Professional Documents
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Approved: Operating Manual
Approved: Operating Manual
APPROVED
Date:
WN/NT/... WN
Ed. Date Initials Changes
+ Ed. (file nr) (distr. nr.)
06 15/07/2015 / / JO New Layout + Aanpassing HT-LT koelcircuit
aanpassing temperatuur thermostaten in
installatie volgens interne vergadering BT
dd10/2/2015
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OPERATING MANUAL
Chapter 4 – Page 1/61
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Service and supervision of the engine at service
CHAPTER 4
AT SERVICE
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_the_engine_at_service copied or disclosed without prior consent of ABC.
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Chapter 4 – Page 2/61
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Service and supervision of the engine at service
CONTENTS
1 INTRODUCTION ................................................................................................... 3
2 DESCRIPTION AND SUPERVISION OF THE FUEL CIRCUIT FOR DISTILLATE FUELS ................................... 4
2.1 Fuel circuit with shielded injection pipes and alarm system for fuel leaks (unmanned
engine room, EO, AUT or UMS) ....................................................................4
2.2 Supervision of the fuel circuit while the engine is running ...................................9
3 DESCRIPTION AND SUPERVISION OF THE LUBE-OIL CIRCUIT ..................................................... 10
3.1 Lubricating oil circuit with wet sump execution ............................................. 10
3.2 Lubricating oil circuit with dry sump execution .............................................. 24
3.3 Supervision of the lubricating oil circuit while the engine is running .................... 33
3.4 Preheating of the engine oil lubricating circuit .............................................. 35
4 DESCRIPTION AND SUPERVISION OF THE COOLING WATER CIRCUITS ............................................. 36
4.1 Split cooling water circuit with box cooler/radiator ........................................ 36
4.2 Split cooling water circuit with plate cooler and seawater pump ........................ 41
4.3 Supervision of the cooling water circuit ....................................................... 45
4.4 Individual HT and LT- circuit ..................................................................... 47
4.5 Connection for heat recuperation on HT-circuit ............................................. 50
5 DESCRIPTION AND SUPERVISION OF TURBO CHARGING .......................................................... 51
5.1 Description .......................................................................................... 51
5.2 Supervision of turbo charging .................................................................... 52
5.3 Operation with blocked turbo compressor .................................................... 53
6 SUPERVISION OF THE MECHANICAL SYSTEMS .................................................................... 54
6.1 Inspection tours .................................................................................... 54
6.2 Daily inspection tours ............................................................................. 54
6.3 Normal maintenance tours ....................................................................... 54
7 DESCRIPTION AND SUPERVISION OF THE STARTING ARRANGEMENT .............................................. 55
7.1 Description .......................................................................................... 55
7.2 Supervision of the starting air installation .................................................... 59
8 CONTROL OF THE ELECTRICAL AND PROTECTION EQUIPMENT ................................................... 60
8.1 General .............................................................................................. 60
8.2 Speed pick-up on soft water pump - fine adjustment ....................................... 60
8.3 Heinzmann speed pick-up on flywheel – fine adjustment .................................. 61
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OPERATING MANUAL
Chapter 4 – Page 3/61
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Service and supervision of the engine at service
1 INTRODUCTION
The staff responsible for operating the engines must be able to distinguish between the
general directives and more specified instructions according to their particular field of
application.
The numerical values indicated are those that are standardized for ABC-engines.
If any deviations are noticed when the installation is in service, please verify whether or not
these deviations were agreed upon during the discussions prior to the sale.
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Service and supervision of the engine at service
2.1 FUEL CIRCUIT WITH SHIELDED INJECTION PIPES AND ALARM SYSTEM FOR FUEL
LEAKS (UNMANNED ENGINE ROOM, EO, AUT OR UMS)
Please consult Fig. 4.1 and Fig. 4.2 below for further details.
The circuit contains the fuel feeding pump (F2) driven by the diesel engine. The fuel passes
over a non-return valve (F4) to the duplex fuel filter (F10), equipped with a fuel leak tray
(F11). After filtration, the fuel oil arrives in the fuel manifold (F17) to which the fuel
injection pumps (F30) are connected.
