starting command is not given to the engine, preventing
unnecessary consumption of starting air well as serving as a preventive measure against
automatic starting at time of maintenance and checks.
For engine ready fo; starting, the start/stop handJe CD should be set in the remote
control start position. The start/stop handJe interlocking switch @ is a microswitch. ,
When the start/stop handJe CD is in the engine side stop position, the actuator @ is
pushed in through the lever ®, and the COM-NO contact of microswitch is closed and
the COM-NC contact is opened.
When the start/stop handJe CD is in the remote control start position, the lever ® is
pushed back by power of spring 5 , the actuator @ returns to the original status, and
the COM-NO contact is opened and the COM-NC is closed. Among the COM, NC and
NO terminals, the COM and NO terminals are in use the NC terminal is not employed.
The performance test on this switch should be carried out once in three months.
The switch possesses the contact capacity of maximum of 5A at DC 24V.
In addition, in case of the engine side stop, misindication of warning is not given out
as this switch functions.

NOTE: For some reasons if the microswitch is to be re-mounted, care should be given
to have the distance ® (over which the roller ®
shifts by mean of start/stop
handJe CD from the free position) within 6-11mm. Otherwise the microswitch
does not work or is damaged.

REMOTE
& RUN

-.--
I DRWG, NO. MOZ-e-O I

START/STOP HANDLE SWITCH (Z)

The start/stop handle switch ® detects whether engine is in the stop condition (condition
of no fuel injection) brought by means of the start/stop handle CD or the said handle is
in the remote control start (automatic start) position or in the engine side starting stage
and emits electric signal (ON-OFF signal) to the remote control room informing whether
the engine is in condi tion under which fuel injection is possible or not.
Since in the starting circuit of automatic starting sequence, this electric signal is inclu-
ded as one of starting conditions, thus if in the case the start/stop handle CD is in the
"LOCAL STOP" position, starting command is not given to the engine, preventing unnec-
essary consumption of starting air as well as serving as a preventive measures against
automatic starting at the time of maintenance and checks.
For the engine ready' for starting, the start/stop handle CD should be set in the "REMOTE
START" position. The start/stop handle switch ® is a microswitch, and when the start/
stop handle CD is in the "LOCAL STOP" position, the actuator ® is pushed in, the
COM-NO contact of microswitch is closed, and the COM-NC contact is opened.
When the start/stop handle CD is in the "REMOTE START" position, the actuator ®
returns to the original status, the COM- NO contact is opened and the COM- NC is closed.
Among the terminals COM, NC & NO, the terminals COM & NC are in use, and the terminal
NO is not employed.
Conduct a performance test once in three months.
This switch possesses the contact capacity of maximum 5A at DC 24V.
In addition, even in the case of local stopping, misindication of alarm due to working of this
swi tch is not given out.
NOTES: 1. For some reasons if the microswitch is to be re-mounted, fit it so that
the distance ® over which the actuator ® is shifted from its free posit-
ion by means of start/stop handle CD to more than 2mm but less than 5mm.
If this dimensional requirement is not met, this switch does not work or
may be damaged. Thus, care should be paid to this regard.
2. Both during operation and while in start stand-by, never touch the actuator
® of this microswitch.
I DRWG. NO. MO- f-OJ

By feed and cut-off of electricity, those valves open and close in order to supply and dis-
charge control air.
Upon electrical feed, the coil CD is excited and pulls up the plunger ®, opening the "A"
port and closing the "B" port at same time. Thus, control air entered at the "IN" part
passes through the "A" port and flows into the next control device from the "NC" part.
On the other hand, upon cut-off of electricity, the coil CD is released from excitation,
and the plunger ® is brought down by force of spring ®, closing the "A" port and
opening the "B" port. Thus, control air entered from the "IN" part, passed the "A" port
and supplied to the next control device from the "NC" part is stopped at the "A" port.
And at same time control air trapped between the "NC" part and the next control device
is made to escape to open air passing through the "B" port.
Conduct a performance test once in three-month period. These magnet valves operate on
DC 24V, 1. 2A.
I DRWG, NO. MO-g-O I

Being equipped on the exhaust pIpe side of engine at an intermediate point between
the starting air reservoir and engine, this valve opens and closes the starting air passage,
operating upon control air. Control air (7~10 kg/cm2) enters the valve at the low-pressure
side control air inlet cover ® and is led to the low-pressure side piston (j) which in
turn pushes up the spindle ®, overcoming power of the valve spring @ and thus causing
the high-pressure side valve body ® to open. Consequently, starting air (25 or 30 kg/cm2)
passes through the high- pressure side valve body. (3) and then the start ing air out let flange
® and passes into the starting air distributor of engine. On the other hand, if control
air is removed, the spindle ® comes down by action of the high-pressure side valve
spring @, causing the valve body ® to close in. To check the starting air check valve,
operate the starting and stopping handle in order to send in control air, and confirm the
opening and closing of the high-pressure side valve body ®
Moreover, when this valve is out of order, check wheather the (low pressure side)
working piston (j) and free piston valve ® are stuck with oil or not.
Carry out a performance test once in three-month period.

Starting Air _ ••.

(25,30kg/m2 )
[DRWG, NO. MOZ-g-O I

STARTING AIR STOP VALVE (2)

Equipped. at the exhaust pipe side of flywheel end of engine and fitted en route to the
engine from the starting air reservoir, this valve is supposed to open and close the
stCj.rting air passage.
The function of this valve is as follows: As the starting air solenoid actuates upon a
starting command, the control air (of 5-7 kg/cm2) enters this valve from its control
air inlet CD and pushes up the working piston @. Then the spindle G) interlocked to the
working piston also goes up to open the air passage ® to the high-pressure chamber ®
which is filled with starting air from the high-pressure seat part ®.
Then the· free piston valve (J) built in the cover ® prevents overflow and back flow of
control air from the control air inlet ® at the time of manual starting, overcomes the
power of valve spring @ through the power piston @, and moreover pushes up the
power spindle @.
Consequently the high-pressure side valve body @ is opened, and starting air passes
through the high-pressure side valve body @ and is sent into the starting valves.
Since the control air is dischareged to the atmosphere from the starting air solenoid
simultaneously with a starting completion, the spring @ which hnd been compressed acts
on to push down the piston G), following the outflow of control air.
Consequently, the high-pressure side seat part ® is closed, and high-pressure air inside
the air passage ® is discharged to the atmosphere from the passage @.
Simultaneously with this, the power of valve spring @ pushes down the power spindle @
to close the high-pressure side valve body @.
Residual air inside the starting valves and dis tributing valve is discharged to the atmos-
phere from the passage @.
Besides, at the time of local starting, the control air enters this valve from its control
air inlet ®, the free piston (J) shifts the control air inlet side of automatic starting
time to the closed side and rises the power piston @.
After that, the function of this valve is idential with its function in the case of automatic
start up as explained above, and it sends out high-pressure air into the starting valves.
To check the starting air stop valve, operate the start/stop handle to send the starting
air, and confirm of opening and closing of the high-pressure side valve body G).
Moreover, when this valve is out of order, check wheather the (low-pressure side) wo-
rking piston @ and free piston valve (J) are stuck with oils or not.
Conduct a performance test on this valve once in every three months.

