Part Ⅱ

Maintenance Manual

Ningbo C.S.I. Power & Machinery Group Co., Ltd

Foreword

This part of manual provides user with technical data necessary for maintenance as well as
information about main parts.
During maintenance work, user should record the maintenance data such as technical data,
replaced parts and others.

1
Contents
1. Main technical data
Longitudinal and transverse cross-section
General outline
Mass of main parts
Tighten torsion for main bolts
Hydraulic testing pressure for main parts
Fit clearance and usage limit for main parts

2. Cylinder block and bedplate

Cylinder block
Explosion proof door
Water sealing ring
Hoisting the cylinder block
Bedplate
Main bearing cap
Main bearing bush and thrust ring
Sealing of interface between cylinder block and bedplate
Cylinder liner
Inner surface inspection
Outer surface inspection
Cylinder head gasket
Cylinder liner seal ring
Removing and installing cylinder liner
Hydraulic test
Pull-rod bolt
Tightening and removing pull-rod bolt

3. Crankshaft
Crank web distance difference
Crankshaft maintenance

4. Piston and connecting rod

Piston
Piston ring
Piston pin
Connecting rod
Connecting rod screw and bolt
Connecting rod small end bush and big end bush
Removing and installing piston and connecting rod assembly
Aligning piston

5. Cylinder head and its accessories

Cylinder head

2
 Cylinder head maintenance
Cylinder head installation
Water seal pipe
Intake and exhaust valves
Intake and exhaust valve seats
Valve rotator
Removing and installing valve spring
Valve maintenance
Valve driven mechanism
Valve clearance adjustment
Safety valve and indicator valve

6. Camshaft and its driven mechanism

Installing and adjusting camshaft and cam
Fuel injection pump tappet and roller
Camshaft, cam and roller maintenance
Camshaft driven mechanism

7. Front end transmission gears

8. Turning mechanism
Turning control valve

9. Fuel oil system

Fuel oil system
Fuel transfer pump
Injector cooling oil pump
Fuel filter
Fuel injection pump
Adjusting fuel control rack
Checking and adjusting pre-stroke
Checking and adjusting fuel injection advance angle
Fuel injection pump maintenance
Injector
Checking injector
Dismantling injector
Repairing injector
Testing and adjusting injector
Oil-cooled injector
Fuel regulating mechanism

10. Lubricating oil system

Lubricating oil system
Lube oil pump

3
 Lube oil filter
Pressure regulating valve
Lube oil cooler

11. Cooling water system

Close circulation
Fresh water cooling system
Sea water cooling system
Open circulation
Open circulation cooling system
Water pump
Water pump maintenance
Fresh water cooler
Injector cooling oil cooler

12. Turbo-charging system

Exhaust pipe
Water-cooled heat insulation cover
Intake pipe
Air cooler
Turbocharger
Turbocharger maintenance
Stopping turbocharger

13. Manoeuvring system

Manoeuvring system for reversible engine
Manoeuvring system scheme
Air bottle and pressure reducing valve
Starting cam and starting control valve
Fly ball valve
Interlocking valve
Releasing valve
Fuel control valve
Reversing control valve
Reversing valve
Crossover valve
Time delay valve
Reversing cylinder
Main starting valve
Starting valve
Air distributor
Speed regulating mechanism
Reversing procedure
Emergency start and emergency reverse

4
 Valve maintenance
Manoeuvring system for non-reversible engine with electric control gearbox
Manoeuvring system scheme
Working procedure
Working procedure for local control mode
Engine starting
Idle running (disengaging condition)
Ahead (astern) running
Reversing (ahead→astern)
Engine shutdown
Working procedure for remote control mode
Speed protection and safety device
P Manoeuvring system for non-reversible engine with pneumatic control gearbox
Manoeuvring system scheme
Disengaging valve and reversing control valve
Disengaging release valve
Interlocking valve
Disengaging time delay valve
Solenoid valve
Working procedure
Working procedure for local control mode
Engine starting
Idle running (disengaging condition)
Ahead (astern) running
Reversing (ahead→astern)
Engine shutdown
Working procedure for remote control mode
Working procedure for independent mode
Valve maintenance
Manoeuvring system for generating set
Manoeuvring system scheme
Operating principle

14. Governor
Governor maintenance

15. Instrument panel

16. Drawings for attached special tools

5
1. Main technical data
Longitudinal and transverse cross-section

Longitudinal cross-section for G300 marine diesel engine

6
Longitudinal cross-section for G300 stationary diesel engine

7
Transverse cross-section for G300 starboard engine

8
Transverse cross-section for G300 port engine

9
General outline

Front view for G300 diesel engine

10
Rear view for G300 diesel engine

11
Free end view for G300 diesel engine

12
Top view for G300 diesel engine

13
Installation drawing for G6300 diesel engine

14
Installation drawing for G8300 diesel engine

15
 Mass of main parts

Name Mass/kg Name Mass/kg

Cylinder head assembly 280 Lube oil pump 140
Cylinder head 193.5 Water pump assembly 47.5
Cylinder block 3380(6-cylinder) Fuel injection pump 23.5
4504(8-cylinder)
Cylinder liner 145 Injector 7.5
Bedplate with main bearing 2817(6-cylinder)
bush 3823(8-cylinder) YT111 Governor 22.7
Bedplate without main 2750(6-cylinder)
bearing bush 3756(8-cylinder)
Piston with piston pin and 89 Turbocharger 430 (VTR251)
piston rings
Piston body 63.5 Air cooler (KLQ48) 410(without water)
420(with water)
Connecting rod assembly 116.55 Lube oil cooler 511(25m2)
616 (30m2)
Connecting rod and cap 100 Fresh water cooler 511 (25m2)
616(30m2)
Crankshaft 1970(6-cylinder) Flywheel 1000(marine)
2748(8-cylinder) 980(stationary)
Small flywheel 300 Camshaft 256(6-cylinder)
345(8-cylinder)
Fuel transfer pump (without 21 Damper 223（8-cylinder）
injector Cooling oil pump)

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1.4 Tighten torsion for main bolts

Name Thread Tightening torsion Remark

N.m (kgf.m)
Pull-rod bolt M52×3 1744.4 (178) See Note 1.
Cylinder head bolt M36×3 744.8 (76) See Note 2.
Connecting rod bolt M30×2 450.8-470.4 (46-48)
Main bearing bolt M24×2 314-343 (32-35)
Flywheel end main bearing bolt M18× 176.4-196 (18-20)
1.5
Flywheel bolt M33×2 686-735 (70-75)
Crankshaft rear end gear bolt M22× 235.2-254.8 (24-26)
1.5
Flywheel bolt M20 226-245(23-25)
Generator bolt M42×3 735-784 (75-80) For gen-set engine
Camshaft bearing Cover bolt M16 156.8-176.4 (16-18)
Notes:
1. Tighten the bolts with an one meter spanner by one person on 3 steps, use hydraulic stretcher
till oil pressure reaches 63.7±0.49Mpa (650±5 kgf/cm2) and tighten pull-rod nuts.
2. For using hydraulic stretcher, maximum oil pressure be 100.52Mpa (1025kgf/cm2), or tighten
the bolt with a 1.5 meter long spanner by one person.

1.5 Hydraulic testing pressure for main parts

Test item Test medium Test pressure Duration

2
MPa (kgf/cm ) (min)
Cylinder head cooling water jacket Water 0.69 (7) 5
Cylinder Upper part from the top Water or 11.3 (115) 3
liner surface to 130mm downward diesel oil
Full length 2.49 (30) 5
Cylinder block with cylinder liner Water 0.49 (6) 20
Top surface of piston Water 11.3 (115) 3
Air bottle with accessories Air 2.49 (30)
Other parts required hydraulic test Water or 1.5 times maximum 3-5
diesel oil working pressure

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1.6 Fit clearance and usage limit for main parts

Nominal Type of Tolerance Usage limit

No Name dimension fitting (mm) (mm)
(mm)
Crankshaft
1 Main journal and main bearing Ф245 Clearance 0.20-0.05 0.45

2 Cylindericity of main journal 0.02 0.15

3 Thrust bearing clearance 160 Axial 0.85-0.95
Clearance (1.2 option)
4 Crankpin and connecting rod Ф245 Clearance 0.20-0.25 0.45
big end bearing
5 Cylindericity of crankpin 0.03 0.15
6 Crank web distance difference
All cranks 0.03 0.12
Flywheel end crank 0.05 0.12
Flywheel end crank with 0.07 0.12
semi-coupling
Flywheel end crank with 0.08 0.12
Geislinger coupling
Flywheel end crank with EZR 0.08 0.12
coupling
Piston and connecting rod
7 Piston pin and connecting rod Ф130 Clearance 0.12-0.16 0.30
small end bush
8 Piston and piston pin Ф130 Clearance 0.05-0.08 0.20
9 Piston and connecting rod 90 Axial 0.6-0.9
small end side surface clearance
10 Piston skirt and cylinder liner Ф300 Clearance 0.23-0.28 1.0

11 Cylinder liner circularity after Ф300 0.03 0.4

being mounted into cylinder
block
Piston ring and its groove
12 1st and 2 nd ring 6 Side 0.135-0.172 0.30
13 3 rd and 4th rings 6 Clearance 0.085-0.132 0.20
14 Oil scraper ring 9 0.08-0.13 0.25

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 Nominal Type of Tolerance Usage limit
No. Name Dimension fitting (mm) (mm)
(mm)
15 Compression ring openness Clearance 1.4-1.75 4
16 Oil scraper ring openness Clearance 0.9-01.1 4
17
Connecting rod small end bush Ф144 0.04-0.06
and connecting rod
Camshaft
18 Camshaft and camshaft bearing Ф90 Clearance 0.08-0.14 0.25
Valve mechanism
19 Intake valve and guide Ф22 Clearance 0.06-0.101 0.30
20 Exhaust valve and guide Ф22 Clearance 0.08-0.121 0.30
21 Intake valve seat and cylinder Ф110 Interference 0.109-0.166
head
22 Valve guide and cylinder head Ф42 Interference 0.009-0.05

23 Rocker arm bush and rocker Ф65 Clearance 0.06-0.136

shaft
24 Rocker arm bush and rocker Ф75 Interference 0.013-0.062
arm
25 Roller and roller pin Ф32 Clearance 0.025-0.08

26 Roller and tappet 32 Axial 0.16-0.392

clearance
27 Injection pump roller and shaft Ф36 Clearance 0.034-0.089
Axial
28 Injection pump roller and 35 Clearance 0.22-0.45
tappet
29 Injection pump tappet and its Ф95 Clearance 0.036-0.093
seat
Transmission gears
30 Crankshaft rear gear and large Backlash 0.20-0.26 0.40
intermediate gear
31 Small intermediate gear and Backlash 0.20-0.26 0.40
camshaft gear
32 Large intermediate gear and Backlash 0.20-0.26 0.40
governor transmission gear
33 Governor transmission conical Backlash 0.13-0.26
gear
34 Governor transmission gear Ф60 Interference 0.06-0.08
and driving conical gear
35 Small intermediate gear bush Ф100 Clearance 0.06-0.10 0.25
and its shaft
36 Axial displacement of small Axial 0.3-0.5 0.75
intermediate gear Clearance
37 Pump transmission gear and Backlash 0.15-0.25 0.40
crankshaft gear

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 Nominal Type of Tolerance Usage limit
No. Name Dimension fitting (mm) (mm)
(mm)
Injection pump and injector
38 Delivery valve lift of injection 3.5
pump
39 Needle valve lift of injector 0.45-0.55 0.65
Lube oil supply pump and
extracting pump
40 Driven gear shaft and bush Ф60 Clearance 0.072-0.147
41 Driving gear shaft and bush Ф50 Clearance 0.075-0.142
42 Terminal cover and bush Ф60 Interference 0.015-0.065

43 Gear and terminal cover 120 Surface 0.15-0.20

clearance (Total)
44 Gear and pump body Ф128 Redial 0.15-0.195
clearance (One side)
45 Driving and driven gears Backlash 0.10-0.30
Fuel supply pump
46 Driving gear and driven gear Backlash 0.08-0.18

47 Gear and pump body 32 Surface 0.06-0.10

clearance (Total)
48 Gear and pump body Ф39 Radial 0.08-0.11
clearance (One side)
49 Gear shaft and bush Ф16 Clearance 0.03-0.074
50 Bush and pump body Ф22 Interference 0.005-0.042

Water pump
51 Impeller back surface and Ф100 Axial 1.5-2.5
shroud body Clearance
52 Impeller and fore cover Ф100 Radial 0.50-0.675
clearance
Air distributor
53 Distributor seat and bearing Ф102 Interference 0.02-0.07
54 Short shaft and bearing Ф90 Clearance 0.095-0.165
55 Bush and slide valve Ф38 Clearance 0.025-0.077
56 Bush end face and distributor Axial 0.2-0.4
body clearance

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2. Cylinder block and bedplate
2.1 Cylinder block
The cylinder block is a cast iron construction in one piece. The cylinder block is provided with a
door for each cylinder on both the camshaft side and the exhaust side of the engine.
Explosion-proof doors are mounted on the exhaust side of the engine.
The lube oil main pipe is mounted on the exhaust side of the cylinder block. The lube oil pipe
inside the camshaft housing is connected with the lube oil main pipe through the No.3 cylinder
lube oil pipe for 6-cylinder engine or the No.5 cylinder lube oil pipe for 8-cylinder engine.
The inlet water main pipe is mounted on the exhaust side of the cylinder block. Passing through
water passage (42mm diameter) on the cylinder block, fresh water from the inlet water main pipe
enters the water cavity between the cylinder block and cylinder liners, and flows up to each
cylinder head through five tubes between the cylinder block and the cylinder head.

Cylinder block

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The cylinder liners can freely expand downwards. Cooling water leakage is prevented by means of
three cylinder liner seal rings. Between the second ring and third ring a hole is drilled in the
cylinder block, through which hole the cooling water is visible at the exhaust side of the engine, if
the fore two rings leak.
The anti-corrosive zinc plate is mounted on the water inlet cover for marine engine. The cylinder
block and cylinder liner must be carefully treated, maintained and monitored so as to avoid
corrosion, cavitations and scale formation. The anti-corrosive zinc plate should be checked
regularly and renewed if necessary.

2.1.1 Explosion-proof door

The explosion-proof doors are of automatic self-closing type. Four explosion-proof doors for
6-cylinder engine or six explosion-proof doors for 8-cylinder engine are mounted on the exhaust
side of the engine.
When crankcase pressure reaches 20Kpa, the explosion-proof doors will open automatically.
The figure below shows construction of the explosion-proof door.
During resembling the explosion-proof door, ensure the door spring to be 50 millimeter, and then
tighten the nuts. The leakage should be checked with diesel oil after the explosion-proof door
being resembled.

Explosion-proof door

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2.1.2 Water sealing ring
There are ten water sealing rings fitted on both ends of five water sealing blocks for each cylinder
head. When mounting the cylinder head, pay attention to these rings and coat sealing glum on
them if necessary. It is recommended to renew these rings after removing the cylinder head.

2.1.3 Hoisting the cylinder block

When hoisting the cylinder block, fit the lifting tool on two cylinder head studs located diagonally
at No.3 and No.4 cylinder for 6-cylinder engine or No.4 and No.5 cylinder for 8-cylinder engine.
The lifting tool is shown in “16. Drawings for attached special tools”.