The fuel injection pumps are equally equipped with a fuel leak tray each (injection pipes)
(F34). For each cylinder, an individual fuel pump is provided. From these pumps, high
pressure shielded injection pipes (F31) feed the nozzles (F32).
Exceptional leaks caused by a fracture or crack in an injection pipe (F31) are caught by the
double wall of the duo system and carried off with a separate manifold to a fuel drain tank
(F35). According to the requirements of the classification societies, this tank must be
equipped with a level switch (FSLH1) for alarm.
Normal and functional leaks which are collected in the fuel leak tray (F11) and the leaks from
the injection pumps are carried off to a fuel leakage tank (F162), which is placed during
installation. The leaks from the nozzles (F32) are carried off to the daily fuel tank (F130).
A daily fuel tank (F130) is installed. The circuit can be deaerated by means of a manual
primer pump (F6). Also the shut-off valve (F161) can be used to deaerate the circuit by means
of the hydrostatic pressure from the daily fuel tank.
For the purpose of filling the daily fuel tank, an electro pump set (F107) is present, which can
be controlled from the level switches (FLSH21/FLSL22). In case the electro-pump set is
defective, the daily fuel tank may also be filled by means of the manual primer pump (F111).
The fuel circuit can be also equipped with a fuel consumption meter (F141) and a water
separator (F150) equipped with an alarm (FLSH4). To avoid a malfunctioning of the fuel
consumption meter due to the pulsations of the injection pumps, a buffer vessel (F186) of 30
liters will be installed. The fuel consumption meter, the water separator and the buffer
vessel can all be delivered by ABC.
The fuel filter circuit is equipped with a pressure regulation valve (F9), ensuring a constant
feed pressure of 2,5 bar. The filter elements can be replaced when the engine is in operation.
For this, the filter has to be switched over to 1 element. The other element may then be
replaced. Note that for normal operation, fuel should be filtered by the 2 elements.
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Service and supervision of the engine at service
For unmanned machine rooms, if there is damage to the fuel feeding pump (F2) a pressure
alarm (FPSL2) will occur. This alarm signal will start the emergency fuel pump (F191). For
manned machine rooms, you can manually switch over to the emergency pump in case of
emergency.
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Service and supervision of the engine at service
Code Component
F2 Fuel feeding pump
F4 Non-return valve
F32 Nozzles
FLSH4 Alarm
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OPERATING MANUAL
Chapter 4 – Page 7/61
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Service and supervision of the engine at service
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OPERATING MANUAL
Chapter 4 – Page 8/61
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Service and supervision of the engine at service
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Service and supervision of the engine at service
Depending on the capacity of the service tank, this must be regularly filled up by means of
the transfer pump (usually the capacity ensures the engine can run for a minimum of 24 hours
at nominal loading).
If filling up is performed automatically by means of a pump set and float-actuated switches,
no supervision is needed.
This circuit has automatic supervision in the sense that a leaking injection pipe activates an
alarm signal by means of a float-actuated switch mounted in a separate leakage tank.
If this occurs, you should locate the leaks, stop the engine and replace the defective
component.
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Service and supervision of the engine at service
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Service and supervision of the engine at service
Code Component
O4 Hand pump
O5 Shut-off valve
O16 Thermostat
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OPERATING MANUAL
Chapter 4 – Page 12/61
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Service and supervision of the engine at service
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Service and supervision of the engine at service
Code Component
O7 Engine-driven lubricating oil pump
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_the_engine_at_service copied or disclosed without prior consent of ABC.
OPERATING MANUAL
Chapter 4 – Page 14/61
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Service and supervision of the engine at service
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Chapter 4 – Page 15/61
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Service and supervision of the engine at service
Please consult Fig. 4.5 and Fig. 4.6 below for further details.
• Line engine 6/8 DZC (Fig. 4.5)
The basic system in 3.1.1 (For engines without emergency lubrication) is maintained
here.
• V-engine 12/16 DZC (Fig. 4.6)
The basic system in 3.1.2 (For engines with emergency lubrication) is maintained
here.
For unmanned machine rooms, if there is damage to the lubricating oil pump (O7) a pressure
alarm (OPSL3) will occur. This alarm signal will start the emergency lube-oil pump (O110). For
manned machine rooms, you can manually switch over to the emergency pump in case of
emergency.