Sarting Air
(25, 30kg/cm')

~
I DRWG, NO. MO-h-O

The lub, oil priming piston pump is to prevent seizure in bearings just after the engine
has been started and to supply quickly lub. oil to the friction parts of the engine when it
has been started in automatic and remote control mode.
The following figure indicates the lub. oil priming piston pump in the state prior to
engine starting.
Control air (7~ 10 kg/cm2) supplied through the starting magnet valve flows through aIr
cylinder cover CD into air cylinder ®, pushing air piston ® to the left.
With the movement of oil piston ® interlocking with the air piston, lub. oil filled in oil
cylinder ® is fed to the engine from the upper part of cylinder cover @.
When priming has been finished by a given stroke of the air piston, control air fed from
the inlet of air cylinder cover CD flows through outlet located at the upper part of air
cylinder ® to the check valve.
Its main valve is opened to allow high-pressure air to be sent to the engine for starting.
After engine starting, control air found inside the air cylinder is discharged into open air
through the starting magnet valve. Hydraulic pressure built up by the action of lub. oil
~rotary pump of the engine feeds oil through the small hole of check valve ® (Do not
lower the hydraulic pressure of the engine suddenly)., pushing back oil piston ® to the
right, and the state prior to engine starting is restored.
To check for the normal operation of the lub. oil priming piston pump, see if control
air passing through the inlet on air cylinder cover CD to outlet (J) makes a hissing sound
for 3~ 10 seconds and if lub. oil leaks out a little when air vent plug ® is loosened
somewhat. Conduct a performance test every three months.
NOTE: Use the lub. oil manual wing pump for priming when the engine is started for
the first time after i!1stallation or overhaul or in the case of engine-side starting.

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I DRWG, NO. MO-i-OJ

The Double check valve is used for the connection part of control aIr (5~7 or 7~ 10
kg/ cm2) supplied from inboard and control air (7 or 10 kg/ cm2) produced by reducing
the starting air with a reducing valve, and it is to prevent the high-pressure air of two

control air systems above-mentioned from flowing into the low-pressure one, even if
the manual valves for the two control air systems should be opened at the same time.

Free piston valve CD, normally pushed against the valve seat of section B by means of
inboard control air pressure supplied from section A, prevents the inboard control aIr
from leaking into section B, and at the same time supplies other devices with the same

through section C, In case the engine is controlled for some reason by control aIr
produced by reducing the starting air in pressure without the use of control air supplied
from inboard. close the inlet manual valve (with the name plate of Normally Open) for
starting air supplied from inboard and open the inlet manual valve (with the name plate

of Normally Closed) for control air produced by pressure reduction.

By doing so, free piston valve CD is pushed against the valve seat of section A by means
of control air pressure from section B produced by pressure reduction, prevents the
leakage of this control air into the inboard control air of section A, and at the same
time supplies other control de"vices with the same from section C.
In the specification of this engIne, the inlet manual valve for control air supplied from
inboard is normally closed (name plate), while the inlet manual valve for control aIr
produced by pressure reduction is normally open (name plate).
 DRWG, NO. MO-J-2
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 DRWG. NO. MO-j-2
YANMAR CODE 42430-000013

Air filter purports to remove moisture, chips and dusts from control air (5~ 7 or 7~ 10
kg/ cm2) so that it makes the starting & stopping magnet valve, stopping air piston, lub.
oil priming piston pump, check valve, etc. to work properly.
Control air enters the air filter from the "IN"side of body CD, Then by rotation of deflector
®, moisture is separated from air as water particles are forced against the internal wall
of bowl ®, and chips and dusts of size up to about 40,u are filtered out by element @.
Thus, only control air comes out of air filter from the "OUT" side of body CD. The separated
moisture, chips and dusts are collected at "A" part of the bowl ®
and when the accumul-
ation reaches a certain quantity, the float ®
is pushed up, allowing control air to penetrate
through the valve situated at the "B" part and onto the "C"part of piston chamber.
Control air then set the piston (J) to work, expelling automatically moisture, chips and
dusts collected at the "A"part.
a In order to maintain the maximum filtering effect upon control air, wash the element
@ once a month. If the element become dirty, it reduces pressure of control air.
a To remove the element, loosen the snap ring ® by hand and remove the bowlguard ®
and the bowl ®.
a Either wash the parts of air filter in treated oil or carry out blow-off with compressed
air. For cleaning of the baffle ® and bowl ®, use a neutral detergent.
a During re-assembling of air filter, care should be paid not to damage the angled part of
deflector ®.

IN
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2

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I DRWG. NO. MO-k-O I

Power produced by this tacho-dynarro actuates the speed switch which detects the
revolving speed of the engine.
This device is attached the gear box.
Shaft @ is revolved by gear CD in the specified speed ratio to the engine crankshaft.
Rotor ® fixed at one end of the shaft @ possesses a special permanent magnet on its
periphery and its revolution causes the coil ® to generate electricity. The elE:ctric
power goes to the speed switch from the terminal ®.
Do not short-circuit the lines during operation of the generator (during engine operation).
Do not connect elect;ic power to the coil ® from external source.
Avoid creation of a strong magnetic field near this generator.
In disassembly of this device, do not place the peripheral part of rotor ® directly, on
a magnetic object like iron. Do not put the rotor on a place containing iron powder.
S orne intrusion of lubricating oil into the tacho-dynamo will not affect its efficiency,
but if much lubricating oil leaks from the bottom hole @, oil seal (j) may be defective.
P
This tacho-dynamo is 48 , 1~, 70V/720 Hz at 1800 rpm.

6M (A) L- (H) T (S)

6M(A)L-DT
6U (A) L-U.ST
6G (A) L-
I DRWG. NO. MOZ-k-O I

TACHO-DYNAMO (Z)
Power produced by this tacho-dynamo actuates the speed switch which detects the
revolving speed of the engine.
This device is attached to the gear box at the fly-wheel side.
Driving piece is driven by crank shaft through the gear. Shaft ® is revolved by gear CD
in the specified speed ratio to the engine crankshaft. Rotor ® fixed at one end of the
shaft ® possesses a special permanent magnet on its periphery and its revolution
causes the coil @ to generate electricity. The electric power goes to the speed switch
from the terminal 0).
Do not short-circuit· the lines during operation of the generator (during engine operation).
Do not connect electric power to the coil @ from external source.
Avoid creation of a strong magnetic field near this generator.
In disassembly of this device, do not place the peripheral part of rotor 0) directly on
a magnetic object like iron. Do not put the rotor on a place containing iron powder.
Some intrusion of lubricating oil into the tacho-dynamo will not affect its efficiency, but
if much lubricating oil leaks from the bottom hole ®, oil seal (]) may be defective.
This tacho-dynamo is 48p, 1 rfi, 70V/720 Hz at 1800rpm.
I DRWG, NO. MO-Q-O I

This is combined with the tacho-dynamo and used to detect the emrine snee(L
Outside VIew

@@
1)~ 1)
L

SPEED
H L H

SPEED

i
6 2
I
Specifications
1. Construction: The main components are housed. in an iron case except the output relay.
The amplifier part consists of semi-conductors such as transistors and silicon diodes, and
it has no contact.
2. Final output relay: Contact (low speed-both specified speed and overspeed):
Single pole double throw, Contact c.apacity: DC 24V, lA.
3. Power source:. DC 24V (Power source change: 18V - 28V)
4. Detection accuracy: Within ±2% of set point.
S. Ambient temperature: Below 55°C
(Note) For *,
marked low speed, they are 14a, 14c and 14b as shown 111 the figure, whereas
for the specified speed, they are 13a,13c, and 13b.
Incidentally, 12a,12c and 12b are for overspeed.

Description on Opration
General
This speed switch detects speeds by two-point operation (for example, low speed and overspeed.
speci fied speed and overspeed) by one uni t of high- frequency generator (tacho-dynamo).
Composition
Refer to the block diagram of the speed switch.