2.2 Bedplate
The bedplate is made of cast iron in one part.
As shown by installation drawings in 1.2, there are 28 holes for 6-cylinder engine and 34 holes for
8-cylinder engine, which are used for installing the bedplate on ship. Among these holes, 7 holes
for 6-cylinder engine and 9 holes for 8-cylinder engine should be reamed together with foundation
by the shipyard.
Six M30 screw holes for 6-cylinder engine and eight M30 screw holes for 8-cylinder engine on the
bedplate are used for alignment screws. These alignment screws must be taken out before
tightening the foundation bolts.
There are 8 main bearings for 6-cylinder engine and 10 main bearings for 8-cylinder engine on the
bedplate. Except for the last thrust bearing, each main bearing is fixed with four studs on the
bedplate. For removing the last bearing easily, four short bolts are used for fixing this bearing, and
the last bearing can be easily removed with a special box spanner in the engine room.
For the same purpose, the rear shell on the flywheel end consists of two halves. After removing
the half on the exhaust side, the last bearing can be removed easily. This split construction of rear
shell is also convenient for removing the camshaft from the engine.
The fore shell is of transverse girder construction, which ensures that the fore shell with five
openings to be rigid enough. There are two inspection opens on both sides of the fore shell, which
are used for checking working condition of gears and measuring the gear backlashes.

2.2.1 Main bearing cap

The 7th main bearing for 6-cylinder engine and the 9th main bearing for 8-cylinder engine on
flywheel end is designed for improving working condition of main bearings and reducing the
crank web distance difference.
There is a dowel pin on each main bearing cap to position the main bearing cap on the bedplate.
The bearing caps are fastened with bolts, locked by the safety shims. The bearing bushes are of
thin walled steel shells lined with tin-aluminum alloy. There is a circumferential oil channel and
oil holes in the upper half-bush, and lube oil can be led to the bush from the bearing cap. To avoid
rotary and axial movement, shoulders are designed on the backside of the bush, which can be
matched with corresponding grooves in main bearings and bedplate.
On the inner sides of last two main bearings there are two thrust rings made of steel lined with
tin-aluminum alloy to prevent crankshaft from axial displacement and to bear thrust force from the
engine (The thrust force from propeller can not be borne.).
Notes:

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a. Pay special attention to tightening torque of main bearing bolts to be up to the stipulated
value.
b. Check the lube oil pipes on the main bearing caps regularly for leakage.

2.2.2 Main bearing bush and thrust ring

To ensure normal operation, the main bearing bushes and thrust rings must be checked
periodically. If clearance between main bearing and crankshaft or axial clearance between thrust
bearing and crankshaft exceed the allowable values or serious defects such as strip or crack are
found on alloy surface of main bearing bush, renew the main bearing bush.
The clearance between main bearing and crankshaft can be measured with lead wire as follows:
a. Remove the main bearing cap and upper half-bush.
b. Put a 200mm long, 0.5 mm diameter lead wire on the journal as shown in below figure.
c. Mount the upper half-bush and main bearing cap and tighten the main bearing bolts according
to specified tightening torque.
d. Remove the main bearing cap and upper half-bush, measure thickness of the pressed lead wire
with a micrometer that is equivalent to the clearance between main bearing and crankshaft.

Measuring clearance between main bearing and crankshaft

The clearance between main bearing and crankshaft can also be measured with the attached
crankshaft bridge gauge as the following figure.
The clearance between bridge gauge and main journal is equal to total wear of the main journal
and the lower half-bush. Comparing with original data, operator can know the change of main
bearing clearance.
It is absolutely prohibited to adjust the clearance by filing the interfaces of main bearing cap and
main bearing bush.

24
 Measuring clearance with crankshaft bridge gauge

The standard bearing bush is 7 mm thickness (6.955-6.98mm). The main bearing bush cannot be
scraped. If main journal is worn seriously, thick main bearing bush can be provided for option.
The main bearing bush should be accurately fit to the main bearing, the contact surface between
the main bearing bush and main bearing should be not less than 75 percent of entire surface,
otherwise the main bearing bush may be damaged due to poor heat flow.
Contact rate of main bearing bush can be checked with painting method.
When replacing main bearing bush, contact condition between the main bearing lower half-bush
and main journal should be checked with painting method. The main journal should be in good
contact with the main bearing lower half-bush, the radial contact angle should be within 40 to 60
degree and the axial contact length should be not less than 60 percent of the main bearing bush
length.
The main bearing bush can be replaced according to the following method with the crankshaft not
being lift. It is, however, not allowed to remove two or more main bearing bushes simultaneously.
a. Loosen and remove the main bearing nuts.
b. Carefully take out the main bearing cap and main bearing upper half-bush.
c. Place the special tool GJG-07-100A in the oil hole of the crankshaft (For the first and last
main bearing bushes, the special tool to be GJG-07-200A), turn the crankshaft to take out the
main bearing lower half-bush.
Attention!
Turning is to be done in such a way that the shoulder side of the main bearing bush is turned
upwards.

Removal of main bearing lower half-bush

25
When dismantling main bearing lower half-bush, turn the crankshaft clockwise viewed from
flywheel end. When mounting main bearing lower half-bush, turn the crankshaft
counter-clockwise.
During replacing main bearing bush, pay attention to the shoulder position and make a mark for
next time. The position of the upper and lower half-bush should not be mistaken.
d. Install the upper half-bush and main bearing cap.
e. Tighten the bolts in two steps with a torque spanner.
f. Measure the crank web distance difference, which should not exceed the allowed value.
The main bearing cap can be removed with the special tool GJG-04-100 as follows.
a. Fasten the top plate (1) to the lower terminal surface of the cylinder liner with two M12 bolts
(2).
b. Fix the bolt (3) of the threaded rod on the side surface of the main bearing cap. Turn the
thread rod to lift the main bearing cap.

Removal of main bearing cap

2.2.3 Sealing of interface between cylinder block and bedplate

The clearance between cylinder block and bedplate should be checked carefully with a feeler.
Before tightening the pull rod bolts, a 0.05mm feeler can be not inserted in general on full
interface length, but no more than three place on each side, which a 0.05mm feeler can be inserted
with inserting depth not more than 30 mm and width not more than 100 mm and no more than one
place on each side, which a 0.1mm feeler can be inserted with inserting depth not more than 30
mm and width not more than 100 mm are permitted. A 0.15mm feeler should not be inserted
anywhere.
It is recommended to coat sealing gum such as Model 609 or ME-1on the interface to prevent
from leakage, and the sealing gum should be cleaned after the When cylinder block or bedplate
being removed next time.

2.3 Cylinder liner

The cylinder liner is made of boron cast iron.
At the top part the cylinder liner is provided with an external flange that enters a counter-bore in
the cylinder block, and the joint is sealed by the cylinder liner copper gasket. There are four

26
semi-circular locating holes equally distributed on the outer periphery of the external flange, and
the cylinder liner is located on the cylinder block by one locating pin. Therefore, the cylinder liner
can be used alternatively in four positions. On the top surface of the cylinder liner an annular
groove is cut for installing the cylinder head, the cylinder head copper gasket in the groove can be
used for sealing and adjusting compression ratio. At the lower part the cylinder liner is sealed with
three rubber seal rings. Between the second and third sealing rings a groove is cut for collecting
water if the first and second sealing rings leak. Water in the groove is led out the cylinder block
through a leakage canal drilled on the exhaust side.
2.3.1 Inner surface inspection
a. Measure the cylinder liner inner diameter together with its piston. If the inner surface is worn
seriously or its cylindricity exceeds stipulated limit, replace it.
b. Check the inner surface of the cylinder liner for scores. Turn the crankshaft to move the piston
to top dead center. Check the inner surface of the cylinder liner with a mirror. If necessary,
remove the cylinder head for detail inspection. Replace the cylinder liner if severe scoring
occurs.

2.3.2 Outer surface inspection

a. The cylinder liner with small cavitations on its outer surface may be repaired by welding and
turned an angle of 90°for reuse. Replace the cylinder liner in case of serious cavitations
corrosion on its outer surface.
b. After a long time service, the outer surface of cylinder liner is liable to gather a layer of water
scale deteriorating heat dissipation. Inspect the outer surface through the water inlet hole and
clean the scale if its thickness exceeds 1.5mm.

2.3.3 Cylinder head gasket

The cylinder head copper gasket is provided on the top surface of cylinder liner, which is used for
sealing the cylinder head and cylinder liner. After a period of operation, retighten the cylinder
head bolts to avoid gas leakage. Replace the gasket in case of occurring serious leakage.

2.3.4 Cylinder liner seal ring

a. If water flows out from the leakage cannel on the cylinder block, remove the cylinder liner
and replace the cylinder liner seal rings.
b. It is recommended that the cylinder liner seal rings should be replaced after removal of
cylinder liner.

2.3.5 Removal and installation

Removal of cylinder liner
a. Turn the crankshaft to move the piston to the bottom dead center position.
b. Mount the special tool GJG-03-100 on the cylinder block and lift the cylinder liner.
Installation of cylinder liner
a. When installing a new cylinder liner, check if the cylinder centerline is perpendicular to that
of the crankshaft by means of painting method on the lower surface of cylinder liner external
flange and the counter-bore on the cylinder block, the cylinder liner external flange can be
trimmed if the two surfaces cannot contact accurately. During painting inspection, don’t

27
 mount the cylinder seal rings on the cylinder liner.
b. The cylinder seal rings mounted should be 0.5-0.8mm above the outer periphery of the
cylinder liner.
c. The cylinder liner copper gasket is provided under the cylinder liner external flange, and the
gasket should be smooth and free of burr.
d. Put up the cylinder head and make a hydraulic test on the cylinder liner to check the tightness
of the cylinder liner seal rings and cylinder liner copper gasket. After replacing a new cylinder
liner, check fitting condition between the cylinder liner and piston.

2.3.6 Hydraulic test

The cylinder liner has been hydraulic tested at manufacturer’s works separately. After being
pushed into the cylinder block, the liner should be also tested for water-tightness under 0.49Mpa
hydraulic pressure for 20 minutes, and the inner diameter of the cylinder liner should be 300 to
300.052 mm.

2.4 Pull rod bolt

The pull rod bolts made of alloy steel and mounted through out the cylinder block to the bedplate
are subject to large tensile stress. On the lower end of each bolt is screwed a slotted nut locked
with cotter pin. On the upper end of the bolt are machined two kinds of thread in step shape. The
smaller thread is used for mounting hydraulic stretcher.

2.4.1 Installation and removal of pull rod bolts

Installation of pull rod bolts
a. Screw the nuts uniformly in accordance with the recommended order shown in the below
figure.

b. Tighten all pull rod bolts with an one meter long spanner by one person on three steps.
c. Put the hydraulic stretcher on the nut; pump oil with the high-pressure oil pump until the oil
2
pressure to 63.7Mpa (65kgf/cm ), and then tighten the nut.
Notes:
The cotter pins cannot be reused during mounting the pull rod bolts.
Removal of pull rod bolts
The pull rod nut should be removed according to the order contrary to that of installation.
a. Put the hydraulic stretcher on the pull rod nut, pump oil with the high-pressure oil pump until
2
the oil pressure to 63.7Mpa (65kgf/cm ).
b. Loosen the nut to withdraw a distance of 2-3mm,discharge the oil, and then remove the nut.
c. Tighten a lifting screw on the top of the pull rod bolt, remove the cotter pin and slotted nut on
lower end of the pull rod bolt, and then lift out the pull rod bolt.

28
 3. Crankshaft
The crankshaft is of high strength rare element-Mg alloy ductile cast iron with a 100 mm diameter
hole in the center of each journal. The diameter of main journal and crankpin journal is 245 mm.
A 16mm diameter oil hole is drilled in the crankshaft from the center of each crankpin to the center
of an adjacent main journal, through the main bearing to the crankpin bearing. From the latter it
passes up through the rifle-drilled connecting rod to the piston-pin bearing and piston for cooling
and lubricating.
On the free end of crankshaft the fore gear, which drives the lube oil pump, fuel transfer pump,
water pump and other accessories, is hot shrunk on the 305 mm diameter journal (304.968-305 mm).
The shrinkage should be 0.199-0.263 mm. When dismantling the fore gear, heat the gear and
simultaneously knock the side surface of the gear with a copper hammer to take it out.
At the fore side of the fore gear an oil slinger is provided, and at the rear side of the fore gear a small
flywheel is hot shrunk on the 306 mm diameter journal (305.968-306 mm) for stationary engine and
marine engine with rated power below 1103 kilowatt.
On the rear end of crankshaft are mounted rear gear for driving the camshaft, rear oil slinger and
flywheel. The rear gear bears the axial thrust of crankshaft on its both sides, and its axial clearance
to thrust bearing must be ensured. Machining the side surfaces of the rear gear for adjusting the axial
clearance is permitted if necessary. The two halves of the rear gear are tightened with four gear bolts,
which tightening torsion to be 235.2-254.8 Nm. Check the joint surface of the two gear halves with a
feeler, and the 0.05 mm feeler should be not inserted. On the outer periphery of the flywheel are
stamped the marks indicating the top dead center position and the angle scale before and after the
top dead center. The flywheel gear ring can be engaged with the gear of electric turning mechanism
or pneumatic starter. A hand turning device is also mounted beside the flywheel.
For marine engine, the coupling should be Geislinger type coupling or highly flexible coupling. For
stationary engine, the flywheel can be connected with the flange of the alternator through a rigid
transiting disc for 6-cylinder engine or a Vulkan type highly flexible coupling for 8-cylinder engine.
To eliminate vibration due to unbalanced parts, balance weights are applied to the crank webs for
6-cylinder engines with rated power above 1323 kilowatts and 8-cylinder engines. Each balance
weight is secured to the crank web by the double process of two heavy steel studs and stout
countersunk dowel pin, each-by itself-being strong enough safely to withstand the centrifugal and
bending forces that could be engendered. The two studs should be tightened on three steps with a
tightening tension of 450-470 Nm.
Notes:
a. The balance weight studs should be checked for every 1500 hours. The studs should be replaced
immediately if loose is founded, which states that there is deformation on the studs.
b. The balance weight studs should be replaced for every 9000-10000 hours operation.

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Crankshaft without small flywheel

Crankshaft with small flywheel

Crankshaft with balance weights

30
3.1 Crank wed distance difference
The crankshaft should be accurately fitted with the main bearings. Not only contact rate between
main journals and main bearings, but also the crank web distance differences should be measured
by rotating the crankshaft. Poor contact between main journal and main bearing and serious wear
of lower bearing half-bush might cause crankshaft failure due to periodic deflection.
The crank web distance difference is the distance change of two adjacent crank weds on different
crankshaft position, i.e. the difference between the crank wed distances measured at stipulated
points on the crank webs with the crankpin journal at TDC and BDC respectively.
The crank web distance difference states the deflection of the crankshaft.
The crank web distance difference is measured with the dial gauge.
Measurement should be carried out at 0°, 90°, 180°, 270° of the crankshaft positions, and
the piston and connecting rod need not be removed during measurement. The connecting rod may
hinder the operator from making measurement when the crankpin journal is at BDC position,
measurement can be carried out at 15°before and 15°after BDC positions. The average value
can be regarded as the value at BDC position.
If the measurement distance at BDC position is larger than that at TDC position, it means this
section of the crankshaft bends upward. On the contrary, the crankshaft bends downward.