Furthermore the emergency lubricating oil pump can be used for pre-lubrication of the
primary lubrication oil pump (O7) opening shut-off valve (O37).
Code Component
O7 Lubricating oil pump
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OPERATING MANUAL
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Service and supervision of the engine at service
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Chapter 4 – Page 17/61
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Service and supervision of the engine at service
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Service and supervision of the engine at service
Please consult Fig. 4.7 and Fig. 4.8 below for further details.
• Line engine 6/8 DZC (Fig. 4.7)
The basic system in 3.1.1 (For engines without emergency lubrication) is maintained
here.
• V-engine 12/16 DZC (Fig. 4.8)
The basic system in 3.1.2 (For engines with emergency lubrication) is maintained
here.
For unmanned machine rooms, if there is damage to the lubricating oil pump (O7) a pressure
alarm (OPSL3) will occur. This alarm signal will start the emergency lube-oil pump (O110). For
manned machine rooms, you can manually switch over to the emergency pump in case of
emergency.
Extra for this circuit is a pre-lubrication pump (O106). This lubrication pump provides
lubrication for the engine prior to engine start. The primary lubrication oil pump (O7) can
also be pre-lubricated opening shut-off valve (O37) during pre-lubrication of the engine.
Code Component
O7 Primary lubricating oil pump
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_the_engine_at_service copied or disclosed without prior consent of ABC.
OPERATING MANUAL
Chapter 4 – Page 19/61
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Service and supervision of the engine at service
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Chapter 4 – Page 20/61
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Service and supervision of the engine at service
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Service and supervision of the engine at service
Please consult Fig. 4.9 and Fig. 4.10 below for further details.
• Line engine 6/8 DZC (Fig. 4.9)
The basic system in 3.1.1 (For engines without emergency lubrication) is maintained
here.
• V-engine 12/16 DZC (Fig. 4.10)
The basic system in 3.1.2 (For engines with emergency lubrication) is maintained
here.
For unmanned machine rooms, if there is damage to the lubricating oil pump (O7) a pressure
alarm (OPSL3) will occur. This alarm signal will start the emergency lube-oil pump (O110). For
manned machine rooms, you can manually switch over to the emergency pump in case of
emergency.
Extra for this circuit is a pre-lubrication/preheating module. This module consist of a heater
(O121) that preheats the engine oil and a electro pump set (O120) that feeds the oil through
the engine prior to engine start. The purpose of this module is firstly to lubricate the engine
and secondly to warm up the engine before engine start.
Also the primary lubrication oil pump (O7) can be pre-lubricated opening shut-off valve (O37)
during pre-lubrication of the engine.
Code Component
O7 Lubricating oil pump
O121 Heater
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Chapter 4 – Page 22/61
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Service and supervision of the engine at service
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Chapter 4 – Page 23/61
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Service and supervision of the engine at service
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Service and supervision of the engine at service
Table 4.2 Oil capacity in engine (dry sump execution) and installation
6 DZ (l) 8 DZ (l)
In engine oil sump on 60 80
installation
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Service and supervision of the engine at service
Code Component
O4 Hand pump
O16 Thermostat
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Service and supervision of the engine at service
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Service and supervision of the engine at service
3.2.2 For engines with emergency lubrication – only for 6/8 DZC engines
Code Component
O7 Lubricating oil pump
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Service and supervision of the engine at service
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Service and supervision of the engine at service
3.2.3 For engines with emergency lubrication and with pre-lubrication oil pump –
only for 6/8 DZC engines
Code Component
O7 Primary lubrication oil pump
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Service and supervision of the engine at service
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Chapter 4 – Page 31/61
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Service and supervision of the engine at service
Code Component
O7 Primary lubrication oil pump
O121 Heater
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_the_engine_at_service copied or disclosed without prior consent of ABC.
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Service and supervision of the engine at service
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Service and supervision of the engine at service
3.3 SUPERVISION OF THE LUBRICATING OIL CIRCUIT WHILE THE ENGINE IS RUNNING
The supervision refers in particular to:
• Oil temperature
• Oil pressure
• Oil level in tank or sump
• Oil consumption
• Contamination of the filters, if an indicator is fitted
• Leaks
• State of the lube-oil
The normal working temperature is between 71 °C and 79 °C, at the engine inlet. Supervision
of the temperature may be automatically executed by an early-warning device set at 80 °C
and by a stop alarm set at 85 °C. Should the oil temperature rise, you should determine the
cause (see chapter “Engine Faults”).