~andard
, Signal changing.
section VRH
Operation
1. Speed detection: High- frequency generator (tacho-dynamo) attached to the engine wi th
appropriate gear ratio is input signal.
The input signal is changed into DC signal (detecting signal) through the
transformer of coiling ratio adjusted for 2-point operating purpose.
3. Comparison with standard value:
DC control power source make up the standard power source through
Zener diode and resister having an excellent constantvolt.age characteristic.
The det.ect.ing siganal is given t.o t.he amplifier as a difference signal when
it becomes larger as compared wit.h t.he st.andard value.
4. Setting of operation point:
The operation point. of speed switch can be changed by changing the voltage
of the standard power source.
5. Amplifying sect ion and' constant-current circuit:
Since the difference signal compared is very weak, it is amplified and
given as the switching signal for power transistor through the constant-
current circuit.
6. Switching circuit and operation of the relay:
The control voltage is added to the power transistor and the relay in
series. Almost no current runs to the output relay under this condition.
When the amplified difference signal is given to the power transistor,
current runs to the output relay to operate the output contact. See the
figures below. The power transistor operates same as a switch. (A broken
line shows a switch.)

~-~ 00,"0,"0",",
-~ I

-J I
/'8
C~,
(Standard voltage~
,~
Detect. voltage) C G
(Standard
'\0
voltage<Detect. voltage)

In case of DC control power, a large inverse voltage is generated when

inductive load (e.g. solenoid) is switched, especially in open circuit. The
protective circuit absorbs such inverse voltage or surge voltage, thus
protecting the semi-conductors. It also protects the parts from becoming
defective when the DC control power is oppositely connected. However,
the speed switch will not operate when the connection is wrong in polarity.

Cautions
1. Connect the DC control power, taking care not to mistake In polarity.
2. Do not apply over 500V in the insulation resistance test.
3. The detection point is already set by YANMAR but, should it be changed, remove the cap below
the output relay and adjust it as shown by arrow.
4. Check for speeds, low and high, once every six months.
I DRWG, NO. MO-m-O I

The starting time fuel control air piston is used only for reducing the Injection of fuel
in order to smooth the rising of engine speed, in particular, when starting the engine
automatically or in remote control mode, and it is fitted to the inside of cylinder side
cover on the flywheel side of the engine. The attached drawing illustrates the eigine
in the stopping state.
The starting magnet valve is operated by starting order, and starting air (25~30 kg/cm2)
supplied from the high pressure side of starting air check valve flows into air cylinder @
from air cylinder inlet CD, moving air piston ® downward. The shift of lever ® caused
by rod @ connecting to air piston ® rotates lever (j) connecting to the fi rst lever shaft
® for fuel control ~ack via pin ®.
The fuel control rack fixed to the first Iever shaft ® is thus moved to reduced the
injection of fuel. With the completion of starting, the starting air check valve is closed
to prohibit the admittance of air into air cylinder.
Starting air contained in the air cylinder, the counterflow of which is stopped by check
valve ® gradually flows out through throttle valve @. The limit time for injection can
be controlled by adjusting the screw on throttle valve @.
Following the flow-out of air, air piston ® is pushed back upward with spring ® and
the fuel limit is cancelled to restore the condition before starting.
Adjustment of the limit for the injection of fuel in the case of starting via this starting
time fuel control air piston is made by varying the relative space from lever ® by
means of the adjust screw @ driven in lever (j) and lock nut @. Because the position is
set upon shipping from the factory, leave the position intact except when needed.
(for the prevention of noise or starting the engine with turbo-charger.)
In case adjustment is required specially, conform to the procedure as follows.
When space ® between adjust screw @ and lever ® is made narrower, the starting
time fuel injection is decreased, while it is increased if the space is made wider. If space
® is too much widened, the starting time fuel injection cannot be subject to limitation.
On the other hand, the engine is not started in case the starting time fuel injection IS
extremely limited. Therefore, full attention should be paid regarding this adjustment.

®
:t>
=;.
0
o:r
<D

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<
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I DRWG. NO. MO-n-O I

S topping air piston shuts off fuel supply to stop the engine in the case of automatic and
remote control operation mode. The drawing indicates the state when the engine is running.
Control air (7~ 10 kg/ cm 2) is led to the stopping air piston after passing through the
stopping magnet valve. Control air enters at the inlet part CD and rushes into the air
cylinder ®, moving the air piston ® to the right. Connected to the air piston are the
rod ® and floating rod ® which works to interrupt fuel injection and thus stops the
engine. In the following 40~60 seconds as the supply of control air is shut off, the air
came up to the inside of air cylinder ® is receded and purged out to the open air after
passing backward through the stopping magnet valve. As control air is gone from the
air cylinder, the spring ® brings back the air piston ® to the left, and the state
prior to engine stopping is restored once more.
To check on the stopping air piston, confirm the movement of the rod ® when control
air is sent to the stopping air piston.
Conduct a performace test once in three-month period.
In the case of no fuel shut-off, turn the lock nut (J) for adjusting screw counterclockwise
as viewed from the air piston side, and then turn the adjusting screw ® clockwise to
confirm of no fuel injection state. After that, lock the screw by turning the lock nut
(J) clockwise securely. (If this setting is poor, full load may not be applied.)
In the drawing below, the component G) is the starting time fuel control air piston; the
component @, the stopping air piston.
A) Starting Time Fuel Control Air Piston
The staLting time fuel control air piston is supposed to throttle fuel injection volume
for such a purpose of making the increase in rotational speed of engine less severe
in the case of automatic or remote start-up of engine.
At tached Fig. 1 shows the state while the engine is in rest; Attached Fig. 2, the
state of fuel control at the time of engine starting.
The function of this air piston is as follows: As the starting air solenoid actuates
upon the starting command. the control air (of 5-7 kg/cm') passes through the sp-
eed regulating valve and flows into the air cylinder cover ® from the air cylinder
inlet part CD to move this starting time fuel control air piston G) as well as the
stopping air piston @, and to shift the rod ® which is linked to the latter piston to
the left to move the lever ® and consequently to move the fuel rod fixed to the
first lever shaft (J). Thus the fuel injection volume is diminished.
Since the control ai r is discharged to the atmosphere from the starting air solenoid
simultaneously with a starting completion, the spring ® pushes back the air pistons
G) & @ to the right, following the outflow of control air.
Consequently, fuel control is lifted, and the state prior to working is restored.
Adjusting of adjusting screw ® enables a regulation of fuel injection volume.
However, because this screw has been properly set prior to shipment from our
factory, do not adjust it except the case in which this adjustment IS particularly
requi red.
In the case in which this adjustment is particularly required, as the gap "a" between
the adjusting screw ® and the stopping air piston @ is taken large by turning this
screw, fuel injection volume increases; as the gap "a" is lessened, the injection
volume decreases.
If the gap "a" is enlarged too much, starting time fuel injection control becomes
impossible. On the other hand, if the gap "a" is lessened too much, the engine
does not start up at all. Thus, pay much attention to this adjustment.

B) Stopping Air Piston

lhe stopping air piston is supposed to stop supply of fuel oil in order to stop the
engine in the case of automatic or remote stopping of engine.
Attached Fig. 3 shows the state when the engine is being stopped. The function of
this air piston is as follows: The control air (of 5-7 kg/cm') supplied through the
stop solenoid fJows into the air cylinder @ from the air cylinder inlet part ® and
shifts the stopping air piston @ to the left.
The rod ® which is linked to the said air pi stan moves the lever ® which in turn
moves the fuel rod fixed to the first lever shaft (J).
Consequently, fuel injection is halted. and the engine is brought to a stop.
If the control air is shut off in 40-60 seconds latter, the air remaining inside the
air cylinder @ is discharged to the atmosphere through the stop solenoid, and the
spring ® pushes back the air piston @.
Consequently, the state prior to stopping is restored. The gap "b" between the cap
nut @ at the tip of rod ® and the lever ® is adjustable by means of this cap nut
© and the lock nut @. However, since this gap "b" has been properly adjusted
prior to shipment from our factory, do not adjust it unless necessary.
In the case this adjustment becomes necessary, execute with paying attention to the
following: .
Because if this gap "b" is taken too small, the lever ® shi fts to the right as the
load increases and comes into collision with the cap nut @ to cause a poor working,
and if the gap "b" is taken too large, on the other hand, the stroke of stopping
air piston transmitted to the lever ® becomes less, and consequently, the engine
cannot be stopped by this air piston. Therefore, pay attention to the above matters.