Measuring crank web distance difference

Notes:
The crank wed distance difference cannot exceed 0.12 mm, otherwise the crankshaft may be
cracked or even broken.
The crank wed distance difference may change due to deformation of ship foundation or engine
bedplate caused by improper engine seating.

3.2 Crankshaft maintenance

a. After a long service the crankshaft should be checked for wear of main journals and main
bearing bushes with a crankshaft bridge gauge. If serious wear is found, dismantle the

31
 crankshaft and main bearing bushes for further inspection to determine the necessity of
repairing the crankshaft or replacing the main bearing bushes.
b. At the case of seizure of main bearing or piston, the crank web distance difference should be
checked carefully.
c. Remove the doors on the cylinder block and check lube oil pipes on the main bearing caps for
leakage regularly after a long time operation.
d. Check the oil holes in journals carefully for clogging or presence of foreign matters and
journals for burrs or score before mounting the main bearings and connecting rods to avoid
such serious incident as crankshaft seizure. Pay attention to coating qualified lubricating oil
on the journals and bushes during mounting.

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4. Piston and connecting rod
4.1 Piston
The piston is of ductile cast iron thin-wall integral type. The piston head is reinforced by ribs. The
piston pin seat is separated from the piston skirt, the gas pressure on the piston head will be
directly transmitted to piston pin seat without passing through the skirt. For improving the bearing
condition, the lower part of the piston pin seat is wider than that of the upper part. There is an oil
cavity for cooling piston head. Lubricating oil passes up through the rifle-drilled connecting rod to
the piston-pin bearing, enters the oil cavity, and then exit from the drain hole on the piston. The
piston crown of ω-shape forms the combustion chamber together with the cylinder head. On the
piston top surface there are two M12 screw holes for lifting. Each piston is equipped with four
compression rings and two oil scraper rings.

4.1.1 Piston ring

The first and second compression rings are of alloy cast iron containing Cu, Cr and Mn. The rings
are plated by the hard-chromium process with 0.04-0.05 mm thickness plating layer after grinding.
Other rings are of high strength alloy cast iron containing B, V and Ti. The rings are treated by the
phosphate treatment. The third and fourth rings are of twist type, and the fifth and sixth rings are
oil scraper rings with springs, which can provide more nearly uniform pressure against the
cylinder liner and prevent excessive oil from entering the combustion chamber.
The ring should be put into a new cylinder liner (300-300.052 mm diameter) for light test before
using, the light arc should be less than 45° at each place and the total light arc be not more than
90°,light arc within the range of 30°before and after the gap is not permitted.
The piston ring gap should be checked, and the ring can be trimmed if the gap
clearance is too small.
Before installing piston into the cylinder, the rings should be placed with their gaps 120°apart
from each other., the twist rings should be put with the 45°chamfered side upward.
If the ring gap clearance or side clearance in piston groove exceeds the limited value, the ring
should be replaced. If chromium-plated peeling off on ring surface occurs, light arc exceeds
quarter ring circle or ring elasticity is insufficient, the ring should be replaced.

4.1.2 Piston pin

The piston pin is made of carbon steel casehardened by carbonization. The fitting of piston pin is
of complete float type. The piston pin is free to turn in both the piston pin seat and the connecting
rod small end bush. To prevent the piston pin from moving lengthwise in the piston pin seat, the
piston pin is fastened by means of a snap ring at each end. The piston pin is hollow, on its middle
and two side cross sections there are nine 10 mm holes drilled to connect with the central hole for
oil passage.
After a long service, dismantle the piston pin for inspection. Replace it, if serious wear or crack is
found on its surface.

4.2 Connecting rod

The connecting rod is forged of medium-carbon steel (0.45 percent carbon). Its body is of circular
section with an 16 mm oil hole drilled at the center of the section.
To remove the piston assembled with its connecting rod from cylinder liner, the big end of the

33
connecting rod is split at an angle of 35°.For satisfactory performance from such angularly split
big end, the rod and cap are tongued and grooved. The connecting rod cap is fastened with 2 M30
×2 screws on the upper part and 2 M30×2 bolts on the lower part. For improving bearing
condition, the connecting rod small end and its bush are machined in step shape, matched with the
piston pin seat.
On the same side if the connecting rod body and its cap are stamped matching marks. During
assembling the marks must coincide. The connecting rod cap is on the exhaust side.

4.2.1 Connecting rod screw and bolt

The connecting rod screw and bolt are made of alloy steel, and are copper-plated with a 0.02mm
thickness layer to improve thread contact and prevent loosing.
The connecting rod bolts are very important parts. A broken bolt will cause a serious accident.
Periodically check the tightening condition of the connecting rod bolts by mean of taping method.
The lock wires and cotter pins should also be inspected. If failure occurs, loosen all bolts and
re-tighten them.
After first 250-300 operating hours of a new engine or the connecting rod bearing being
reassembled, check the tightening condition of the connecting rod bolts according to the following
procedure.
a. Remove the locking wires and cotter pins on the bolts.
b. Mark the bolt position relative to the connecting rod.
c. Check whether the bolt and nut can be further tightened by a torque spanner with a torque of
451~470.4Nm(46~48kgfm). If a nut and bolt turn any shift from its marked position,
re-tighten the nut and bolt and lock with locking wire and cotter pin.
The connecting rod bolt should be replaced on one of the following conditions.
a. The bolt is cracked.
b. When piston seizure occurs in the cylinder liner, replace all connecting rod bolts for the
corresponding cylinder.
c. The service time of the bolt exceeds 12,000 hours.
d. The nut loosens on the bolt due to plastic deformation of the bolt.
e. The thread on the bolt and bolt body are damaged or scored. If there is a slight damage, make
a trim. The bolt head and nut must be in close contact with their supporting face, which
should not be inserted by a 0.02mm feeler. If the above-mentioned contact is poor, scrape the
supporting face of the connecting rod, but trimming the bolt head or nut is not permitted.

4.2.2 Connecting-rod small end bush and big end bush

The connecting rod small end bush is of thin-wall steel shells lined with CuPb24Sn4
copper-aluminum alloy. The bush is fitted by means of cold shrink at -100℃ or heating the small
end to expand the bush seat hole. The shrinkage of bush is 0.04~0.06mm.
The connecting rod big end bush is same as the main bearing bush. The lower half-bush has oil
groove to lead oil to piston and the upper half without oil groove can bear maximum bearing load.
The bushes are located on the connecting rod and cap by means of the shoulders on backside.
When installing the bid end bush in the big end seat, check whether the bush is in good contact
with the seat by means of painting method. The contact area must be not less than 75% of total
surface.

34
The small end bush may be assembled selectively according to the outer diameter of piston pin to
ensure their clearance of 0.14-0.19mm.
The big end bearing bush may be assembled selectively according to the outer diameter og
crankpin journal to ensure their clearance of 020-0.25mm.
Replace the small end bush or big end bush, if the wear of their bores exceeds the limited values,
the alloy layer on the working surface is seriously peeled off or the bush is scored or seized.

4.3 Removing and installing piston and connecting rod assembly

Mounting the following special tool GJG-05-200 on the piston crown, the piston and connecting
rod assembly can be removed from the cylinder liner.

Removal of piston and connecting rod assembly

During removal of the connecting rod big end bush without dismounting the piston, the special
tool GJG-07-600 can be used for supporting the piston and connecting rod assembly
Fix the tool on the lower end side of the cylinder liner with two M12 bolts, and the piston and
connecting rod assembly will not drop down.

Removal of the connecting rod big end bush without dismounting the piston

35
Use the special tool GJG-05-100 to mount the piston and connecting rod assembly into the
cylinder liner. During installing piston and connecting rod assembly, pay attention to the following
directions.
a. The piston rings should be placed with the gaps 120°apart from each other.
b. The serrated interface direction of the big end cap should be assembled properly; otherwise it
will affect the working conditions of the connecting rod bolts and screws. The correct position
of the connecting rod cap is on the exhaust side. See the transverse cross section of the engine.
c. The tightening torque of the connecting rod bolts and screws must be up to the stipulated
value.
d. When installing a new piston or cylinder liner, it is recommended to coat the piston and the
liner with lube oil mixed with 20-30% of molybdenum disulphide to improve the lubricating
condition and prevent piston seizure. The compression chamber height should be also checked
by putting two 17mm thickness lead blocks on each side of the piston crown along the
crankshaft centerline. The compression chamber height is 11.5-12.5 mm except for the
engines with rated power above 1323 kilowatts (8.5-9.5mm). If necessary, increase or
decrease the copper gaskets of the cylinder head.
e. The mass tolerance of piston and connecting rod assembly should be less than 1.5 kilogram
for engines with rated speed below 500 r/min, and be less than 1 kilogram for engines with
rated speed to be or above 500 r/min.

4.4 Piston aligning

When the connecting rod small end bush, cylinder liner, piston or connecting rod is replaced, the
piston should be aligned as follows.
Mount the piston without rings and connecting rod assembly in the cylinder, turn the crankshaft to
put the piston at about 15°before or after TDC, measure the clearance between piston and
cylinder liner with a 200mm long feeler. The measuring points (A, B, C, D) shown in the
following figure should be along the crankshaft centerline. During measurement of the upper
piston clearance don t insert the feeler forcibly; otherwise, the piston will be pushed to one side
and the measured result will be incorrect.
Then put the piston at BDC and measure the clearances between piston and cylinder liner as above
mentioned.
The total clearance difference at TDC and BDC should be not more than 0.3mm.
(A1+D1)-(B1+C1) ≤ 0.30 (A2+D2)-(B2+C2) ≤ 0.30
Repeat the above measurement two or three times.
For piston aligning, scraping the connecting rod small end bush on backside is permitted.

Piston aligning

36
5. Cylinder head
On the top surface of the cylinder liner an annular groove is cut for installing the cylinder head
The cylinder head is one of the parts composing the engine combustion chamber. It is installed in
the annular groove on the cylinder liner and secured to the cylinder block by 8 M36×3 studs. Two
intake valves and two exhaust valves are arranged around the centrally placed injector. There is a
starting valve and rocker arm mechanism, which are covered with cylinder head shell. The safety
valve and indicator valve are located on the right side of intake port.
On the early Model engine is adopted the water-cooled exhaust valve cage, which together with
exhaust valve guide, exhaust valve and valve spring composes an assembly installed on the
cylinder head. On the new Model engine is adopted the water-cooled exhaust valve seat like the
intake valve seat, which is pressed into the cylinder head by means of cold shrinkage,
On the surrounding wall of the cylinder head there are two rectangular covers in symmetric
positions, an anti-corrosive zinc plate is fixed on the inner side of each cover.

5.1 Cylinder head

The cylinder head, made of Cu-Cr alloy cast iron, is of partition construction for strengthening its
rigidity and decreasing the mechanical and thermal stresses on its bottom. The partition board
divides the inner space of the cylinder head into two cooling cavities. Cooling water enters the
cylinder head from the cylinder block through five water tubes to cool the lower part at first, and
then flows to central space to cool the outer surface of the injector, finally enters the upper cooling
cavity and exits into main outlet water pipe. One the top surface of the cylinder head there are two
M24 screw holes for mounting the special tool for lifting the cylinder head.

5.1.1 Cylinder head maintenance

In order to protect cylinder head from cracking it is not allowed to overheat the cylinder head due
to water shortage or suddenly cool it by abruptly increasing cooling water supply.
If it is doubtful whether crack is present on certain cylinder head, dismount it immediately for a
hydraulic test with 0.7Mpa water pressure and 5 minutes duration. The test pressure may be
increased properly if necessary. The cylinder head with cracks should be repaired or replaced. It is
prohibited to repair the cylinder head with defects on its bottom. The special tool for hydraulic test
is shown in the attached figure.
If gas leakage occurs between cylinder head and cylinder liner, the engine should be stopped
immediately, otherwise the cylinder head copper gasket and the cylinder head flange may be
damaged. If the gas leakage cannot be remedied by re-tightening the cylinder head nuts according
to the stipulated torque, dismount the cylinder head and inspect the cylinder head flange and the
gasket. Check the flange interface on a plate by painting method and smooth the interface if
required. The crumpled or burnt gasket must be replaced.

5.1.2 Cylinder head installation

The cylinder head nuts should be pre-tightened by one person with a 300mm long spanner and
then according to the directions of chapter 1.4 tightened with 4 hydraulic stretchers twice and
alternately (50% and 100% respectively). If the hydraulic stretcher cannot be used, the nuts may
be tightened with a torque spanner on three times. The tightening torque is 196Nm (20kgfm) at
first time, 392Nm (40kgfm) at second time and 746Nm(76kgfm) at last time. Tightening should be

37
done alternately and diagonally. Don’t re-tighten the nuts on hot engine to avoid undue stress
applied to nuts.

5.1.3 Water seal pipe

The water seal pipe made of brass is pressed in the injector hole. The pipe can be effectively
cooled by water flowing up outside. When installing the injector, special care should be paid to the
seal gasket under the injector, the seal gasket can be adhered on the lock nut of the injector with
grease during installation. Poor installation may cause gas leakage, and the water seal pipe will
overheat partially, deform or damage. In this case repair the water seal pipe immediately.

Installing water seal pipe

1. Water seal pipe 2.cylinder head

5.2 Intake and exhaust valves

The intake and exhaust valves are all made of heat-resistant alloy steel with hard alloy welded on
their conical surfaces. Every two intake or exhaust valves of each cylinder head are actuated by a
rocker arm and a tappet. On the valve stem top there are a hardened valve cap and a valve rotator.
To avoid the valve fall down and collide with the piston head due to spring breaking or clamping
cone escaping from the valve, a snap ring is mounted on the upper part of the valve stem. This
snap ring should be checked periodically.
The valve guide, intake and exhaust valve seats are all pressed in the cylinder head by means of
cold shrinkage.

5.2.1 Intake and exhaust valve seat

The intake valve seat is made of alloy cast iron containing Cu, Cr and Mo. The seat is pressed in
the cylinder head by cold shrinkage.
The exhaust valve seat is made of heat-resistant alloy steel with hard alloy welded on its conical
surface. The exhaust valve seat communicating with the cooling water cavity can be cooled
effectively.

5.2.2 Valve rotator

There are 4 valve rotators on the upper seats of valve springs. During engine operation the valve

38
rotator can rotate the valve slowly on its seat, which would tend to make valve contact band
uniform, improve gas-tightness and prolong its service life. If the valves fail to rotate, the steel
balls or diving spring of the device may be broken and should be replaced.

5.2.3 Removing and installing valve spring

Screw the center stud of the special tool GJG-01-100N in screw hole on the valve top end, put the
pressing sleeve on the upper seat of spring. Turn the pressing sleeve by means of two handles and
meanwhile turn the square head of the center stud with a spanner in opposite direction to press the
valve spring down, take the valve clamping cone out, and remove the valve spring.
When installing the valve spring, hold the valve with the tool, press the valve spring down and
then mount the split collet. After installing spring, knock the valve top gently with a wooden
hammer and check installation quality.