If the oil temperature is too low, this can result in a contamination of the oil by deposits
from the combustion.
Filter efficiency decreases as the temperature drops.
The oil pressure is regulated by means of the spring tension on the pressure control valve.
The normal working oil pressure at working temperature is between 4,85 and 5 bar at the
engine inlet for nominal speeds from 720 to 1000 rpm.
Oil pressure monitoring is automatically performed by means of a mechanical oil pressure
safety device which causes the engine to stop if the oil pressure falls below 1,4 bar.
Additional electrical supervision can be provided with:
• A stop device set at 2,5 bar (decreasing pressure)
• Propulsion engine (rpm variable):
Alarm device set at 2,75 bar (rpm > 450 decreasing pressure)
Alarm device set at 1,5 bar (rpm < 450 decreasing pressure)
• Genset engine (rpm constant):
Alarm device set at 3,25 bar (decreasing pressure)
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Service and supervision of the engine at service
During idling of the engine, oil pressure falls at a lower value (the oil pressure depends on
speed and cylinder number – see “General”) with the oil at working temperature. If the oil
pressure falls during normal working, this may be due to:
• Dirty oil filters - examine the state of the servicing indicator.
• Maladjusted pressure regulating valve
For other defects, see chapter “Engine faults”.
Regularly inspect the oil level in the oil tank or sump. Replenish if necessary.
1st method
The oil consumption can be measured approximately by measuring the level of the oil in the
tank at a determined time. For example, time O level A.
Later, at P hours, measure the oil level in the tank and add a quantity of oil, for example X
liters, until the level A is reached again; the oil consumption is then in kg/h:
0,900 *
X
P O
Example: At two o'clock, the oil level in the oil tank is measured (level A). At four o'clock,
2 liters of oil are added to reach the level A again. The oil consumption is then
0,900 kg/h.
0,900 *
2 0,900
4 2
Such a measurement is only valid if, during the period between the times O and P, the load,
as well as the oil temperature, have remained practically constant.
2nd method
Over a longer period, oil consumption can also be measured approximately by noting the
number of running hours necessary for passing from maximum level to minimum level.
Increased oil consumption can be caused by:
• Oil leaks (most frequent cause)
• Wear of piston rings, liners
The switchable triplex oil filters are equipped with servicing indicators.
As soon as the half-way mark of the red section is reached, the filter is clogged.
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Service and supervision of the engine at service
3.3.6 Leaks
An inspection of the engine, if performed regularly, will uncover any early leaks. This way you
can prevent any further loss of oil.
Regularly inspect the oil level and replenish as necessary the following equipment:
• Hydraulic regulator
• Starting-air oil lubricator
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Service and supervision of the engine at service
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Service and supervision of the engine at service
Code Component
W2 HT soft water pump
W9 Inlet manifold
W139 Cooler
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Service and supervision of the engine at service
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Service and supervision of the engine at service
4.2 SPLIT COOLING WATER CIRCUIT WITH PLATE COOLER AND SEAWATER PUMP
Please refer to Fig. 4.18, Fig. 4.19 and Fig. 4.20 below for further details.
The basic system in 4.1 (Split cooling water circuit with box cooler/radiator) is maintained
here.
In this circuit the engine cooling water is cooled by means of a plate cooler (W132). For this
cooler, an extra pump needs to be installed into the system. For sea-going vessels the engine
is equipped with a seawater pump (W60) which is engine-driven. The seawater circuit is
equipped with rough strainers (W201 & W204) to filter the seawater of rough particles.
Behind the pump, a fine particle filter (W251) is installed to protect the plate cooler filling up
with silt and ensure the cooler’s efficiency.
Options for the water circuit:
• Additional coolers (W238) can be installed into the cooling system to cool auxiliary
equipment of the system, for example the propulsion line of a vessel.
• For this circuit with unmanned machine rooms, a pressure alarm (WPSLL3) will occur
if there is damage to the seawater pump. This alarm signal will start the emergency
seawater pump (W211).