To clwcl, the starting time fuel control air piston and the stopping air piston, send in
the contl"oJ air, and confirm of movement of lever ®.
ConJuCI a performance test on both air pi stons once in every three months.
 STOP
,A-
 I DRWG, NO. MO-p- 1 I

Equipped at an intermediate point between the starting time fuel control air piston and
starting air magnet valve, this speed regulating valve serves to regulate the number of
seconds related to restriction on the fuel injection quantity at starting time as well as to
release gradually from that restriction.
In case of starting the engine by automatic or remote control mode of operation, acted
upon starting command, control air (5-7 or 7-10 kg/cm2) led in.from the starting air
magnet valve enters this valve from its A section, then pushes the check valve CD to
open and finally from the B section flows into the starting time fuel control air piston.
When the number of revolutions at igniting stage is detected by tacho- dynamo and speed
relay and the starting air magnet valve is released from its excitation, the check valve
CD closes in the control air found between the speed regulating valve and the starting
time fuel control air piston; thus this control air is gradually discharged to the atmosphere
from the opening between the throttle valve ® and the main body ® through the magnet
valve.
If this throttle valve ® is turned counterclockwise, the amount of air discharge increases,
and the discharge will be completed in a shoI't time. On the other hand, if the throttle
valve is turned clockwise, the amount of air discharge decreases, and the discharge will
require a longer time. However, if turned all the way clockwise, this throttle valve is
closes and restriction on starting time fuel control continues into normal operating stage
of engine. Therefore, never shut down this throttle valve at any time.
I DRWG, NO. MOZ-p-O I

SPEED REGULATING VALVE (Z)

Fitted at an intermediate point between the starting time fuel control aIr piston and
starting air solenoid, this speed regulating valve serves to regulate the number of seconds
of control on the fuel injection volume at starting time as well as to release gradually
from this control. In the case of starting the engine by automatic or remote control
mode of operation, acted upon the starting command, control air (of 5~7 kg/cm2) led in
from the starting air solenoid enters this valve from its section A, then pushes the check
valve CD to open, and finally from the section B flows into the starting time fuel control
air piston.
When the ignition rotational frequency is detected by the tacho-dynamo and speed relay and
the starting air solenoid is released from its excitation, the check valve CD closes in the
control air found between the speed regulating valve and the starting time fuel control
air piston; thus this control air is gradually discharged to the atmosphere from the
opening between the throttle valve ® and the main body ® through the solenoid.
If this throttle valve ® is turned counterclockwise, the rate of air discharge increases,
the discharge will be completed in a short time, and the engine attains the rated rot-
ational speed much faster.
On the other hand, if the throttle valve is turned clockwise, the rate of aIr discharge
decreases, the discharge will require a longer time, and the engine requires more time
to attain the rated rotational speed. However, if turned all the way clockwise, this thr-
ottle valve is closed, and the starting time fuel control continues into normal operating
stage of engine. Therefore, never shut down this throttle valve at any time.

~B
 I DRWG, NO. MO-q-l I

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I DRWG. NO. MO-q- 1 I

This reducing valve assumes a role of reducing the starting air (30 kg/cm2) in converting
it to control air (7~ 10 kg/cm2). Starting air (30 kg/cm2) entering from the starting
air inlet CD flows to the needle valve ®, pressurizing it and furthermore exserting a
force on spring ®.
Reduced starting air or conveted control air flows out of the chamber @ through a
hole ®, enters the bellows chamber ®, and exserts a force on spring (J).
As this control air is consumed, pressure of the chamber @ as well as that of the
bellows chamber ® drop and a force exserting on spring (J) decreases; thus strength
of spring (J) moves the spindle ® downward, compressing the spring ®. Consequently,
starting air pushes the needle valve ® to open and is consumed as control air flowing
into the chamber @ ..
As the pressure of control air inside the chamber @ increases, the pressure inside
the bellows chamber ® also goes up, resulting in compression of spring (J). Consequently,
the spindle ® can move upward, and the spring ® closes the needle valve ®, stopping
inflow of starting air to chamber @.
Maneuvering the handle ® will change the strength of spring (J) resulting in change of
pressure of control air. If the control air (supplied. inboard) inlet manual valve
(normally opened) is closed and the control air manual valve (normally closed) of
reducing valve outlet is opened, the pressure of control air made by the reducing valve
is indicated by the control air pressure gauge. In case a readjustment of control air
pressure becomes necessary, the condition just described above must be attained. Then
loosen the lock nut @, and operate the handle ® while watching the indication of the
pressure gauge. When the pressure gauge indicates 7~ 10 kg/cm2 for pressure of control
air, tighten the lock nut @' to fix the handle ®. Next, close the control air manual
valve (normally closed) of reducing valve outlet and open the control air (supplied
inboard) inlet manual valve (normally opened) to return to the normal condition.
Never set the control air to have the pressure of larger than 10 kg/cm2• To check on
performance of this valve, change over control air manual valves and confirm with
pressure gauge. Carry out this check about once a year.
I DRWG, NO. MO-r- 1 I

This valve is the safety valve for control air produced by reducing the starting air by
means of the reducing valve provided on engine and is equipped at the control air outlet
of the reducing valve.
When the pressure of control air at the reducing valve outlet increases to the pre- set
blow-off value, the force exserted on piston seat CD increases and the piston ®goes
up, overcoming the strength of the spring ®. Control air then escapes to atmosphere
passing through a hole ®
opened up between the piston seat CD and the seat part @.
Because of blow-off, as the pressure of control air comes down to the stop blowing
value, the piston ®_
is pushed down by power of spring ®, pressing the piston seat
®
CD against the seat part @ to block the hole and escaping of control air to atmosphere
is stopped.
A word of reminder that this safety valve does not act on normally used control air
supplied from inboard.

Item Part Name

CD Piston Sheat

(2) Spring

Q) Piston

® Body

(j) Ball

® Cylinder

® Spring Retainer

@ Cap

C[i) Ring

@ Set Screw
I DRWG, NO. MO-s-l I

PRESSURE SWITCH (0)

Pressure switch purports to detect pressure drop of lub. oil (or cooling water) at the
engine inlet, to send out electric signal to the automatic control board and to
give off alarming indication and to stop engine.
If pressure of engine inlet lub. oil increased above the set value as lub. oil enters the
pressure switch through the leading-in tube ®, the bellows ® and spindle ® _ inside
the bellows cover ®
are pushed up. This causes the main working plate ® interlocking
to the microswitch ®
to move against the power of the pressure adjusting spring
(J). Thus, the "b" contact (terminals 1 - 5 interval) of the microswitch ® becomes
"OUT" status, and the "a" contact (terminals 1 - 3 interval) becomes "IN" status.
During engine running if the oil pressure drop takes place due to a certain cause. the force
acting inside the bellows cover ®
decreases. and the main working plate ® is forced
back to its original position by the power of the pressure adjusting spring (J), causing
the "b" contact to assume "IN" status while the "a" contact becomes "OUT" status.
Since lub. oil setting detecting pressure has been already adjusted according to engine's
specifications when it was delivered, the user is not required to adjust generally. However.
if the detecting pressure is to be changed to accommodate specification change, turn
the pressure adjusting screw CD counterclockwise for increasing the detecting pressure
and clockwise for lowering the pressure. This pressure can be read from the scale plate
® and pressure pointer ®.
To check the pressure switch, see if there is oil leakage at
joint parts (on the pressure switch side, at cock part) of the leading-in tube, confirm
fully opened cock, confirm no abnormality inside the pressure switch body after moving
the cover, check for positions of the pressure pointer ®, and confirm proper wiring.
Carry out a performance test once in three-month period.