Tool for dismantling split collet

5.2.4 Maintenance of valves

The seriously worn or damaged valve or valve seat will affect the normal operation of the engine.
Therefore, the valves should be checked periodically inspection. Dismount the cylinder head,
clean carbon deposits and greasy dirt on intake and exhaust ports, cylinder bottom and valve
guides, and then check the wearing condition of sealing cone.
If the sealing cone of valve seat is corroded excessively by burning gas or the valve contact band
is widened or becomes to have step shape after prolonged operation, scrape it with a special
reamer and then lap it together with its matched valve. The serious damaged sealing cone of valve
may be machined on a grinder or lathe according to technical requirements and then lapped
together with the valve seat. However, the valve must be replaced if the cylinder part of valve disk
is less than 5.5-6 mm in height after being machined.
The repaired or new valve should be lapped together with its matched seat. It is preferable to use
Model 180 or Model 303 abrasive paste. After lapping the valve and valve seat must have a
uniform, continuous and bright contacted band with a width of 2-2.5 mm. Check the lapped valve
for tightness. Make a penetration test on the valve with kerosene or light fuel oil, which should not
penetrate the contact band.

39
5.3 Valve-actuating mechanism
There are an intake guide rod and an exhaust guide rod on the top surface of cylinder head, on
which an intake tappet and an exhaust tappet are mounted respectively. The two tappets actuated
by intake and exhaust rocker arms move perpendicularly to open or close the valves. On one end
of the tappet is mounted a tappet adjusting screw, on the other end is mounted a tappet block,
which is used for adjusting the valve clearance and prevent the tappet from rotating. A rotating
tappet will damage normal valve operation and cause a serious accident.
The valves and rocker arms are actuated by means of cams, rollers, tappets and push rods.
When installing intake and exhaust rocker arms, make sure that the arms are free to rotate.
The roller pin is locked in the tappet seat with a M6 screw, which can prevent lube oil break due to
the roller pin rotating in the tappet seat.
The roller is of nitrogen-hardened alloy steel, and bears very high contact stress during operation.
The roller should be checked periodically for abnormal wear, scores and other damages.
The push rod is made of seamless steel pipe, the push rod head with a spherical seat is welded on
each end.

5.3.1 Valve clearance adjustment

After installing all valve-actuating mechanisms, the clearance between the pressing-ball on the
rocker arm and the tappet block on the tappet should be measured on cold engine condition. The
clearance is 0.5 mm for intake rocker arm and 0.7mm for exhaust one. The tappet should contact
with two valves simultaneously on both ends, otherwise when one valve is opened and another
valve is not opened, a considerable torque will act on the guide rod due to unbalance spring forces
and likely damage the guide rod.
Adjusting valve clearance
The valve clearance should be checked periodically, incorrect valve clearance might affect valve
timing and valve tightness, even damage the whole valve-actuating mechanism. The checking
procedure is as follows.
a. Put push rod roller on the basic circle of cam.
b. Check the clearance between pressing ball on the rocker arm and tappet block with a feeler. At
this time adjust the adjusting screw on tappet to make two valves contact with tappet ends
simultaneously. (When one valve contacts with tappet end, the clearance between another
valve and tappet end should not be more than 0.05mm.)
c. Turn the adjusting screw on rocker arm to adjust the valve clearance.
d. After adjusting the valve clearances, tighten all nuts of the valve-actuating mechanism.
Caution!
If guide rod is broken during operation, the most possible cause is that two valves cannot contact
with the tappet simultaneously or the clearance difference is too large and a considerable torque is
produced on the guide rod due to unbalance spring forces. Therefore, the clearance between valve
and tappet must be checked and adjusted periodically.

5.4 Safety valve and indicator valve

Safety valve and indicator valve composing an integral assembly are installed on the incline side
of cylinder head near intake port. When the cylinder pressure exceeds allowable value, safety

40
valve will open automatically and make a put-put sound. At this case, reduce the engine load first,
and check and remedy the fault.
If gas leakage with sizzle sound is found on the safety valve during normal operation, turn the
square head of the valve stem with a spanner first. If leakage cannot be eliminated, dismount the
valve for lapping or replacing the valve core.
Indicator valve is used to measure peak pressure in the cylinder. When measuring, mount the peak
pressure gauge on it and then open the valve by turning its hand wheel. The valve should be
closed tightly after measurement. High temperature and high-pressure gas leaked from the
cylinder liner may damage the valve core and its seat; the valve should be dismounted for repair
immediately.

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6 Camshaft and its driven mechanism

6.1 Installing and adjusting camshaft and cam

There are two kinds of camshafts and cams for reversible and non-reversible engines. Each intake
cam and exhaust cam for reversible engine consist of ahead cam and astern cam, which are
different from that for non-reversible engine, and can be used both for ahead and astern running.
When reversing the engine, the whole camshaft will make an axial displacement of 60 mm to shift
the intake and exhaust cams from “ahead” position to “astern” position or vice versa.
Viewing from the injection pump side, the cam arrangement sequence from left to right for each
cylinder is fuel cam, intake cam and exhaust cam.
A thrust block for axial locating is mounted on the fore end of the camshaft for non-reversible
engine; the total axial clearance between the thrust block and two thrust rings is 0.2-0.5 mm.
A joint for connecting piston rod of reverse oil cylinder is mounted on the fore end of the camshaft
for reversible engine, which can be also used for axial locating.
The cams are shrunken on the camshaft by means of conical sleeves. The cam sleeve can move
freely on the camshaft before fitting with cam. When the cam is mounted hydraulically on the cam
sleeve, the cam and the cam sleeve can shrink onto the camshaft tightly. The cam bore should have
the same conicity as that of the sleeve, and the contact rate between the cam and the cam sleeve
after being lapped should be not less than 70 percent of outer cylinder of the cam sleeve.
Fuel cam is made of high-grade alloy steel casehardened by carbonization. Intake and exhaust
cams are made of high-grade alloy steel with their surfaces nitrogen-hardened.

Non-reversible engine camshaft

1. Thrust block 2. Bolt 3. Lock wire 4. Oil hole cover 5. Fuel cam 6. Intake cam
7. Exhaust cam 8. Camshaft 9. Lock wire 10. Bolt 11. Snap plate 12. Key

42
 Reversible engine camshaft

1. Snap plate 2. Lock wire 3. Bolt 4. Key 5. Exhaust cam

6. Intake cam 7. Camshaft 8. Fuel cam

During installation put the cam sleeves at stipulated positions on the camshaft, pay attention to the
direction of the cam sleeve. The cam sleeves for port engine should be mounted with their big
ends towards the camshaft gear. For starboard engine the small ends of should be towards the
camshaft gear.
Mount the cam on its sleeve according to its timing; push the cam along conicity direction of the
sleeve with hand. Mount the hydraulic tool on the cam sleeve to shrink the cam on the camshaft.
The hydraulic tool consists of two high-pressure handle pumps, one is connected with the cam and
another is connected with the hydraulic tool, as shown in the following Fig.

1. Pipe from high-pressure handle pump 2. Camshaft 3. Cam sleeve 4. Cam

5. Hydraulic tool 6. Pipe from another high-pressure handle pump

When the oil pressures reach 109-124 MPa (1109-1260 kgf/cm2) for intake and exhaust cams or
127-147 MPa (1300-1500 kgf/cm2) for fuel cam respectively, the cam will be expanded. The
plunger on the hydraulic tool pushes the cam to move along the cam sleeve till reach its end face.
After the cam reaches the end face of the cam sleeve, release the oil pressure within the cam first,
and then release oil pressure within the hydraulic tools. At this time, the cam will shrink and tight
the cam sleeve on the camshaft. When mounting cam with the hydraulic tool, the plunger stroke is
8 mm.

43
When dismounting cam, pump oil into the cam slowly by means of the high-pressure pump, and
the cam will slide along the cam sleeve automatically after the cam is expanded. To prevent the
sleeve from deviating its original position and the cam exit suddenly, mounting the hydraulic tool
during dismounting the cam is recommended.
The axial positions and angles of the cams have been adjusted correctly before ex-works. If the
cams or the timing need be adjusted during maintenance, this work should be carried out under the
direction of the manufacturer.

6.2 Fuel injection pump tappet and roller

The fuel injection pump tappet is actuated by the fuel cam on the camshaft. There is a roller bush
between the roller and roller shaft, which is used for decreasing the relative speed between the
roller and the roller shaft and improving their durability.
The roller bush is made of bearing steel casehardened to HRC 55-60, the roller and roller shaft are
made of alloy steel casehardened by carbonization to HRC56-62.
Lubricating oil from tappet oil passage passes through the oil channel in the roller shaft; enters the
roller bush to lubricate the roller, roller bush and roller shaft.

6.3 Camshaft, cam and roller maintenance

a. Check the working surfaces of cams and rollers as well as the transition surface between
ahead cam and astern cam for reversible engine for cracks, indentations and burrs. The small
defects can be eliminated with an oilstone.
b. Knock the cam with a copper rod to make sure the cam is tightly shrunk on the camshaft.
c. Check whether the reversing displacement of the camshaft for reversible engine is 60 mm.
Check the axial relative position between the roller and cam respectively at ahead and astern
condition. The roller must be in better contact with working surface of the cam no matter what
position the cam is.
d. Check the valve timing periodically.

6.4 Camshaft driven mechanism

The camshaft is driven from the crankshaft by gearing located at the flywheel end. The crankshaft
gear through two intermediate gears drives the camshaft timing gear and the rotating direction of
the camshaft timing gear is same as that of the crankshaft.
The crankshaft gear of high-grade alloy steel is cast in two halves and fastened to the crankshaft
with four bolts and key. The crankshaft gear drives the large intermediate gear, the small
intermediate gear drives the camshaft gear and the transmission gear of the governor, and the
camshaft gear terminal drives the air distributor.
All gears for the camshaft driven mechanism are spur gears with module of 6 and pressure angle
of 20°. The large intermediate gear, small intermediate gear and camshaft gear are all made of
high-grade alloy steel with gear surfaces nitrogen-hardened.
Directions for replacing gears:
When dismantling a gear from the camshaft driven mechanism, don’t turn the crankshaft, and
make marks on the dismantled gear and its engaging gear for installing next time.
When replacing a new gear, measure the backlash between the new gear and its engaging gear and
check freedom of movement of these gears. If necessity, adjust the backlash by moving the pivot

44
for the large intermediate gear. At that time, the locating hole on the pivot flange should be reamed
anew and a new dowel pin should be fitted.
After replacing a new gear, check the valve timing. If necessary, remove two dowel pins on two
intermediate gears and adjust the valve timing by moving the relative position of the two gears.
After adjusting valve timing, ream the locating holes and fit the dowel pins anew.
When mounting the gear back, pay attention to the marks on the gears, otherwise, the valve timing,
injection timing or starting timing will be incorrect.

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7. Front end transmission gears

Front end transmission gears (starboard engine)

1. Tachometer motor transmission gear 2. Tachometer motor transmission bevel gear

3. Fly-ball valve transmission gear 4. Fly-ball valve transmission bevel gear
5. Fuel transfer pump transmission gear 6. Fresh water pump transmission gear
7. Crankshaft front end gear 8. Seawater pump transmission gear
9. Lube oil supply pump transmission gear 10. Lube oil extracting pump transmission gear

The following gears are described according to starboard engine.

All front end transmission gears are driven by the crankshaft gear 7 (z=80,m=6). On the lower-left
side of the gear 7 is the lube oil supply pump transmission gear 9 (z=50,m=6) and on its
lower-right side is lube oil extracting pump transmission gear 10 (z=42,m=6). On the upper-left
side of gear 7 is the fresh water pump transmission gear 6 (z=17, m=6) and on its upper-right side
is the sea water pump transmission gear 8 (z=17, m=6). Just on the upper side of the gear 7 is the
fuel transfer pump transmission gear 5 (z=28, m=6), which drives the tachometer generator
transmission gear 1 (z=28,m=6). The gear 1 drives the tachometer motor through the tachometer
motor transmission bevel gear 2 and the fly-ball valve transmission gear 3. The gear 3 drives the

46
fly-ball valve through the fly-ball valve transmission bevel gear 4 (z=34, m=2.5).
The fly-ball valve is only used for reversible engine. For non-reversible engines, the fly-ball valve
and fly-ball valve transmission gear are cancelled, and the seat hole for installing the fly-ball valve
on the fore shell is sealed with a cover.
If the Hall sensor is used for replacing the tachometer motor, the gear 2 should be changed with a
new bevel gear (z=30, m=2.5), and the tooth number of its driven gear is 36.
All above-mentioned gears are made of Grade 35CrMoA alloy steel with their surfaces
nitrogen-hardened
The lube oil pipes are led to lubricate the transmission gears from left and right sides of the fore
shell. On the upper side of the fore shell there is another pipe for lubricating the fly-ball valve
transmission gear.
For the backlashes of these gears, see chapter 1.6 “Fit clearance and usage limit for main parts”.
Abnormal noise or knocking noise is not permitted in the fore end transmission gears during
operation. If any, stop the engine immediately and dismantle the pumps, check the fore end
transmission gears to remedy the fault.

47
8. Turning mechanism

There are hand and electrical turning mechanisms.

The flywheel can be turned by means of the hand turning mechanism shown as below figure.
Insert the claw 6 in the gullets around the flywheel rim; pull the handle to turn the flywheel.
The electrical turning mechanism consists of an electric motor and a planetary reduction gearbox
with reduction ratio of 1/55. The transmission gear (z=18) on the output shaft of the gearbox
drives the rail on the flywheel rim to turn the flywheel.

Hand turning mechanism

8.1 Turning control valve

The turning control valve C is provided for both hand and electrical turning mechanisms. During
turning operation, the turning control valve will cut off the compressed air of starting control
system and avoid starting by mistake. After turning operation is finished, the turning control valve
will open, compressed air passes through the valve and enters the air distributor and the starting
valves on cylinder heads so as to get ready for starting. The turning control valve is opened by
means of the gravity of the fork body (G-08-005N) for the hand turning mechanism. Pulling the
handle of the shifting yoke, which also causes the transmission gear to disengage the rail on the
flywheel rim, carries out opening the turning control valve of the electrical turning mechanism
Check the turning control valve for failure due to sticking periodically and remedy the faults in
time.

48
9. Fuel oil system

9.1 Fuel oil system

The fuel-injection system consists of preliminary filter, transfer pump, fine filter, injection pumps,
injectors, overflow valve and fuel oil pipes.
From the daily fuel tank the fuel is delivered by the transfer pump via a preliminary filter to the
fine filter, and then to the main fuel pipe from which the fuel injection pumps draw their fuel.
There is one injection pump for each cylinder. The pumps meter and deliver the required amount
of fuel to the injectors, surplus fuel being returned to the daily fuel tank through an overflow valve
in the end of the main fuel pipe, set to open at 0.245 MPa.
The vent screws are mounted on two filters and the main fuel pipe, which can be used for to
releasing air contained in the fuel. The fuel being returned from the injector flows out through the
return pipe on each cylinder head; collects in the main return pipe, and then to the sludge fuel
tank.

Fuel oil system

1. Daily fuel tank 2. Preliminary filter 3. Fuel transfer pump 4. Fine filter 5. Pressure gauge
6. Injection pump 7. Injector 8. Overflow valve 9. Sludge fuel tank 10. Main fuel pipe

49
9.2 Fuel transfer pump
There are two types of fuel transfer pumps respectively for reversible engine and non-reversible
engine, and there are starboard model and port model for each type.