• For manned machine rooms, you can manually switch over to the emergency pump in
case of emergency
• Preheating during stand-still of the engine can be provided. A preheating module
(W38) is fixed on the line-engine itself and for V-engines it is built into the
installation.
Code Component
W38 Preheating module
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Service and supervision of the engine at service
The engine will wear down more quickly if the cooling water temperature is too low,
causing deformation of the cylinder liners and deposits of oil sludge at cold points, which
increases corrosion of the valve stems.
Water pressure
If a pressure gauge is fitted on the pressure side of the pump, this can be used to check the
pump delivery. Pressure values depend on the circuit layout and the position of the expansion
tank.
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Service and supervision of the engine at service
Code Component
W14 Engine thermostatic valve
W132 HT cooler
W172 LT cooler
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Service and supervision of the engine at service
B
Ref. Description
A A Connections (max. diameter 1,5 G)
B Butterfly valve
Fig. 4.23 Connection between engine (left) and heat recuperation device (right)
Procedure:
1 When the heat recuperation device is working, the butterfly valve will be more or less
closed. The other shut-off valves will remain open.
2 When water enters the heat recuperation device, this water has a nominal temperature
of about 80 °C or 85 °C.
3 When the device is not working, the butterfly valve will be open and the other shut-off
valves on the connection will be closed.
This heat recuperation can be used for sanitary installations, central heating, seawater
evaporators, water preheaters, etc. The amount of heat recuperation depends on many
factors, such as:
• The capacity of the device that takes off heat
• The available heat according to:
Butterfly valve position
Ø of connection
Engine load
Engine type
• The Δt over the connection
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Service and supervision of the engine at service
5.1 DESCRIPTION
Fig. 4.24 Turbo charger set 6/8 DZC (left) and 12/16 DZC (right)
The above simplified diagram (Fig. 4.24) consists of a gas turbine running at no-load. The
exhaust gases flow through the turbine (1), the expansion of the gases produces the energy
that sets the turbine in motion.
On the same shaft as the turbine, a centrifugal compressor aspirates the air through the air
filter (2). The air is compressed by the compressor, which heats the air through internal
friction. Then the air passes into the air cooler (4) where it is cooled before reaching the
cylinders.
The 12/16DZC engine has 2 turbo chargers, one for each cylinder bank. The combined
compressed turbocharged air of the 2 turbo chargers is cooled in 1 air cooler (4).
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Service and supervision of the engine at service
Good engine operation depends largely on the good condition of the turbo charger. A badly-
working or dirty turbo charger gives a smoking, badly-operated engine output, with all its
disadvantages.
It is therefore very important to supervise the key turbo charging elements:
• Good air supply
• Cleanliness of the air filter
• Cleanliness of the compressor
• Cooling of the supercharged air
For maintenance operations, we refer to the maintenance manual, chapter “Turbo charger”.
Always ensure that the engine room is supplied with completely fresh air. On small ships in
bad weather, it is necessary to close off the engine room; make sure that at that time the
higher openings are clear for the supply of air. The engine room should also be ventilated so
that the engine aspirates cold air. All leaks which cause oil vapors must be repaired as quickly
as possible.
One cannot be too careful with the cleanliness of the air filter. It can quickly gather dust.
Once the circuit layer of the filter is saturated, the pressure drop will rapidly increase and
the efficiency will rapidly decrease.
Never spray oil into the air filter and make sure to prevent any oil or oil vapors from coming
near it (with the exception of certain remote filters).
The simultaneous decrease of the turbocharging pressure, and rise in the turbocharged air
temperature indicate a dirty compressor.
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Service and supervision of the engine at service
All engines are fitted with water cleaning equipment (see chapter “General directives”) to
clean the compressor.
An increase in the negative pressure at the filter indicates a dirty air filter.
An increase in the turbo charged air temperature after the air cooler for the same load and
cooling water temperature, indicates a dirty air cooler.
When the engine is stopped, one must listen if the turbo charger goes on turning for
approximately 15 seconds.
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7.1 DESCRIPTION
Please refer to Fig. 4.25 and Fig. 4.26 below for further details.