w 03
1~5
t Pressure Rise
 I DRWG, NO. MO-t-O I

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I DRWG, NO. MO-t-O I

TEMPERATURE SWITCH (0)

The temperature switch purports to detect a temperature rise at cooling water engine
outlet or lub. oil engine inlet and to transmit electric signal to the automatic control
board to give out warning indication and to bring about engine stop.
The temperature senser tube @ is provided on cooling water outlet pipe (or lub. oil
inlet pipe). Liquid filled inside this senser tube expands slightly if the temperature of
cooling water (or lub. oil) is less than the set value, and the microswitch @ is not
actuated, leaving its "a" contact (between terminals C & L) in the opened state and
"b" contact (between terminals C & H) in the closed state. During enging operation if
the temperature of cooling water rises above the set value, liquid filled inside the
temperature senser tube @ expands significantly and passing through the remote tube
@ pushes out both .the bellows ®
encased in bellows case @ and the spindle @.
As the spindle @ is pushed up, this motion overcomes the strength of the temperature
regulating spring (j) and is acted on the main operating plate interlocked with ®
the microswitch @. In this way, the microswitch @ is actuated and transmits
electric signal to the automatic control board as the switch's "a" contact is closed and
"b" contact is opened.
Since the set value for detecting a temperature rise of either cooling water or lub. oil
has been adjusted according to specifications of engine, normally the user needs not be
required to readjust it. However, if this detecting temperature value is to be changed in
accordance with engine specifications change, the temperature regulating screw ill is to
be turned counterclockwise to set the detecting temperature higher and clockwise to set
lower. This detecting temperature can be read out from indication supplied by the scale
plate ® and the temperature pointer ®.
Actually the temperature regulating screw CD
adjusts the temperature when. "a" contact is closed or "b" contact is opened. Adjusting
the temperature when "a" contact is opened or "b" contact is closed is done with the
temperature difference regulating screw @. Turning this screw @ clockwise enlarges
the temperature difference, and counterclockwise turn closes in the difference. Confirma-
tion on this temperature difference can be read out from information provided by the
scale plate ®and the pointer @.

Checks on the temperature switch are a check on damage of the temperature senser
tube @ and the remote tube @, a confirmation on leakage of the filling liquid,
an internal check as the pressure switch cover ® is removed, a scale confirmation of
temperature pointer ®
and pointer @, and a check on looseness of wiring. The
performance test should be conducted once in three months.

CO~peratu[~ ~i,e 13
Contact Capacil\' A.c. 100\0 SA, AoC. 200\0 4A
DoC. lllOY O.6A, DoC. 2~Y 3A
 I DRWG, NO. MOZ-u-O I

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I DRWG, NO. MOZ-u-O I

Equipped at the lub. oil outlet part of lub. oil cooler, this valve is the wax type autom-
atic temperature regulating valve to mix the lub. oil (entired from the part "Pl') cooled
by the lub. oil cooler and the warm lub. oil (entered from the part "B") by-passed the
lub. oil cooler from its inlet and thus to supply the engine with the lub. oil of tempera-
ture within the set range from the part "C", in accordance to the following actions:
This valve is supposed to open and close the threeway valve by utilizing the volumet ric
expansion which results from melting of the wax sealed in inside the vessel ® made of
copper.
As the temperature of lub. oil that passes through the valve reaches the melting temper-
ature of wax, the plunger is pushed out due to the expansion of wax, the plunger is
pushed out due to the expansion of wax to move the pin @ which is coupled to the plunger.
The extent of movement of pin @ is enlarged by the lever ® and then transmitted to
the rotor driving piece ® which in turn revolves the rotor ® inside the valve body CD.
The rotor ® rotates according to the ever-changing temperature to adjust the opening
angle of two inlets at the part "A" and part "B" and thus to change the mutual flow
rate of part "Pl' and part "B".
On the other hand, if the temperature of lub. oil drops, the rotor returns to the former
condition due to the power of spring ® which had been compressed by the movement of
pin @ through the coupling lever (J), in accordance with contraction of wax.
When the outlet (engine inlet) temperature of this valve rises abnormally during automatic
temperature regulation or is desired to lower below the regulated temperature forcibly,
manual regulation is possi ble by means of the lever @ according to the following procedures:
Loosen the lever nut ®, shift the lever @ toward the position "E", and tighten again
the lever nut ® at the position of desired temperature to fix the lever.
Closer is the lever @ to the position "E", more the by-pass inlet part (part "B") is
narrowed by the rotor ®, and thus a lower temperature is achieved.
As the lever @is fixed at the position "E", the by-pass side inlet (part "B) is closed
completely, (although there is a slight leakage), and nearly all flow volume passes the
lub. oil cooler to lower the engine inlet lub. oil temperature (valve outlet temperature)
to the temperature of lub. oil cooler outlet.
When a change over to the "AUTO", settirg is desired during operation with a high load
from the "MANUAL",setting (lever @ is at the position "E"), pay attention not to shift
the lever @ to the "AUTO" position suddenly at a stretch, otherwise the temperature
rises abruptly and exceeds the upper limit temperature of control range momentarily.
In such a case, set temporarily the lever @at a position near the "AUTO",position, and
after waiting for equilibrium as the temperature gradually rises, finally set it in the
"AUTO", position. This is the safest way for this setting change over.
Carry out the following checks once in ever)::. half month:
Loosen the lever nut ®, operate the lever C!V to make a reciprocating motion a few times
between two stopper pins @, and thus confirm that the rotor turDS lightly without hindrance.
After this confirmation is obtained, tighten the lever nut ® to fix the lever @ at a
position of contact with the stopper pin in opposite side to the position "E" in order to
restore the lever to the normal condition.
Executing the above operation periodically enables operator to check for absence or
presence of abnormality of internal mechanism.
Besides, carry out the dismantling check by 8,000 hours of operation according to the
following procedures: Loosen the lever nut ® as well as unscrew the front cover nuts.
Remove the internal mechanism together with the front cover.
Then clean the internal mechanism as well as check it for any abnormality.
Disassembly beyond this point is unnecessary.
When the cleaning and checking are over, combine the removed parts to their respective
position exactly same as prior to the disassembly, tighten the cover nuts, and tighten
also the lever nut ® to fix the lever @ at a position of contact with the stopper pin
in opposite side to the position "E" in order to restore the lever to the normal condition.
I DRWG, NO. MOZ-v-O I

Fitted on the cooling sea water inlet pipe of engine, this valve is supposed to control auto-
matically the supply and stopping of cooling sea water to the air intercooler and lube oil
cooler of engine by opening and closing according to lube oil pressure of engine as inte-
rlocked with running and stopping of engine.
The lube oil pipe connected part CD is connected to the lube oil main pipe of engine
through a cock. Because the lube oil pressure is absent whcn the engine is in rest, the
piston (fl has been pushed back by power of spring ®, and the butterfly valve ® is
closing the sea water line @ due to the pinion ® which meshes with the rack @ above
piston (fl.
As the engine starts to run, the lube oil pressure rises to overcome the power of
spring ® to shift the piston (fl which in turn drives the pinion ® meshing with the rack
@ above the piston (fl. Consequently, the butterfly valve ® is opened and continues
opening owning to lube oil pressure during the engine is in operation.
The switch (J) is a detection switch for alarm by detecting the opening and closing of
the valve.
The component ® is an emergency bolt and used in the case of opening the valve
manually at the time of emergency according to the following procedures:
1) Close the cock on lube oil which is being supplied from the lube oil main pipe of engine.
2) Unscrew the emergency bol t ® as well as remove the plug ®, screw in the emer-
gency bolt behind the plug ® to move the piston and thus to open the valve.
3) Attach the plug ® at the place where the emergency bolt was fittro.
After the disassembling repair, apply grease to the cylinder @, piston (fl, pinion ®, rack
@ and sliding part of stem @.
Besides, at the time of attaching and detaching the valve body to and from the cooling sea
water line, execute the required work under the closed condition of the valve.
Moreover, at the time of combining the pinion ® with the stem @, match the matching
marks @of stem groove @and pinion.
Conduct a performance test ~mce in every six months, and also confirm of no water and
oil leakages.
Have the main cock on lube oil which is deing supplied to this valve setup from the lube
oil main pipe always opened.