Fig.1 Reversible fuel transfer pump (G-A47-000)

Fig.2 Non-reversible fuel transfer pump (GB-A47-000)

The reversible fuel transfer pump for starboard engine, as shown in Fig.1, is driven by the
crankshaft fore gear. In the pump body there are four ball valves. Among these valves, two inlet
valves are on lower part and two outlet valves are on upper part. When the engine runs ahead, the
inlet valve 1 on the lower-right part opens, the fuel is delivered by the gear pump to open the
outlet valve 4 on the upper-left part. When the engine runs astern, the fuel is sucked from the inlet
valve 2 on the lower-left part and delivered from the outlet valve 3 on the upper-right part.
The delivery capacity is same for ahead and astern running. On the bottom of the fuel transfer
pump is a pressure-regulating valve with set pressure of 0.2MPa. When the delivery of the fuel
transfer pump exceeds the required amount, fuel pressure rises to open the pressure-regulating

50
valve, surplus fuel flows back to fuel inlet port. The pressure-regulating valve should be checked
immediately if an abnormal fuel pressure occurs.
The assembled fuel transfer pump should be turned freely with one hand force
During engine operation pay attention to the oil seals (PD16×13×10). In the case of serious
leakage, stop the engine and replace the damaged oil seal if necessary.

9.3 Injector cooling oil pump

For the engine with injector cooling system, an injector cooling oil pump installed on the same
transmission shaft of fuel transfer pump is provided. Its construction and operating principle are
basically identical with that of fuel transfer pump; its capacity is slightly less than that of the later.
Its adjusting pressure is also set to be 0.2MPa.

9.4 Fuel filter

The preliminary filter and fine filter are shown in the following figure.

Model SBL25 filter Model SPL25CT filter

The preliminary filter being not mounted on the engine before delivery needs to be installed by
customer. The fuel preliminary filter of Model SBL25 or Model SPL25CT is of the manually
cleaned duplex type. It consists of two groups of screen elements in parallel with mesh density of
158.8 holes per square inch. There is a changeover valve to cut off fuel on the filter, turning the
changeover valve can shut off one of the two barrels, and the screen element can be removed for
cleaning. The damaged screen element must be soldered or replaced.

51
The fine filter of Model SBL25 or Model SPL25FT is mounted on the exhaust side above the fore
shell with mesh density of 363 holes per square inch. Its construction is similar to that of
preliminary filter.

9.5 Fuel injection pump

The fuel injection pump as shown in the following figure is of single-cylinder plunger type.

Fuel quantity per stroke is controlled by the lower helical edge of the plunger. During assembling,
the helical edge should be positioned on the return oil hole side opposite to the inlet oil hole. The
plunger couples are universal for both starboard and port engines.
On the opposite side of inlet oil hole in the pump body there is a plug to withstand the scouring of
returning fuel with high pressure. Replace the plug if it is corroded seriously.
When assembling regulating pinion, make sure that the mark on the pinion coincides with that on
the rack.
On the left side of the injection pump are provided a lube oil inlet connector “A” and a lube oil
filter “B”, which are used for lubricating the lower part of the plunger in the case of operating on
heavy fuel oil. Under the action of the lube oil, the fuel leaking between the plunger couple will
return to the inlet cavity through the hole on the upper part of the plunger, rather than leaks out.
The filter “B” inside the oil inlet connector must be cleaned once every 1,000 operating hours.
The delivery valve is of lower seat type, which can down the return speed and impact force to
improve performance and reliability. The lift of the delivery valve is 3.5mm and limited by the

52
spring seat. The washer of delivery valve seat holder is made of special material and cannot be
reused after being dismantled.

9.5.1 Adjusting fuel control rack

The rack position where injection stops is called zero position. When the engine stops, the rack
will return to the zero position.
If cylinder temperature in one cylinder is much higher or lower than that of other cylinders due to
uneven fuel delivery, the rack position can be adjusted by turning the nut on the end of the rack for
this cylinder. Turning the nut clockwise will increase the fuel delivery to raise the cylinder
temperature, turning the nut counter-clockwise will decrease the fuel delivery to drop the cylinder
temperature.

9.5.2 Checking and adjusting pre-stroke

Pre-stroke

Fuel injection pump pre-stroke ”S” shown in the above figures is the plunger lift from the lowest
position, where the injection pump roller is on base circle of the cam, to the injection beginning
position where the inlet hole of the barrel is just shut off by the plunger.
The pre-stroke can be measured as follows:
a. Set the injection pump roller on base circle of the cam, where the plunger is on the lowest
position.
b. Remove the eccentric shaft on the tappet seat. Lift the tappet with a lever bar till the plunger
rise to the injection beginning position.
c. Measure the distance between the roller and the base circle of the cam, the pre-stroke should
be 5.5-6mm, otherwise the fuel delivery and performance will be affected.

On the injection pump body is provided an observing open shown in the below figure. When the
mark on the guide barrel coincides with the mark “M” on the open, the plunger is on the lowest
position. The distance between two marks is the plunger lift.
Remove the delivery valve, and measure the distance from the top end of the barrel to the top end

53
of the plunger with a depth gauge
When the plunger is on the lowest position, the distance should be 26-26.5 mm. When the plunger
is on the highest position, the distance should be 2-2.5 mm. During measurement, the gauge rod
tip should not be inserted into the center hole of the plunger. This method has higher accuracy, but
the sealing ring is liable to be damaged.

Observing open

The pre-stroke can be adjusted as follows:

a. Measure the pre-stroke and adjust the height of injection pump tappet (see the next section).
b. Adjust the fuel injection advance angle by turning the cam with the special hydraulic tool.

9.5.3 Checking and adjusting fuel injection advance angle

The fuel injection advance angle can be measured as follows:
a. Install a glass tube “A” on the outlet connector of the injection pump with rubber tube “B”, as
shown in the below figure.

Checking fuel injection advance angle

b. Set the rack on any working position.

c. Fill the glass tube with diesel oil till the fuel level can be easily observed.
d. Turn the flywheel slowly with the hand turning mechanism till the fuel level in the glass tube

54
 begins to rise. The angle reading on the flywheel at this time is the fuel injection advance
angle.
Repeat the above procedures, the measuring deviation should not exceed one degree.
If the glass tube is not available, the fuel injection advance angle can be measured by observing
the fuel level in the outlet connector directly. The angle can also be approximately read on the
flywheel by observing the mark on the pump body as described in 9.5.2.
The fuel injection advance angle can be adjusted according to the following two methods:
a. Turn the cam with the special hydraulic tool.
b. Adjust the height of injection pump tappet as shown in below figure.
Loosen the adjusting nut inside the tappet seat and turn the adjusting bolt to the required height.
When the bolt is turned through an angle of 60°the height varies by 0.33 mm. Tighten the
adjusting nut and recheck the fuel injection advance angle. Adjusting the height of injection pump
tappet will change the pre-stroke, and it is only suitable for fine adjustment.
As the fuel injection advance angle varies by one degree, the maximum combustion pressure
varies by 0.4-0.5 MPa.

Adjusting the height of injection pump tappet

9.5.4 Fuel injection pump maintenance

The following troubles on the engine are likely due to failure of injection pump:
a. The exhaust temperature difference in one cylinder exceeds 35℃ or one cylinder does not
fire.
b. The engine is knocking in one cylinder and the knocking sound will disappear when fuel is
cut off in this cylinder.
c. The engine cannot run stably.
d. The engine cannot produce rated power.
e. Difficulty in starting.
f. Smoky exhaust.
The failures of injection pump includes wear or damage of plunger couple and delivery valve
couple, failure or breakdown of spring, rack sticking due to mal-assembly, component
deformation or presence of foreign matters, fuel leakage due to failure of sealing gasket etc.
In addition, incorrect injection advance angle, improper pre-stroke and uneven fuel delivery may

55
also influence the engine operation.
Dismantling and checking the injection pump
The injection pump can be dismantled as the following procedure:
a. Remove the delivery valve seat holder and take out delivery spring, delivery spring seat and
delivery valve.
b. Put the injection pump upside down. Press the guiding sleeve downward to take out the snap
ring. Remove the guiding sleeve, plunger, upper and lower spring seats, plunger spring and
fuel control gear.
c. Put the injection pump upright. Take out the locating screw on the back of the pump and the
plunger. The plunger and its barrel should be placed in couple.
d. Loosen the locking nut on the side surface of the pump. Remove the push rod and take out the
rack.
The dismantled parts should be cleaned in clean diesel oil and checked as follows:
a. The plunger should move freely in its barrel. When the plunger are inclined with an angle of
45°, the plunger due to its gravity can freely and gradually slide out of its barrel. If the
plunger sticks in some position, grind the plunger with abrasive. If stick results from bending
of the plunger, replace the plunger couple.
b. The plunger top and its helical groove must hold sharp edges free of defect; otherwise
delivery control will be affected. The inner surface of the barrel should not be scratched.
c. Carefully inspect the interface between delivery valve seat and the barrel. If slight burr, oil
spot, score or crack is found, grind the interface on the plane table with abrasive, and then
grind with fine chromium oxide abrasive with its particle diameter to be 2.5-5 um. The
delivery valve can be also grinded with above-mentioned abrasive.
d. The pinion and rack should be free of any defect, and can move freely after fitting into the
injection pump. The rack must be straight without any bending. After installation, push the
rack to check whether it moves freely without stick.

9.6 Injector
The injector is of multi-hole needle-valve type. A cooling sleeve is shrunken on the nozzle,
through which the nozzle can be oil-cooled, as may be required.
The injector is installed in the center of the cylinder head. The special tool GJG-46-100N can be
used for locating the injector. During assembly pay attention to uniformly tighten the nuts on both
ends of the injector pressboard.
A high-pressure filter is mounted on the injector, which is used for filtering the fuel from the
injection pump. There is a M5 screw hole on the filter spindle, which is used for removing the
filter spindle. The filter spindle joint passing through is on the outside of the cylinder head, which
can prevent the fuel from mixing with lube oil in the bedplate due to leakage, and can also short
the length of high-pressure pipe.
The return fuel from the injector flows out through the small hole on the middle of the cylinder
head.

56
 Injector

9.6.1 Checking injector

If the injector failures, a dark grey or black exhaust will be visible. Run the engine at low speed
and cut off fuel to one of the cylinders in turn. If the exhaust becomes clear and the engine speed
varies slightly or remains unchanged, the injector for this cylinder may be damaged. If the exhaust
remain visible and the engine speed drops obviously, the injector for this cylinder should be
normal.

9.6.2 Dismantling injector

The injector can be dismantled as the following procedures:
a. Remove the high-pressure pipe and the filter spindle joint on the cylinder head.
b. Remove the cooling oil pipe for cooling the nozzle, if provided.
c. Remove the injector pressboard and lift out the injector with the special tool GJG-01-300.
When dismantling, repairing and testing the injector, all parts must be kept clean.
After dismounting the injector from cylinder head, test it on a test bench to check whether it works
normally.
The following failures may be found for the injector:
a. Low opening pressure of the injector.

57
b. Poor atomization.
c. Leakage or fuel dropping of nozzle.
d. Choking of nozzle hole, or uneven spray.
Loose the lock nut, and remove the nozzle couple. The spindle and sleeve are matched and cannot
be replaced separately. If the nozzle sticks in the locking nut due to carbon deposits, clamp the
injector in a vise with its jaws protected by copper sheet to push the nozzle out. Don’t hammer it
to avoid damage. After dismounting nozzle, check whether the cylindrical positioning pin of Ф40
×32 is deformed due to bending and the cooling sleeve fitted on nozzle body is loosened.

9.6.3 Repairing injector

When repairing the injector, all parts should be washed clean and checked carefully. The seriously
damaged parts should be renewed; the slightly damaged parts can be repaired.
The lapped faces between the spindle and the sleeve should be bright and shining and may be
ground with chromium oxide abrasive of 3-5 um in particle diameter for better tightness.
The choking of nozzle holes may be eliminated by a needle. If the nozzle holes are worn to be in
oval shape or crack, the nozzle should be renewed.
Carefully check injector body, block for limiting needle valve lift and nozzle and make sure there
are no score, oil spot and crack. If oil spot due to leakage is found on the faces of the above parts,
the damaged part should be grinded.
If oil spot cannot be eliminated after grinding, grind again or renew the damaged part
Notes: The nozzle couple must be replaced in pair.

9.6.4 Testing and adjustment of injector

Put the injector on the injector tester; pump the test pump by hand till injection begins. The
injector should be checked as follows.
a. The opining pressures should be:
24.5+0.49Mpa (250+5 kgf/cm2) for engines of 400r/min
27.45+0.49Mpa (280+5kgf/cm2) for engines of 428-500 r/min
29.4+0.49Mpa (280+5 kgf/cm2) for engines of 550-600 r/min
b. The spray cone must be continuous and forceful. The spray particle should be fine and
uniform. A clear noise should be heard when injection stops sharply.
c. No fuel dripping occurs.
The opening pressure of the injector can be adjusted by screwing the adjusting pressure bolt.

9.6.5 Oil-cooled injector

When the engine runs on heavy duty or on low-grade fuel, the oil-cooled injector is optional. A
cooling sleeve after being heated to 240℃ is shrunk on the nozzle. The injector is cooled with
diesel oil, which is supplied by the cooling oil pump driven by the crankshaft. On top of injector
there are two fuel pipe joints on each side, which are used for the inlet and outlet pipes of cooling
oil.

9.7 Fuel regulating mechanism

The fuel regulating mechanism should be adjusted as follows:

58
When the control wheel is in “STOP” position, the stopping cam in the control box pushes the
fuel-regulating shaft to turn inward and the rocker arm of each cylinder pushes the injection pump
rack to zero position. When the output shaft of the governor is in the maximum delivery position,
the fuel-regulating shaft turns outward and the rocker arm pulls the injection pump rack to
maximum delivery position.
Fix the rocker arms on the fuel-regulating shaft pull-rod with dowel pin after the fuel regulating
mechanism is adjusted according to the requirements above-mentioned.
The fuel-regulating shaft should rotate easily. If sticking occurs, find the cause and remedy it.
The rocker arm on the fuel-regulating shaft can be disengaged with injection pump by pulling out
the inserting pin and turning the pin through a 90-degree angle, and the cylinder can be stopped
separately.