Starting the engine is done by means of compressed air at max. 30 bar. The air is stored in
compressed air bottles (S108). Filling the air bottles is done by means of air compressors
(S100), which can be motor or engine-driven. Before the air is fed to the engine it is first
conditioned: the air is dried by means of a water separator filter (S124) and the starting
system is the lubricated by an automatic lubricator (S125), which brings lubricating oil into
the air and in doing so lubricates the air system.
At this stage the compressed air is ready to be used for the engine and is connected to the
main air starting valve (SSaV1) mounted on the engine. The main starting valve directs the
compressed air in 2 directions, namely to the hydropneumatic stop cylinder(s) connected to
the fuel rack(s), and to the engine cylinders. When using the main starting valve (SSaV1) by
hand, the air is directed toward these 2 parts.
At 30 bar, the air is led to the main air manifold (S6) of the cylinders and towards the air
distributor (S4). Every cylinder is equipped with a starting valve (S7), which is activated by
pilot air at 30 bar coming from the distributor (S4). The distributor is driven by the camshaft
and sends the pilot air to each cylinder according to the firing order of the engine. This sets
the engine in motion. For the 12/16DZC engine, starting the engine is done on one bank,
namely bank B, and follows the firing order for this bank.
During the starting process, simultaneously, compressed air is supplied to a pressure reducing
valve (S1) reducing the air pressure from 30 bar to 10 bar. Then the reduced air flows through
toward the hydropneumatic stop cylinder (S3). The air pressure at the hydropneumatic stop
cylinder brings the piston into a position so the connected mechanism and the racks of the
fuel injection pumps can move freely. Under the action of the governor, which is controlled
by engine speed, the fuel racks are brought to full injection.
The compressed air turns the engine and the injection pump injects fuel into each cylinder
according to the injection sequence. The engine will fire up at this time. The start cycle is
interrupted at engine firing speed. An electrical signal from the firing speed contact brings
the electromagnetic coil from the main air starting valve (SSaV1) to a neutral position and
blocks the compressed air into the starting air system. By means of a throttle valve (S2), the
air pressure at the hydropneumatic stop cylinder is kept for a certain time. This time is
enough for the lube-oil pressure to be built up in the main gallery by means of engine-driven
lube-oil pump. The lube-oil pressure builds up in the engine and in the hydropneumatic stop
cylinder (S3). The oil pressure will now take over the air pressure in the hydropneumatic stop
cylinder (S3) and keep the piston in its free position. If the oil pressure should drop, the
spring in the hydropneumatic cylinder will force the fuel racks of the injection pumps to zero
injection and stop the engine.
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The contents of the air bottles are maintained using a pressure switch (SPSL1) that can start
up the air compressors (S100) to pressurize the air bottles (S108).
Additionally for 12/16DZC engine, there is an extra circuit for emergency engine stop to bring
all injection pumps to zero and stop the engine. This is done by single working pneumatic
cylinders (S51), 1 for each bank. These cylinders are actuated by reduced compressed air (10
bar) controlled by an electromagnetic valve (SPV2). When the electromagnetic valve is
operated, the reduced compressed air is fed by the valve into the pneumatic cylinders (S51)
and brings the injection pumps to 0 which stops the engine.
Code Component
S1 Pressure-reducing valve
S2 Throttle valve
S4 Air distributor
S7 Starting valve
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Service and supervision of the engine at service
Most of the difficulties that can occur in the starting air equipment are caused by air leaks.
Regularly examine the equipment for leaks from valves, pipe couplings and appliances.
In order to keep all the equipment (electro-valve, pressure reducing valve, etc.) water-free
and well-lubricated, it is of the highest importance to:
• Regularly drain the filter water separator (S124).
• Top up the automatic lubricator (S125).
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8.1 GENERAL
Inspections mainly consist of checking the normal working conditions of:
1 The indicators mounted on the engine or on the control panel: speed, pressures, and
temperatures.
2 The DMU separate from the engine:
a If the speed indicator is not working, check the cable connected to the magnetic
pick-up or the magnetic pick-up itself. Check the distance between pick-up and
gear top.
b To check if the sensor itself is still working, check if the sensor head is still
magnetic and if the coil is still intact. Do this by checking the electrical resistance.
Result: If these situations cannot be cleared, the system is out of service. There is no
protection on alarms and stops. There is also no overspeed protection
anymore.
For further checks, see chapter “General directives” and chapter “Engine faults”.
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