®
I DRWG, NO. OS-A-O I

EMERGENCY STOPPING DEVICE for LOW LUB. OIL PRESSURE (A)

1. Construction
The device is automatically set to working position by using the starting air.
The engine can be s topped by the cut- off handle.
2. Operation
1) Fuel injection cut-off
This is performed while the air piston is held up by the sprmg.
2) Starting
Starting air pushes down the air piston, and the fuel mJection begins. The latch
piston locks the air piston rod to keep the air piston from rising when the starting
air stops.
3) During operation
The engine star'ts and thelub. oil pressure rises, which pushes the lub. oil piston.
Instead of the lock piston on the starting air side, the lub. oil piston rod locks
the air piston rod.
4) Low lub. oil pressure
When the lub. oil pressure falls, the 1.3 kg/cm2 oil pressure of the plunger valve,
pushes by the spring, forces lub. oil from the lub. oil piston case into the gear box.
The lub. oil piston pushes to detach the oil pressure piston rod, and the piston is
then pushed up by the spring, fuel injection stops, and hence the engine stops.
5) Not operation
Turn the cut-off handle to "OFF", and the air will stop. The air piston will be
pushed by the lower side of the cut-off valve so that the air piston can rise and
stop the engine during a drop in oil pressure.
3. Adjustment
Oil Pressure Drop Urgent Stopping Device.
CD Operate the engine, and gradually drop lub. oil pressure by dropping the enginc
rotational speed, adjusting the engine lub. oil pressure regulating valve, etc.
Then confirm of engine stopping at the oil pressure of 1.3 kg/cm2•
® If engine stopping takes place at the oil pressure of higher than 1.3 kg/cm2
adjusting by turning counterclockwise the set oil pressure adjusting screw of
oil pressure drop urgent stopping device, lower than 1.3 kg/cm2, adjust by
turning the same screw clockwise.

Note:
Obtain a confirmation on working about
once a week. Also check the interior
more than once a year.

~;;
;~:~
ii" 10lf hangi~ O\-er the air piston rod

-
~"'ed oil
AdJustirl/{
'l:t"
AI the time of At the limt' Durin~ operation
screw Pressure drop of starlirlR

When the handle is al the ~OW "enill{. the oolch am

part A matCh. that is, W orki'l( becomes possible. However,
.•••
tlell the handle is sel at the won-'
po,;ition, becaust'
there is no notch. part A does nol go up.
I DRWG, NO. OS-a-O I

EMERGENCY STOPPING DEVICE for LOW LUB. OIL PRESSURE (M)

1. Construction
This structure is such that it serves to stop the engine automatically by shutting off
fuel mechanically when the pressure of engine lub. oil drops below about 1.3 kg/cm2•
The engine can be stopped by the cut-off handle.
2. Operation
1) Fuel injection cut-off
This is performed while the working piston is held up by the sprmg.
2) During operation
As the cut-off handle is set in the "ON" position after the engine attains the rated
revolutions, lub. oil piston rod stops the engine piston rod in the case the lub. oil
pressure is greater than about 1.3 kg/cm2•
3) Low lub. oil 'pressure
When the lub. oil pressure falls, the 1.3 kg/cm2 oil pressure of the plunger valve,
pushed by the spring, forces lub. oil from the lub. oil piston case into the gear
box. The lub. oil piston pushes to detach the oil pressure piston rod, and the
piston is then pushed up by the spring. Fuel injection stops, and hence the engine
stops.
3. Handlin~
Set the cut-off valve handle to "ON" during ordinary operation. The cut-off handle
can be moved to either operating "ON" or not-operating "OFF" even though the engine
is operating. However, set the cut-off valve handle to not-operating "OFF" for
the following reasons.
CD In case the emergency stopping device for low lub. oil pressre should stop.
@ In case the emergency stopping device for low lub. oil pressre should be out of
order.
4. Adjusting
Oil Pressure Drop Urgent Stopping Device
CD Operate the engine, and gradually drop lub. oil pressure by dropping the engine
rotational speed, adjusting the engine lub. oil pressure regulating valve, etc.
Then confirm of engine stopping at the oil pressure of 1.3 kg/cm2•
@ If engine stopping takes place at the oil pressure of higher than 1.3 kg/cm2
adjust by turning counterclockwise the set oil pressure adjusting screw of oil
pressure drop urgent stopping device;
lower than 1.3 kg/cm2, adjust by turning the same screw clockwise.
~

Note:
Obtain a confirmation on working about
once a week. Also check the interior
more than once a year.

L\l"" ,,~ 1.,,11, ;, " ,I. "ON" "";,~, ,I. '",,"

part A malCh, Il1at i!i, workiJl: brcorres possible.
&"
However,
wh.'1l the handle is see at the "OFF' poSition, because
t!)('re i~ 110 notch. parI A does IlOt /;,'0 up.
I DRWG, NO. OS-B-O J

EMERGENCY STOPPING DEVICE FOR OVER-SPEED (M)

1. Operation
As the rotational speed of engine exceeds the set value (of 115% of the rated rotational
speed), the cen tri fugal force of eccentric overcome the power of spring for eccentric, and
the eccentric expands in outer circumferential direction to push down the L-shape lever.
Then the L-shape lever causes the switching valve to open, and the pressurized oil of
switching valve chest flows out to actuate the emergency stopping device for low lub. oil
pressure which in turn stops the engine, To prevent the misfunction dul to the momentary
overspeed and vibration, the accumulator is equipped.

2. Adjusting
A) Adjustment of Overspeed Working Revolution.

Adjustment of clearance between eccentric and L-shape lever.

Adjust by means of the L-shape lever adjusting bolt the clearance between the
eccentric and the L- shape lever to about 0.5 mm. (If this clearance is too large,
it becomes a cause of rising the working revolution)

(2) Adj.ustment of spring adjusting washers for eccentric

CD Operate the engine, and rise the rotational speed gradually. Then confirm of engine
stopping at 115% of the rated rotational speed.
(At this time, if the stopper bolt of accumulator IS fully tightened, the following
adjustment becomes easier)
® If the overspeed urgent stopping device does not work at 115 % of the rated
rotational speed, adjust by means of the spring adjusting washers.
As the number of spring adjusting washers is increased, the working r.p.m rises.
As the number of the spring adjusting washers is decreased, the working r.p.m
drops.
@ After the working value is adjusted, be sure to lock the eccentric supporting shaft
with its locking screw, and furthermore provide the locking to this screw.

B) Adjustment of Reset Rotational Speed of Eccentric.

Once the eccentric actuates upon overspeed, even if the rotational speed is lowered, the
eccentric retains' working. Thus, adjust its reset rotational speed to more than about
105 % (more than the set r.p.m. of load shut-off time) of the engine rated rotational speed.
(1) Adjust by turning the screw of switching valve end part so that the clearance
between this screw and L- shape lever becomes about 0.25 mm.