Fuel regulating mechanism

59
 10 Lubricating oil system

10.1 Lubricating oil system

Lubricating oil system

1. Lube oil suction pump 2. Lube oil supply pump 3. Lube oil main pipe
3. Return oil main pipe of cylinder head 4. Inlet oil main pipe of cylinder head
5. Lube oil fine filter 6. Centrifugal type filter 8. Daily lube oil tank 9. Lube oil filter
10. Lube oil cooler 11. Pressure regulating valve 12. Pre-lubricating pump

The lubricating oil system of the dry-type crankcase consists of daily lube oil tank, lube oil suction
pump, lube oil supply pump, lube oil filter, centrifugal-type filter and others. The lube oil is
pumped from the bedplate, by means of the lube oil suction pump, to the daily lube oil tank
through the lube oil cooler. The lube oil supply pump draws lube oil from the daily lube oil tank
through the strainer and to the lube oil main pipe. Part of the lube oil passes the centrifugal type
filter and returns to the daily oil tank, which can be filtered by-pass.
It is recommended that an emergency electrical lube oil pump should be installed by customer,
which will replace the lube oil suction pump or supply pump in case one of them failures.
The electrical or hand pre-lubricating pump is mounted between the daily lube oil tank and the
lube oil filter, which is used for pre-lubricating before starting.
Lube oil passes through the lube oil main pipe and enters the main bearings. Through the oil hole
drilled in the crankshaft from the main journal to the adjacent crankpin, the lube oil passes from
the main bearing to the crankpin bearing, and then passes through the oil passage in the
connecting rod to the piston-pin bearing, enters the oil cavity in the piston to cool the piston crown.
The another part of lube oil is led from the branch pipe in the cylinder block to the oil main pipe
of the cam case to lubricate the valve-actuating mechanism, the tappet of injection pump and cam
bearings.
At front end of the lube oil main pipe, there are branches to lube oil pressure gauges on the

60
instrument panel or the local control desk, and to the fore shell and cover on the fore shell, through
which the lube oil is fed to lubricate the front end transmission gears, bearings and tachometer
gear.
The lube oil from the rear end of the lube oil main pipe is divided into three parts.
The first part passes from the cylinder head lube oil main pipe through the regulating needle valve
and enters each cylinder head to lubricate valve rocker arm mechanism and valves. The lube oil on
the cylinder head from the branch pipe returns to the return oil main pipe and flows into the rear
shell.
The second part is fed to the air distributor.
The third part through the fuel pipe joint on the rear shell divides into two parts. The first part
passes through the lube oil pipe in the rear shell to the branch pipes to lubricate the intermediate
gears and crankshaft gear; the later enters the pivot to lubricate the bush for the intermediate gears.
The return oil from the turbocharger flows to the rear shell through the return oil pipe and collects
in the bedplate.

10.2 Lube oil pump

The lube oil suction pump and supply pump are reversible gear pumps for reversible marine
engines and non-reversible gear pumps for non-reversible engines.
The lube oil pumps are installed on the fore shell. For the starboard engine the supply pump is on
the exhaust side and the suction pump on the intake side. For the port engine the supply pump is
on the intake side and the suction pump on the exhaust side. The inlet and outlet oil pipes can be
arranged at the left or right side as shown in the above figure. Except for the front cover and
transmission gear, other parts for the two pumps are the same.

Lube oil pump

On the front cover of lube oil pump is installed a safety valve, which is used for adjusting the
delivery pressure by means of the adjusting screw and protecting the pump itself. The pressure for
the lube oil supply pump is adjusted to 0.343-0.441 MPa and the pressure for the suction pump is

61
adjusted to 0.294 MPa before delivery. The adjusting screw of the safety valve screw cannot be
screwed to the bottom position, otherwise it will cause failure due to overpressure inside the lube
oil pump.
The pump body incorporates double suction and delivery valves, to make them deliver in the same
direction whether running ahead or astern for reversible engine. Two delivery valves are on the
upper and two suction valves are on the lower. According to clockwise or counter-clockwise
rotating direction, two valves in the diagonal position is opened and other two valves is closed
under the action of the back pressure of lube oil.

10.3 Lube oil filter

There are two lube oil filters for this engine.

a. Model SPL80BX or SBL80Ⅱlube oil filter
Lubricating oil flow 50m3/h
Working pressure ≤0.8MPa
Absolute fineness 114um
Diameter mesh size 118M/inch
Working temperature ≤95℃
Pressure drop with clean filter ≤0.15MPa
The duplex type filter consists of two filter chambers arranged in parallel so as to be used
alternately. When turning the handle to the left, the filter chamber on the left side acts, while the
filter in the right chamber may be taken out to be cleaned and vice versa.
From the lube oil inlet and through the cock, lube oil enters the outer cavity of the filter, passes
through the screen to get rid of foreign matters, and then the clean lube oil exits from the outlet of
the filter through the inner cavity and the cock, to the lube oil main pipe.
Both on the right and left sides of the filter there are an inlet and an outlet, which may be selected
according to the piping arrangement. However, special attention should be paid to that the outlets
are on the upper and the inlets are on the lower.

b. FLL 175 centrifugal filter

Lubricating oil flow 5m3/h
Working pressure ≤0.8MPa
Speed of rotator ≧5000r/min
Working temperature ≤85℃
Pressure drop with clean filter ≤0.15MPa
The by-pass centrifugal filter should be installed in parallel with the lube oil main pipe and usually
on the top of the daily lube oil tank. The by-pass lube oil is cleaned by means of centrifugal force.
The filter should be cleaned and the greasy dust accumulated inside the filter should be removed
per every 100 hours. During cleaning, pay attention to clean the filter, and using rags for cleaning
is not permitted.

62
Model SPL80BX lube oil filter

Model SBL80Ⅱ lube oil filter

63
 10.4 Pressure regulating valve

Pressure regulating valve

The oil supply pressure of the lubricating oil system is controlled by the pressure-regulating valve,
which is installed before the lube oil filter. The pressure set to be 0.568-0.59MPa（5.8-6kgf/cm2）
before delivery can be adjusted by screwing the square head screw 2 inside the cover 1. The
surplus lube oil will return to the inlet of the lube oil supply pump or the oil tank through the
pressure-regulating valve.

10.5 Lube oil cooler

There are shell and tube type and plate coolers for the engines.
The cooling surface of the shell and tube type cooler is 25 square meters for engines with rated
power below 1323 kilowatts, and is 30 square meters for engines with rated power above 1323
kilowatts
Cooling water flows in the tubes and lube oil flows in the shell. An anticorrosive zinc plate is
mounted inside the cooler cover. The screw plug on its lower part is used for draining away the
lube oil within the cooler.
The plate type cooler with cooling surface of 13 square meters is used for the engines with rated
power above 1323 kilowatts. The plate cooler consists of plate pack, gaskets, frame and
connections for incoming and outgoing media. The plate is made of stainless steel or titanium.

Shell and tube type cooler

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11. Cooling water system

11.1 Close circulation

On the engine with close circulation cooling system are provided centrifugal type fresh water
pump and seawater pump, all installed on the fore shell and directly driven by the crankshaft gear.
There are two circuits for the close circulation cooling water system: a fresh water cooling system
and a seawater cooling system. The seawater cooling system is used for cooling the fresh water
cooler, lube oil cooler and injector cooler if provided. The engine is cooled by fresh water and can
run under the condition of higher cooling water temperature, which can improve its economy.

11.1.1 Fresh water cooling system

Fresh water cooling system for 6-cylinder engine

1. Expansion water tank 2. Outlet water main pipe 3. Water-cooled heat insulation cover
4. Turbocharger 5. Inlet water main pipe 6. Fresh water cooler 7. Thermostatic valve
8. Fresh water pump 9. Emergency fresh water pump

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Fresh water cooling system for 8-cylinder engine

1. Expansion water tank 2. Outlet water main pipe 3. Water-cooled heat insulation cover
4. Turbocharger 5. Inlet water main pipe 6. Fresh water cooler 7. Thermostatic valve
8. Fresh water pump 9. Emergency fresh water pump

The fresh water is pumped by the fresh water pump to the inlet water main pipe, enters the
cylinder cooling cavities of the cylinder block through the branch pipes on the inlet water main
pipe and flows up to the cylinder heads, and then enters the water-cooled heat insulation cover and
finally exits to the outlet water main pipe. The cooling water for the turbocharger flows from the
inlet water main and exits to the outlet water main pipe together with the engine cooling
water .The cooling water from the outlet main pipe enters the fresh water cooler through the
thermostatic valve, and then is drawn again by the fresh water pump after being cooled by sea
water.
The expansion tank must be located at least 3 m above the outlet water main pipe. The expansion
tank is connected with the outlet water main pipe and the fresh water pump inlet, which can
release the air or vapor within the system and replenish fresh water that may decrease due to
vaporization and leakage. On the expansion tank is provided a water supply pipe to replenish fresh
water in time according to the variation of water level in the cooling system.

66
11.1.2 Seawater cooling system

Seawater cooling system for 6-cylinder engine

1. Sea water pump 2. Air cooler 3. Injector cooling oil cooler 4. Lube oil cooler
5. Fresh water cooler 6. Emergency seawater pump

Seawater cooling system for 8-cylinder engine

1. Emergency seawater pump 2.Fresh water pump 3. Fresh water cooler

4. Lube oil cooler (plate type 12.88m2) 5. Injector cooling oil cooler

67
Drawn by the sea water pump from the sea water valve through a filter, sea water enters the air
cooler, flows to the injector cooling oil cooler if provided, and to the lube oil cooler and the fresh
water cooler, finally is discharged out the board.
It is best, when finished with the engine, to drain the cooling system except for the expansion tank,
to prevent damage from freezing-which may occur in cold weather.
The coolers are cooled by seawater. To avoid corrosion by seawater, in their water cavities of the
cylinder block are provided the anti-corrosive zinc plates, which should be inspected periodically.
The rust on the anti-corrosive zinc plates should be cleaned with steel wire or scraper, and the zinc
plate must be replaced if the corrosion exceeds 50 percent.

11.2 Open circulation

If a sufficient water source is available for the stationary engine, the open cooling system may be
adopted. This system is simple and of easy maintenance. On the reservoir for open cooling system
should also be provided cooling tower and water supply device.

11.2.1 Open circulation cooling system

Open circulation cooling system for 6-cylinder engine

1. Thermostatic valve 2. Water pump 3. Outlet water main pipe

4. Water-cooled heat insulation cover 5. Turbocharger 6. Air cooler 7. Inlet water main pipe
8. Injector cooling oil cooler 9. Lube oil cooler

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Open circulation cooling system for 8-cylinder engine

1. Temperature sensor 2. Temperature sensor for outlet water of each cylinder

2. Temperature sensor 4. Inlet water pressure sensor 5. Valve 6. Injector cooling oil cooler
7. Lube oil cooler (plate type 11.96m2) 8. Water pump 9. Valve 10. Reservoir 11.Cooling tower

Drawn by the water pump from the reservoir, the cooling water flows to the air cooler, and to the
injector cooling oil cooler if provided and to the lube oil cooler, and then enters the inlet water
main pipe and the turbocharger. Finally the cooling water is discharged out through the outlet
water main pipe. Between the inlet water main pipe and the outlet water main pipe there is a
thermostatic valve with a sensor at the engine outlet water main pipe, which by-passes part of the
outlet water to the inlet of the water pump to keep the water temperature to be not too low.

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11.3 Water pump

Water pump

The seawater pump and fresh water pump are centrifugal pumps with same rated speed and
delivery flow. The pump body of the seawater pump is of ZcuSn10Zn2 alloy cast iron, and the
pump body of the fresh water pump is of HT250 cast iron. On the bottom of the pump body there
is a screw plug for draining. The straight type impeller is installed on the conical terminal of the
pump shaft with a key and tightened with a M20×1.5 nut and a locking washer, which is bent to
seize the nut. The pump shaft is supported with two ball bearings. On the pump shaft are provided
a neoprene seal and a snap ring that are used to prevent water from getting into the bearings or
lube oil from leaking out the bearings. On the backside of the impeller a mechanical seal is
provided on the shaft, which consists of a motive ring, a static ring and a spring, and can prevent
water from leakage between the pump shaft and the pump body. The ball bearing on the
transmission gear end is lubricated with splashing lube oil. The intermediate ball bearing is
lubricated with the grease, and the grease should be filled through the inlet hole C periodically.
The hole B is used for inspecting leakage of the mechanical seal. If water leaking from the hole B
is more than 20ml per hour during running, the water pump should be stopped for inspection.
The hole cannot be blocked up the hole B, otherwise the leaking water may flow into the bedplate
of the engine.
On the inlet water pipe of the water pump must be provided a vent valve, otherwise the air exists
in the pipe will affect normal operation of the water pump.

11.3.1 Water pump maintenance

Keep the water pump in good lubrication condition during operation, pay attention to the water
leaking from the drain hole. If failure occurs for the water pump, it can be dismounted and
checked according to the following procedure.
a. Dismount the water pump from the engine, turn the gear with hand to check whether the shaft
can rotate freely, and check the wear condition of the gear.

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b. Remove the fore cover.
c. Remove the locking washer and the nut, dismantle the impeller with the special tool from the
shaft.
d. Take out the spring, spring seat, motive ring and static ring to check for crack and damage.
e. Loose the nuts to remove the bracket from the body, and take out the oil seal.
f. Loose the nut fastening the gear to the pump shaft. Remove the gear and key from the pump
shaft.
g. Screw the nut on the pump shaft, gently knock the nut with a wooden or copper hammer to
remove the pump shaft from its bracket
After reassembling the clearances between the impeller and the pump body as well as the impeller
and the fore cover should be 1.5-2.5 mm.

11.4 Fresh water cooler

The construction of fresh water cooler is similar to that of lube oil cooler.
The cooling surface of the shell and tube type cooler is 25 square meters for engines with rated
power below 1323 kilowatts, and is 30 square meters for engines with rated power above 1323
kilowatts The plate type cooler with cooling surface of 13 square meters is optional for the engines
with rated power above 1323 kilowatts.
Seawater flows in the tubes and fresh water flows in the shell.
The seawater outlet temperature should not exceed 55℃, otherwise more salt and foreign matter
will settle down inside the tubes and affect cooling effect. Inside the seawater cavity is provided
an anti-corrosive zinc plate. The fresh water temperature will drop 6-10℃ and the seawater
temperature will rise 5-8℃ after passing through the fresh water cooler. The fresh water cooler is
cancelled for open circulation cooling system.

11.5 Injector cooling oil cooler

Injector cooling oil cooler

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The injector cooling oil cooler if provided is of shell and tube type cooler with cooling surface of
3-4 square meters.5 square meters. Seawater flows in the tubes, and cooling oil flows in the shell.
An anti-corrosive zinc plate is provided inside the seawater cavity. On the bottom there is a plug
for draining oil.
All above-mentioned coolers must be checked periodically for leakage on the tubes. If leakage is
found in an individual tube and repair is not available, the leaking tube can be blocked on its both
ends temporarily. But the total number of the blocked tubes should not exceed 3 pieces; otherwise
the cooler must be repaired.

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12 Turbo-charging system

The turbo-charging system consists of exhaust pipe, turbocharger, air cooler, water separator and
intake pipe.
To prevent heat from being transferred to the blower or to the turbine bearings, fresh water is
circulated through the turbine inlet and outlet casings. The air cooler can be cooled by fresh water
or seawater. There is an intake joint pipe between the turbocharger and the air cooler, and an
exhaust joint pipe between the air cooler and the intake pipe, which are designed to minimize the
energy losses. On the outlet of the blower is provided a rubber flexible pipe, and on the inlet of
turbine is provided an expansion joint that can absorb the thermal expansions.

12.1 Exhaust pipe

The exhaust pipe of heat-resistant cast iron is cast individually for each cylinder. Between the
exhaust pipes and on the inlet of turbocharger are provided the expansion joints made of bellows.
The connecting faces between the exhaust pipe and cylinder head as well as the turbocharger are
sealed with copper-clad asbestos gaskets. At the inlet of exhaust pipe for each cylinder and the
joint pipe for the turbocharger are installed temperature sensors for measuring the exhaust gas
temperatures of each cylinder and before the turbine.
The bolts for fastening the exhaust pipes and the turbocharger are made of heat-resistant steel, and
should be kept properly after being dismantled to avoid confusing with other bolts. The exhaust
pipes are shielded by the water-cooled heat insulation cover which can prevent heat from being
transferred to the engine room.