(2) Operate the cngine with the oil discharging pipe which is attached to the emergency
stopping device for over-speed disconnected (At this time, it is better to prepare a
container for recovering the oil.)
Actuating the emergency stopping device for over-speed confirm of the closing of
swi tching valve at what r.p.m. to which the engine speed duops and also the ceasing
of oil discharge from the oil discharging pipe part. Then adjust by means of the
adjusting washers of L-shape lever return spring part.
As the numher of the return spring adjusting washers is increased, the reset
rotational speed rIses.
As the number of the adjusting washers is decreased, the reset rotational speed drops.

3. Adjustrtlent of Accumulator
After completing the adjustments described in A) and B) above, adjust the screwing- in
length of stopper bolt of accumulator so that the engine stops In three to five seconds
after it is run at the overspeed set rotational speed.

4. Maintenance
(1) Obtain a confirmation on working about once a week.
(2) Check Various part by every 4,000 to 5,000 hours of operation, and replace any
abnormally worn parts with the new ones.
(3) Replace the ball bearing with the new one by about 8,000 hours of operation.
Emergency SI opp'"ng Device
for Over-Speed

./'
/
I DRWG, NO. OS-C-O I

Major Construction & Operation.

Equipped with planet gear, limit switch and handle system.
Gear engagement goes through pinion, planet gear and internal gear (upper and lower).
The planet gear is driven by the pinion when it is revolving on its own oxis and around
the internal gear.
The internal lower gear IS smaller than the internal upper gear in number of gear teeth.
When the planet gear revolves around the internal gear once, one tooth gets out of position
between the upper and lower internal gears.
While the upper int: r lal gear is fixed with the bevel gear, every revolution of the planet
gear rotates on every single tooth of the lower internal gear.
This makes a share' "eduction on the electric motor revolution, available for adjustment of
the engine. A ha"dle jointed with the bevel gear rotates the upper internal gear and
adjusts the speed to rotate the lower internal gear via the planet gear.
The limit switch is operated by the guide bush for spring which joints to the lever.
The movement of the lever joins the cam and consequently limits switch controls within
about 5 cycles of rated speed.

2. Handling
The handle should be moved after loosening the stopper. The handle can be moved anytime;
however, always make sure to tighten the stopper.
Replenish lub. oil with about 50 cc once a week via the oil cup In the left side of the handle.

3. Adjustment of Limit Switch

Prior to proceeding to this adjustment, confirm that the rotational working of motor is not
in the opposite direction for increase and decrease. Refrain from removal of limit switch
as much as possiole. In the case the limit switch is removed, it is necessary to adjust
the limit switch so that it is put in two in respect to the center of limit switch lever (B).
When the actuating value of limit switch deviates, loosen the lock screw of cam with use
of hexagonal rod spanner (accessory tool), and adjust the actuating value by shifting the cam.
Procedures for adjustment of actuating value are as follows:

(1) By means of the manual (turning) handle, rise the rotational

engine rotational frequency) up to the upper limit set value.

(2) With the cam shaft being fixed by use of a screwdriver, loosen the lock nut.

(3) Loosen the lock screw of cam (A), and shift the cam so that its tip part comes In
contact with the limit switch lever (B).

(4) Connect a tester in between the limit switch terminals L2 and T, turn the cam clo-
ckwise, and fix it when the needle of tester shows a swing.

That is, although the line in between the limit switch terminals L2 and T is usually
in the closed condition, this line becomes the opened condition when the limit switch
actuates. In other words, electric conductance takes place by the closed condition
of limi t swi tch; no conduc tance, by the opened condi tion of the switch.

(5) By means of the manual handle, lower the rotational speed down to the lower limit set
value.
(6) Loosen the lock screw of cam (B), and shift the cam so that its tip part does not
come in contact with the limit switch lever (B).

Connect a tester In between the limit switch terminals L, and T, turn

counterclockwise, and fix it when the needle of tes ter shows a swing.
 S peci fications
~"J=:
Engine Model R.M.U.G (L)
To be incorporated
IRS T
Decelerating
Side Contact
Output 75 W in the panel O~ upon actuation

Rating 5 minutes (by the party in Accelerating

Ground 20 c charge of the S ide Contact
paneJ)
NO. of Phases 3 ON upon actuation

NO. of Poles 4 Decelerati ng Side

Voltage lOO/IOO/llOV: 200/200/220V: 400/400/440V Electromagntic
ContaClor f3a-lb
Frequency 50/60/60/ Hz
Accelerating Side
S ynchronous Speed 1500/1800/1800 r.p.m
E leclromagnet i c
Carry out confirming adjustment on working range and Conractorf3a-lbl
inspection for looseness of waring once in Three months.

~_c:JJJ ':'
,
J
J.
J
J

l~r [I'
1- - - C.Jround : Ground
To be fitted on
the engine side 1,:""---3: u;l I::"-~: ""l
:~ I~

-(b-Y-Y-A-N-M-A-RI-i c. "

~v:"rnor ~Io~~r j upper Limit COrHacI

OFF at the
Upper limit

1. Because the electromagnetic contactors (Mgl &. Mg2) required for

controilJing this type governor motor the manufacturer of panel is
request to prepar'e these contactor's and equip them to the panel.
2. Specifications of electromagnetic contactors (Mgl & Mg2l arc as
follows; No of contacts; 3a & Ib Contact capacity; More than 5A
COil voltage: Same as the motor voltage.
3. The shipyard or end user at The field is ,'equcs1cd 10 carry out
the wiring work for proper connectior·s I'elated to the electromagnetic
contactors, governor motor, and limit switch.

....
_."/"j
r
··::-....::-~4
... ::=\-
I DRWG, NO. OS-D-O I

HYDRAULIC GOVERNOR DRIVING DEVICE

(for Woodward SG Type Governor)

Hydraulic governor is driven by the bevel gear fitted to the cam shaft gear.
Since the hydraulic governor driving device is provided with the lub. oil tank for hydraulic
governor and the latter is provided with the oil level gauge, keep the oil level always
above the minimum graduation.
When lub. oil is to be fed in, feed lub. oil until the oil level reaches the maximum
graduation of this oil level gauge. However, when lub. oil is to be exchanged with the
new one or after a long period of rest, replenish the oil slightly more than usual supply.
Besides, exchange the lub. oil in use with the new one by roughly every 800 hours of
operation.
Regarding the specifications of governor oil, to give the full performance of governor and
to prolong its life, this oil should be such that occurrence and accumulation of its foaming,
soiling, colloid, etc. must be extremely little. Besides, such an oil should be suck to
protect. the governor parts from corrosion and not to spoil paint coating.
The selected oil should have a high viscosity index, and its viscosity should be within the
range of 100~200 Saybolt universal seconds under the ordinary operating temperature.
In the case the average temperature of governor oil during operation is less than 49°e, oil
of SAElO is generally appropriate; in the case, of 49~60° e, SAE20; in the case of 60 ~
71 °e, SAE30; in the case of 71 ~82°e, SAE40; and in the case of greater than 82°e, oil
of SAE50 is recommended for use as this governor oil. By the way, if the above specification
are met, use of either the engine oil or turbine oil is all right.
Disassembling inspection of this driving device is to be done by about 4,000 ~ 5,000 hours
of operation. Oil seal is replaced with the new one by every 4,000 ~ 5,000 hours; ball
bearing, by about 8,000 hours.
(NOTE) For handling of SG Type Governor, refer to separate instruction book.