12.2 Water-cooled heat insulation cover

Water-cooled heat insulation cover

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A water-cooled heat insulation cover is provided for per two cylinders. For each cover there is a
water jacket that will absorb the heat radiating from the exhaust pipes. The water flows from the
adjacent two cylinder heads to the water jacket, and then the heated water enters the water outlet
main pipe from the outlet of the cover. In the inspection plate there is an anti-corrosive zinc plate
for each cover, the cover should be checked periodically for blocking of sand or dirt after the
inspection plate being removed. The zinc plate should be replaced if there is serious corrosion.
When the engine will not be required to run for a long time, the water in the covers should be
emptied to avoid rusting or freezing.

12.3 Intake pipe

The intake pipe is welded with steel plate. For easy maintenance, each intake pipe is designed for
two cylinders. The adjacent intake pipes are sealed with O-shaped rubber seal rings tightened by
clamp. On each intake pipe are welded handrails and pedal plates. To guide the charging air to
enter the air cooler uniformly, the flow deflectors are provided inside the inlet joint pipe. On the
inlet and outlet joint pipes there are thermometers and pressure gauges for measuring the air
temperatures and pressures before and after the air cooler.

12.4 Air cooler

Air cooler is of tube and shell type. Model KLQ48 air cooler with cooling surface of 48 square
meters is used for engines with rated power below 1323 kilowatts, Model KLQ58 air cooler with
cooling surface of 58 square meters is used for engines with rated power above 1323 kilowatts.
The air cooler consists of body, top cover, bottom cover and cooling elements. Cooling water enter
the air cooler from the left inlet on the bottom cover, and flows through half of the cooling
elements to and the top cover, and then flows through another half of the cooling elements, exits
form the right outlet on the bottom cover. The charging air flows through the ribs outside the tubes,
and is cooled by the cooling water flowing vertically. Inside the top and bottom covers are both
provided an anti-corrosive zinc plate. On the highest part of the top cover is provided a vent valve
to release the air.
To ensure the cooling effectiveness, the air cooler should be cleaned periodically. Cleaning can be
done by mechanical, hydraulic or chemical methods as described in operation manual for air
cooler. Hydraulic test should be carried out with test pressure of 0.49 MPa after cleaning. If
leakage occurs between the tube and tube plate, the tube can be expanded to remedy the leakage or
blocked. At the outlet of the air cooler is provided a water separator, which is installed inside the
outlet joint pipe. As the air passes the air cooler, its temperature may be reduced until it is below
the saturation temperature. Water vapor condenses when passing through the water separator, and
accumulates at the bottom of the outlet joint pipe. The condensed water should be periodically
drained off through the drain cock.

12.5 Turbocharger
The turbocharger is of ABB VTR type exhaust-gas turbocharger.
The turbocharger consists of a turbine and a compressor. The exhaust gas from the engine flows
through the water-cooled gas inlet casing, expands in the nozzle ring, imparts energy to the blades
of the turbine rotor and passes via the water-cooled gas outlet casing and an exhaust pipe into the
atmosphere. The air passes through a combined filter-silencer to the inducer and impeller, flows

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through the diffuser and finally leaves the turbocharger via the pressure pipe of the compressor
casing.
The rotor is supported on two bearings, which are independently lubricated. The turbine inlet and
outlet casings are water-cooled which can prevent heat from being transferred to the compressor
or to the bearings. A labyrinth oil seal is arranged at each end of the shaft; they are pressured by
air from the compressor outlet.
For details of the turbocharger, please see the instruction book for turbocharger.

VTR251 turbocharger

12.6 Turbocharger maintenance

The oil level in the oil gauge glass should be checked periodically for Model VTR251
turbocharger with independent lubricating system. The lube oil should be changed at least every
1000 hours in service.
During overhauling the turbocharger, it is recommended to set it upright. Special attention should
be paid to that the gas seal components must be undamaged.

12.7 Stopping turbocharger

On board ship it may be necessary to keep the engine running although the turbocharger is
damaged. In this case the following procedure may be adopted, although the engine must be
temporarily stopped.
Drain off the lube oil in the oil spaces in the turbine casing, remove the bearing space cover at the
compressor end, and fix the locking device on the shaft to lock the rotor.
When stopping turbocharger, remove the cover on the other end of intake pipe and install a
protective screen with holes not less than 5×5 mm on the intake pipe.
The engine output should be reduced to about 200-230 kW at speed of 260-300r/min in case of
shutdown of turbocharger, and special attention should be paid to the exhaust temperatures and
color to avoid overload.

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 13 Manoeuvring system
13.1 Manoeuvring system for reversible engine
13.1.1 Manoeuvring system scheme

1.Air filter 2. Pressure reducing valve3. Air bottle 4. Starting control valve 5. Starting cam
6. Fuel control valve 7. Fuel cut-off cam 8. Release valve 9. Interlocking valve 10. Venting cam
11. Governing cam 12. Interlocking cam 13. Time-delay valve 14. Reversing cam (astern)
15. Reversing cam (ahead) 16. Air main pipe 17 Reversing control valve (ahead)
18. Remote control joint 19 Main starting valve 20. Starting valve 21Crossover valve
22 Fuel cut-off valve 23 Oil reservoir 24 Reversing valve (ahead) 25 Crossover valve
26 Reversing valve (astern) 27 Reversing cylinder 28 Fly-ball valve 29 Solenoid valve
30 Crossover valve 31 Over-speed protection device 32 Tachometer motor
33 Turning control valve 34 Camshaft 35 Air distributor 36 emergence reversing valve

The pneumatic manoeuvering of the engine is performed by a single control wheel, which may
control all maneuvers automatically and programmatically such as decelerating, stopping,
reversing, starting and accelerating.
The main parts of the manoeuvring system are described as follows.

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13.1.1.1 Air bottle and pressure reducing valve
Two air bottles are provided for the marine engine. The volume of each air bottle is 500 liter, the
maximum operating pressure is 2.94Mpa (30kgf/cm2) and the lifting pressure of safety valve is
factory set to be 3.14 MPa (32kgf/cm2) and should not be adjusted arbitrarily.
The air bottle must be located in accessible place with its top upward for convenience of
inspecting and draining. The drain valve should be opened once every week to discharge the
condensed water in compressed air.
The pressure reducing valve shown in the below figure is used to reduce the compressed air
pressure to the required pressure suitable for the manoeuvring system.

Pressure reducing valve

The pressure reducing valve is fixed on the main starting valve body. When the air pressure in the
upper cavity is less than 0.98Mpa (10kgf/cm2), the membrane 3 is bulged by the spring 4 to lift the
pressure-regulating valve 1. The high-pressure air flows into the upper cavity through the passage
between the valve 1 and its valve seat 2. When the air pressure in the upper cavity rises to
0.98Mpa (10kgf/cm2), the air pressure acting on the membrane 3 depresses the spring 4 to close
the valve 1. Thus the purpose of reducing air pressure is carried out.
The reduced pressure of the compressed air can be adjusted by turning the pressure-regulating bolt
5, and turning the hand wheel bottom 6 can cut off the air supply to the manoeuvring system.

13.1.1.2 Starting cam and starting control valve

There are two blocks 2 of one-way swing type on the starting cam 1 for ahead and astern running.
When turning the control wheel ahead, the ahead block lifts the starting control valve. When
turning the control wheel backward, the ahead blocks is rotated by the starting control valve stem
till it is disengaged from the valve stem keeps in a definite control wheel position, and the ahead
block comes back to its original position under the action of the coiled spring. When turning the
control wheel astern, the astern block lifts the starting control valve. When turning the wheel
backward, the astern block comes back to its original position.

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 Starting cam and starting control valve

13.1.1.3 Fly ball valve

Only when engine speed is below 80r/min, the fly ball valve opens and lets the compressed air
from the starting control valve enter the reversing valve. When the engine speed exceeds 80r/min,
the fly ball valve cuts off the compressed air and vents the reversing valve.

13.1.1.4 Interlocking valve

When the interlocking cam opens the interlocking valve, the compressed air from the pressure
reducing valve passes the releasing valve and enters the fuel cutoff valve to actuate the fuel
regulating mechanism and cut off fuel delivery. Meanwhile, the slide valve of the interlocking
valve cuts the air passage from the starting control valve to the main starting valve, and the vent
valve of the interlocking valve makes the main starting valve to vent to atmosphere to prevent the
main starting valve from opening in advance due to leakage of the slide valve. However, when the
interlocking valve closes, the air supply to the fuel cut-off valve is cut off, the fuel cut-off valve is
vented to atmosphere, and the starting control valve is connected with the main starting valve.

13.1.1.5 Releasing valve

When mistaken maneuvering operation occurs, for example, mistake astern operation with ahead
operation, turn the control wheel astern immediately. When the control wheel passes the “STOP”
position, the releasing cam lifts the releasing valve, the starting control valve closes immediately
and ahead operation stops. Meantime, if the time-delay valve is stuck and fails to open during
maneuvering, pull the handle on the releasing valve upward immediately to release the air in the
lower piston of the starting control valve and close the starting control valve. In addition, if the
interlocking valve is stuck, pull the handle on the releasing valve upward and turn a right
90-degree angle to cut off air passage from the interlocking valve to the fuel cut-off valve and vent
the fuel cut-off valve. At this time depressing the handle of the main starting valve can start the
engine.

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13.1.1.6 Fuel control valve
When the compressed air flows to the fuel control valve, its piston actuates the rocker arm on the
fuel regulating mechanism to control the fuel supply. The position of the rocker arm on the fuel
regulating mechanism determines the fuel delivery quantity. If the rocker arm limit position is set
to be no fuel delivery position, the fuel control valve may be used as a fuel cut-off valve.

13.1.1.7 Reversing control valve

When the reversing cam opens the reversing cam control valve, the compressed air passes through
the reversing control valve to the reversing valve and oil reservoir, and then oil in the oil reservoir
enters the reversing cylinder under the action of the compressed air to shift the camshaft for
reversing. After the camshaft moves, the reversing cam on the maneuvering shaft also makes a
corresponding displacement through the levers and the reversing control valve closes, the
reversing operation is carried out.

13.1.1.8 Turning control valve

The crossover valve is a two position three way valve with two ends for air inlet and middle port
for air outlet. When one end connects with the middle port, another end blocks and vice versa. It is
used in such case that a component is multi-controlled.

Crossover valve
13.1.1.9 Reversing valve
The reversing valve is a two-chamber valve. When the air from reversing control valve enters the
reversing valve, the corresponding chamber of the reversing valve opens and leads the air to the
oil reservoir to press oil into the reversing cylinder, which shifts the camshaft for reversing.

13.1.1.10 Time-delay valve

After the reversing operation is completed, the time-delay valve will remain open till the air in the
lower piston of the starting control valve is released, and the starting control valve closes to cut off
the air supply.

Time-delay valve

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13.1.1.11 Reversing cylinder
The piston of the reversing cylinder is connected with the camshaft. The oil in the oil reservoir
enters the reversing cylinder under the action of the compressed air to push the piston, and the
camshaft will make an axial displacement of 60 mm.

13.1.1.12 Main starting valve

The main starting valve on the left side of the control wheel is a pivot of starting air to the relevant
valves. When starting the engine, the rear cavity of the valve cup 1 is connected with atmosphere,
and the valve cup is lifted by the compressed air. The compressed air enters the starting air main
pipe. At this moment the releasing valve 3 is closed to prevent air leakage. After finishing starting,
the control valve stem 2 is closed and the rear cavity of the valve cup 1 is closed. The air pressure
rises and shuts the valve cup. At this time the releasing valve 3 is opened to release the air in the
starting air main pipe.

Main starting valve

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13.1.1.13 Starting valve
One starting valve is installed on each cylinder head. When the compressed air enters the upper
piston of the starting valve from the distributor according to starting timing, the starting valve
opens and the compressed air from starting air main pipe enters the cylinder. After completion of
the starting operation, the releasing valve on the main starting valve opens to release the air in the
starting air main pipe. After the air is released, the starting valve will close.
The starting valve has a longer and thinner body. Therefore, during installing its two bolts must be
tightened carefully to avoid leakage and to prevent the valve from deformation that may cause
sticking of the valve stem.

13.1.1.14 Air distributor

According to the starting timing of the engine, the air distributor delivers compressed air to the
starting valve of each cylinder to open the valve. The air distributor is located at the flywheel end,
and driven by the camshaft.
There is a notch on the slide valve. 6 or 8 holes that are connected with the starting valves on the
corresponding cylinder heads through air pipes are drilled on the distributor body. When the notch
of the slide valve is turned to the hole position, the compressed air enters the hole according to the
starting timing and opens the starting valve to start the engine.
The slide valve is splined with the slide valve shaft. The engaging position, which determines the
starting timing, is factory set, and must not be changed during maintenance. On another end of the
slide valve shaft there is a S-shape groove. Through a shift pin this end is connected with the short
shaft fixed on the camshaft gear. When shifting the camshaft for reversing, the shift pin in the
S-shaped groove turns the distributor slide valve through an angle to fit the starting timing after
reversing.

Air distributor for 6-cylinder engine

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 Air distributor for 8-cylinder engine

13.1.1.15 Speed regulating mechanism

When turning the control wheel, the governing cam on the maneuvering shaft in the control box
lifts the rack; the rack rotates the input rocker arm shaft of the governor through the gear sector to
carry out speed regulation. The governing cam is symmetric in shape. The full-range governing
may be accomplished, whenever the control wheel is on ahead or astern operation.