O-Rir~

Oil Seal

Fealh ••r~~ /

B~earing~/

C-T~-pe Circhp for Hole...- ,/

Feather Key /" /'"

Lock Nul
I DRWG, NO. OS-E-O I

Valve Spring

Body of Regulating Vahoe Adjusting Screw

 I DRWG, NO. OS-F-O I

In the case the lappi~g is impossible, replace the valve or valve seat with the new one.

To Starting Air ~
Receivor
 I DRWG. NO. OS-G-O I

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 DRWG, NO. OS-G-O I

PRESSURE SWITCH (C)

Pressure switch purports to detect pressure drop of lub. oil (or cooling water) at the
engine inlet, to send out electric signal to the automatic control board and to give off
alarming indication and to stop engine.
If pressure of engine inlet lub. oil increased above the set value as lub. oil enters the
pressure switch through the leading-in tube CD, the bellows and spindle @ inside the ®
bellows cover ®are pushed up. This causes the main working plate interlocking to the ®
microswitch ®
to move against the power of the pressure adjusting spring (j). Thus, the
"b" contact (terminals C-H interval) of the microswitch becomes "OUT" status, and ®
the "a" contact (terminals C- L interval) becomes " IN" status.
During engine running if the oil pressu,re drop takes place due to a certain cause, the force
acting inside the bellows cover decreases, ®
and the main working plate ® is forced
back to its original position by the power of the pressure adjusting spring (j), causing
the "b" contact to assume "IN" status while the "a" contact becomes "OUT" status.
Since lub. oil setting detecting pressure has been already adjusted according to engine's
specifications when it was delivered, the user is not required to adjust generally. However,
if the detecting pressure is to be changed to accommodate specification change, turn the
pressure adjusting screw counterclockwise ® for increasing the detecting pressure and
clockwise for lowering the pressure. This pressure can be read from the scale plate ®
and pressure pointer QW.
To check the pressure switch, see if there is oil leakage at joint parts (on the pressure
switch side, at cock part) of the leading-in tube, confirm fully opened cock, confirm no
abnormality inside the pressure switch body after moving the cover, check for positions of
the pressure pointer QW and' pressure difference pointer, and confirm proper wiring. Carry
out a performance test once in three-month period.

G)~
3
2

CONTACT FORMATION CD-------

Pressure Side W Temperature Side CD
L L
Pressure~~ ~
6H (Contact Capacity)
A.C. lOOV SA, A.C.200V 4A
D.C. lOOV O.6A, D.C. 24V 3A
 I DRWG, NO. OS-H-O I

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I DRWG, NO. OS-H-O I

TEMPERATURE SWITCH (C)

The temperature switch purports to detect a temperature rise at cooling water engine
outlet or lub. oil engine inlet and to transmit electric signal to the a;.;Lomatic control
board to give out warning indication and to bring about engine stop.
The temperature senser tube @ is provided on cooling water outlet pipe (or lub. oil
inlet pipe). Liquid filled i~side this senser tube expands slightly if the temperature of
cooling water (or lub. oil) is less than the set value, and the microswitch ® is not
actuated, leaving its "a" contact (between terminals C & L) in the opened state and
"b" contact (between terminals C & H) in the closed state. During engine operation if
the temperature of cooling water rises above the set value, liquid filled inside the
temperature senser tube @ expands significantly and passing through the remote tube
@ pushes out both the bellows @ encased in bellows case @ and the spindle @.
As the spindle @ is pushed up, this motion overcomes the strength of the temperature
regulating spring @ and is acted on the main operating plate @ interlocked with
the microswitch ®. In this way, the microswitch ® is actuated and transmits
electric signal to the automatic control board as the switch's "a" contact is closed and
"b" contact is opened.

Since the set value for detecting a temperature rise of either cooling water or lub. oil
has been adjusted according to specifications of engine, normally the user needs not be
required to readjust it. However, if this detecting temperature value is to be changed in
accordance with engine specifications change, the temperature regulating screw @ is to
be turned counterclockwise to set the detecting temperature higher and clockwise to set
lower. This detecting temperature can be read out from indication supplied by the scale
plate @ and the temperature pointer @.
Checks on the temperature switch are a check on damage of the temperature senser
tube @ and the remote tube @, a confirmation on leakage of the filling liquid, an
internal cneck as the temperature sVvitch cover is removed, a scale confirmation of
temperature pointer @ and pointer @, and . check on looseness of wiring. The
performance test should be conducted once in three months.

8)
~
CONTACT fORMATIONCI>----------------~
Pressure Side P Temperalure Side (j;
L L
Pressure~~
~
6
I'
.1
(Contact Capacity)
A.C. lOQV 8A, A.C.200V 4A
D.C. lOOV O.6A, D.C. 24V 3A
 I DRWG, NO. OS-I-O I

Driven by gear or pulley the speed switch converts the rotational speed of engine to electric
signal by microswitch in forming the closing protective circuit of starting electromagnetic
valve and detects an overspeed in forming the stopping circuit.
On the shaft ® provided inside the frame CD, the weight supporting body is fixed. ®
On both ends of this weight supporting body ®, the weight @ is supported by pin ®.
Furthermore, one end of the weight @ is contacting the slide socket ®.
The control lever (j) is supported by pin ®, and one end of this lever is contacting the
slide socket and other end is held by spring @. The microswitoh ®
is fixed on frame CD,
and open-close lever is contacting the control lever (j).
As the shaft ®
is- turned, the weight @spreads outward by centrifugal force with the
pin ® serving as the fulcrum, and the slide socket ®
shifts to the left.
The control lever (j) pushed by the slide socket ®
overcomes the strength of spring @, also
shifts withe the pin ®
serving as the fulcrum, and actuates the microswitch by moving ®
its open-close lever @.
• By adjusting the knob @, the set valve (for low speed or overspeed) can be changed as the
strength of spring @ is to be changed .
• Following adjusting the knob @, the fixed arm @ should be locked with screw @. If this
locking is incomplete, the set value changes .
• Letters "L" and "H" marked above the knob @ refer to low speed and overspeed respectively.
• Once a month, feed 2 - 3dropfuls of engine oil or spindle oil from the oiling port @.
• For external connection of microswitch terminal board, follow the instruction given below:

low speed side overspeed side

OFF
LO

(for above)
the set value
1\ 0 ON
LC
(for above
the set value
)
OFF
HO
(for above)
the set value
1\ 0 ON
HC
(for above
the set value
)

C C

In the case the flexible

coupling is used
 DRWG, NO. OS-J-O I

ENGINE STOPPING DEVICE (MxE)

This device is supposed to act upon command electrically detected by protective relay or
electric command sent from the remote control stopping device and thus to stop the
engine under the 'condifion of no fuel injection.

1. Piston rod (1) is pushed down by starting aIr, and the stopping piston (2) stops
the piston rod (1).
2. As the solenoid is excited, it pushes the control rod (3), the stopping piston (2)
is detached from the piston rod (1) by power of spring, and the piston rod (1) is
pushed up by power of spring.
As the piston' rod (1) is pushed up, the lever (4) pushes the connection lever (5),
and thus fuel supply is shutted off to bring about stopping of engine.
3. When the handle (6) is in the "ON" setting, this device is in stand-by condition for
its working; in the "OFF" (no-working)· setting, it does not actuate.

Notes:
1) conduct the performance test once
in three months.
2) Pour spindle oil into the oil supply
plug (6) once in three months and
at the time of annual disassembly
and reassembly.
3) At the time of removal ot refitting,
do not lose the air piston rod ho-
lder (7).

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FOREIGN TRADE DEPT. HEAD OFFICE

1-1. Yaesu. 2-Chome Chuo-ku 1-32. Chayamachi. Kita-ku
TOKYO. JAPAN OSAKA, JAPAN
Cable: YANMAR TOKYO Cable: YANMAR OSAKA
Telex 0222-2310. 4717 Telex J63436