13.1.2 Reversing procedure

See the motivator system scheme in sec. 13.1.1.
a. Stopping
When the control hand-wheel is turned to the “STOP” position, the fuel cut-off cam drives the fuel
injection pump rack to cut off fuel supply through the fuel-regulating lever, the engine is stopped
due to no fuel delivery.
b. “Ahead” starting when the engine is stopped from ahead operation
When the control wheel is turned from “STOP” to “AHEAD” position, the fuel cut-off cam
releases the fuel-regulating lever and the ahead block of the starting cam lifts the starting control
valve. At this time, the slide sleeve on the control shaft is on the right side, which is the ahead
position, the interlocking cam and reversing cam cannot act on the interlocking valve and the
reversing control valve.
After the starting control valve is opened, the compressed air passes through the interlocking valve
to the upper piston of the main starting valve to open it. Through the passage in the starting
control valve body another part of the compressed air enters the space under the lower piston to
lift the starting control valve, which can keep the starting control valve open when the swing block
on the starting cam turns over, and then the air enters the left chamber of the time-delay valve. At
the time the valve of the small chamber is closed. The releasing valve is also closed.
After the main starting valve is opened, the compressed air from air bottle enters the starting air
main pipe. The compressed air from the starting air main pipe divides three parts. The first part

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enters the starting valves and waits for entering the cylinders; the second part enters the fuel
control valve to actuate the fuel-regulating lever to the start position; the third part passes through
the turning control valve to the air distributor and to the right inlet of the crossover valve to push
the valve core towards the left side, finally the compressed air enters the upper part of each
starting valve according to starting timing to open the starting valve and start the engine.
During starting the engine, another part of the compressed air from the starting air main pipe is
admitted through the adjustable inlet of the time-delay valve into its right chamber. After about 4
seconds delay, the air collected in the right chamber pushes the piston to the left and release the air
in the left chamber, and then the air under the lower piston of the starting control valve is released,
the starting control valve is closed. After the air under the lower piston of the starting control valve
being released, the air above the upper piston of the main starting valve is also released; the upper
valve of the main starting valve is closed. At this moment, air enters the valve cup through the
holes drilled on the valve cup to depress the valve cup down and close the main starting valve, the
remained air in the air main pipe is released, and the starting operation is completed.
c. “Ahead” starting when the engine is stopped from astern operation
When the control wheel is turned from “STOP” to “AHEAD” position, the fuel cut-off cam
releases the fuel-regulating lever. At this time, the slide sleeve on the control shaft is on the left
side, which is the astern position. The interlocking valve lifted by the interlocking cam cuts off the
air from the starting control valve to the main starting valve. The reversing cam lifts the reversing
(ahead) control valve. The starting control valve is also lifted by the starting cam and kept on open
condition during starting operation.
Because the interlocking valve is opened, the air cannot enter the main starting valve from the
starting control valve when the starting control valve is opened at this time. Meanwhile, the air
from the interlocking valve comes into the fuel cut-off valve to cut off the fuel supply. Thus, there
is no fuel delivery during the reversing operation due to the interlocking function.
After the reversing (ahead) control valve is opened, the air from the reversing (ahead) control
valve passes through the fly-ball valve to the reversing valve (ahead) to push the lower piston
upward and open the reversing valve (ahead), and then the high pressure air enters the ahead oil
reservoir to press the oil into the reversing cylinder. The reversing cylinder pushes the camshaft
towards the right.
When the air from the reversing control valve enters the fly-ball valve, another part of the air also
enters the right side of the crossover valve, pushes the valve core toward the left, and then enters
the left side of the crossover valve for each cylinder to push the valve core toward the right, finally
enters the upper part of the starting valve and opens all the starting valves, which can lessen the
forces on intake and exhaust cams pressed by the tappets, decrease the resistance during shifting
the camshaft and reduce abrasion of the cams.
With the camshaft moved toward the right, the linking lever also actuates the slide sleeve to move
toward the right. After completing the camshaft displacement, the interlocking valve and reversing
control valve are all closed due to disengaging with the interlocking cam and the reversing cam.
After the reversing control valve is closed, the air under the lower piston of the reversing valve is
released, the reversing valve (ahead) is closed, and then the remained air in the oil reservoirs is
released. Thus the reversing operation is finished.
After the interlocking valve is closed, the air in the fuel cut-off valve will release and the fuel
cut-off valve will release the fuel-regulating lever, the air from the starting control valve passes

83
through the interlocking valve to the main starting valve. The following starting process is the
same as mentioned in the preceding section.
d. Governing
The governing process is the same as that of ordinary engine motivator system. When turning the
control wheel, the governing cam on the control shaft actuates the governor. Through the fuel
regulation mechanism the governor drives injection pump rack to change the fuel delivery.
e. Manoeuvring from “Ahead” running to “Astern” running
When the control wheel is turned from “AHEAD” to “ASTERN” position, the interlocking valve,
the reversing (astern) control valve and the starting control valve are all opened. At this time the
engine is still in ahead running with high speed. Therefore, the fly-ball valve is not opened.
Although the reversing (astern) control valve is opened, the air cannot pass through the fly-ball
valve, and the reversing operation cannot be carried out. Although the starting control valve is
opened, the interlocking valve cuts off the air from the starting control valve to the main starting
valve, and the starting operation cannot also be carried out.
The air from the interlocking valve enters the fuel cut-off valve to cut off the fuel supply, and the
engine speed will reduce gradually.
The air from the reversing (astern) control valve doesn’t pass through the fly-ball valve, and then
enters the left side of the crossover valve to push the valve core toward the right. The air passes
through the crossover valve and opens the starting valve, which can decrease the resistance during
shifting the camshaft and reduce abrasion of the cams. When the engine speed drops to below 80
r/min, the fly-ball valve opens, the air from the reversing (astern) valve passes through the fly-ball
valve to the reversing valve (astern), and then the air enters the astern oil reservoir to press the oil
into the reversing cylinder. The reversing cylinder pushes the camshaft towards the left for
reversing.
When the camshaft moves toward the left, the linking lever also actuates the slide sleeve to move
toward the left. After completing the camshaft displacement, the interlocking valve and reversing
control valve are all closed due to disengaging with the interlocking cam and the reversing cam.
After the interlocking valve is closed, the air in the fuel cut-off valve will release and the fuel
cut-off valve will release the fuel-regulating lever, the air from the starting control valve passes
through the interlocking valve to the main starting valve to start the engine. The engine will be in
astern running.
Manoeuvring from “Astern” running to “ahead” running is similar as that of the above operation.

13.1.3 Emergency start and emergency reverse

a. Emergency starting
If the engine fails to start according to the directions described in sec.13.1.2 due to one of the
valves in trouble, the engine can be started directly by depressing the handle on the top of the
main starting valve. This handle is also used for revolving engine with compressed air before
starting.
b. Emergency reversing
If the engine fails to reverse according to the directions described in sec.13.1.2, the emergency
reversing can be carried out by hand as follows:
Turn the control wheel to the “STOP” position.
Caution! Only when the control wheel is in “STOP”position, the emergency reversing can be

84
carried out.
Take a wrench to seize the square head of the reversing cylinder. If the reversing is from “ahead”
to “astern”, turn the square head in the clockwise direction. If the reversing is from “astern” to
“ahead”, turn it in the counter-clockwise direction.
For easily operating, the engine is also equipped with a hand emergency reversing valve. During
reversing operation, turn the control wheel to “STOP” position, open the air inlet valve on the
upper part of the emergency reversing valve beside the control casing and turn the valve stem
through an angle of 180°. Pull out the valve stem for reversing from “ahead” to “astern”, and
push in the valve stem for reversing from “astern” to “ahead”.
After reversing, resume the emergency reversing valve into its original condition according to the
inverted procedure as above-mentioned.

13.1.4 Valve maintenance

a. If the engine fails to reverse, don’t start the engine; otherwise, the valves may be damaged.
Find out the causes of the failure immediately and remedy them.
b. Adjusting the pressure reducing valve
2
Tighten the hand wheel first; admit the air of 2.94Mpa (30kgf/cm ) from the air bottle to the
pressure-reducing valve. Turn the pressure-regulating bolt to adjust the outlet air pressure to be
2
0.98Mpa (10kgf/cm ).
c. Adjusting the time-delay valve
The opening of the regulating screw can be adjusted during engine running, and the engine should
be started easily on cold condition, and the starting time should be less than 8 seconds.
d. Adjusting the fly-ball valve
Loosen the nut, turn the regulating screw to adjust the valve stem through the lever linkage, ensure
that the valve can be opened for the reversing operation when the engine speed is less than
80r/min.
e. The clearances between the inner parts of the valves are small. Therefore, make sure the
admitted air is clean. Periodically check the air bottle and pipes for the water and other
impurities. When valve sticking occurs, find out its cause immediately. The slightly damaged
part may be grinded with abrasive paste.

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13.2 Manoeuvring system for non-reversible engine with electric control gearbox
The reversing operation for the non-reversible engine is controlled by means of the gearbox. There
are electric control and pneumatic control gearboxes for option.
13.2.1 Manoeuvring system scheme

1. Instrument panel 2. Control shaft 3. Injection pump 4. Fuel control valve 5. Governor
6. Crossover valve 7. Solenoid valve A 8. Hand-operated valve 9. Air distributor
10. Turning control valve 11. Starting valve 12. Main starting valve 13. Air bottle
14. High pressure air filter 15. Solenoid valve B 16. Air compressor 17. Gearbox

13.2.2 Working procedure

This manoeuvring system is used for marine main engine combined with Model GWC or GWD
gearbox. Apart from local control in the engine room, the entire system equipped with Model
CDY-1B electrical remote control device can carry out remote control in the centralized control
cabinet and in the ship bridge. The manoeuvring system is composed of two parts. The first part is
the control wheel, which is connected with the engine control case and can be used for engine

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accelerating, decelerating, gearbox disengaging, gearbox engaging and reversing, The second part
is the buttons on the instrument panel of the engine, which are used for engine starting, stopping
and changeover between local control and remote control.
The following two kinds of control modes can be carried out by the manoeuvring system:
a. Non-program control for of the engine and gearbox in local control mode;
b. Program control for the engine and gearbox in remote control mode.

13.2.2.1 Working procedure for local control mode

In the case of control in engine room, the changeover switch on the instrument panel and the
handle of actuating mechanism of Mode CDY-1B electrical remote control device should be
turned to the “LOCAL” position, and the following regulations should be obeyed during
manoeuvring:
a. Slow the engine down to less than 60% of rated speed before reversing.
b. The control wheel must be kept on the disengaging position for three seconds after
disengaging the gearbox
c. The engine cannot be speeded up until 1.5 seconds delay after engaging the gearbox.

13.2.2.1.1 Engine starting

Turn the control wheel to the disengaging position; depress the starting button on the instrument
panel. The air from air bottle passes through the high-pressure air filter to the solenoid valve A,
and then enters the main starting valve to open it. Meanwhile, the high-pressure air passing
through the main pipe divides into two parts, the first part flows to the starting valve on each
cylinder; another par passes through the turning control valve to the air distributor, which opens
the starting valves according to the starting timing and admits the high-pressure air to enter the
cylinders and start engine.
In addition, depressing the upper handle of the main starting valve may result in revolving the
engine without fuel supply or starting engine in emergency.

13.2.2.1.2 Idle running (disengaging condition)

When the control wheel is on the disengaging position, the two limit switches on the control
casing disengage with the reversing cam (ahead) and the reversing cam (astern), the gearbox
disengages with the engine, the engine is on idle running at minimum steady speed (40 % of the
rated speed) and the signal lamp of disengaging lights.

13.2.2.1.3 .Ahead (astern) running

When the control wheel is turned clockwise (or counterclockwise) from the disengaging position
to the engaging position, the ahead (astern) limit switch is lift by the ahead (astern) reversing cam
in the control casing, the solenoid valve on the gearbox is ON, the clutch on the gearbox engages
with the engine, and the engine is on ahead (astern) running. At this time, the control wheel should
remains on the engaging position till the hydraulic pressure for the clutch rises up to the stipulated
value and the ahead (astern) signal lamp lights.

13.2.2.1.4 Reversing (ahead → astern)

Turn the control wheel slowly from the ahead (astern) position to the ahead (astern) engaging

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position, slow the engine down to 60 % of the rated speed, and then turn the control wheel to the
middle position (the disengaging position). At this time, the ahead (astern) limit switch disengages
with the ahead (astern) reversing cam, the 24VDC power supply to the solenoid valve on the
gearbox is cut off, the solenoid returns its middle position, the clutch disengages with the engine,
the engine is on idle running at minimum steady speed (40 % of the rated speed) and the signal
lamp of disengaging lights. The control wheel should be kept on the disengaging position for three
seconds after disengaging. When the propeller speed slows down farther, turn the control wheel to
the astern (ahead) engaging position, the astern (ahead) limit switch is lift by the astern (ahead)
reversing cam in the control casing, the solenoid valve on the gearbox is ON, the clutch on the
gearbox engages with the engine, and the engine is on astern (ahead) running. At this time, the
control wheel should remains on the engaging position till the hydraulic pressure for the clutch
rises up to the stipulated value and the astern (ahead) signal lamp lights.

13.2.2.1.5 Engine shutdown

Turn the control wheel to the disengaging position and depress the stop button on the instrument
panel to actuate the solenoid valve B. The high-pressure air from the air bottle passes through the
solenoid valve B, and to the fuel cut-off valve to cut off the fuel supply and stop the engine.
If the solenoid valve B fails to actuate, the engine can be stopped directly by means of depressing
the button of the solenoid valve on the governor. If there is not power supply, depress the handle
of hand-operated valve to admit the high-pressure air into the fuel cut-off valve to cut off the fuel
supply and stop the engine.
In addition, if it is necessary to stop engine in emergency, besides the methods above-mentioned,
the engine can be stopped by means of depressing the emergency stop button on the instrument
panel, regardless of the position of the control wheel. However, the control wheel must be turned
to the disengaging position after stopping the engine in order to get ready for starting in next time.
Caution! In the case of stopping engine by depressing the stop button, don’t release the button
until the crankshaft of the engine does not rotate, otherwise it is liable to result in over-speed.

13.2.2.2 Working procedure for remote control mode

In the case of remote control in the centralized control cabinet or in the ship bridge, first turn the
handle of the actuating mechanism of Model CDY-1B electrical remote control device in the
engine room and the changeover switch on the instrument panel to the remote position, then
depress the starting (stop) button to actuate the solenoid valve A (B) to start (stop) the engine. The
handle of the electrical remote control device can drive the engine control wheel through its
actuating mechanism to carry out engine accelerating, decelerating, gearbox disengaging, gearbox
engaging and reversing. The working principle is same as that of the local control mode.
For the details for the remote control device, see “Instruction Book for Model CDT-1B Diesel
Engine Electrical Remote Control Device”.

12.2.2.3 Speed protection and safety device

The over-speed protection device is provided separately for the engine, which can be installed on
the local control desk by customer himself. When the engine speed exceeds 120% (115% when the
changeover switch is on the stormy position) of the rated speed, the over-speed protection device
will actuate the solenoid valve B, the high-pressure air from the air bottle passes through the

88
solenoid valve B, and to the fuel control valve to cut off or reduce the fuel supply and stop or slow
the engine down.
The multifunction protection device is optional for customer, it can be used for over-speed
protection and two-step protections for lube oil temperature, lube oil pressure and water
temperature.

13.3 Manoeuvring system for non-reversible engine with pneumatic control gearbox

13.3.1 Manoeuvring system scheme

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1. Air bottle 2. High-pressure air filter 3. Air filter 4. Pressure reducing valve
5. Reversing control valve 6. Fly-ball valve 7. Releasing valve 8. Remote-control linking flange
9. Solenoid valve A 10. Disengaging valve 11. Starting valve 12. Main starting valve
13. Ahead cam 14. Astern cam 15. Governing cam 16. Disengaging release valve
17. Disengaging cam 18. Pressure relay 19. Interlocking valve 20. One-way release valve
21. Control wheel 22. Control shaft 23. Disengaging time delay valve 24. Solenoid valve C
25. Regulating shaft 26. Solenoid valve B 27. Turning control valve 28. Injection pump
29. Crossover valve 30. Gearbox 31. Fuel limiting valve 32. Fuel cut-off valve
33. Hand-operated shutdown valve 34 Over-speed protection device 35 Speed sensor
36. Air distributor

13.3.1.1 Disengaging valve and reversing control valve

a. Disengaging valve
When the control wheel is in the disengaging position or turned from one reversing position to
another position, the disengaging valve is lifted by the disengaging cam, the compressed air from
the pressure-reducing valve enters the disengaging valve to lift its lower piston and remain it open.
The opening of the disengaging valve is the first step of the manoeuvring operation. The air from
the disengaging valve carries out manoeuvring operations, such as fuel limiting, interlocking,
reversing, resuming position and time-delay. Finally the release valve releases the air in the space
under the lower piston of the disengaging valve, the disengaging valve closes and the
manoeuvring operation completes.
b. Reversing control valve
Its construction is similar to that of the disengaging valve. After being lifted by the reversing cam,
its lower piston is lifted by the compressed air from the pressure-reducing valve, which results in
the air from the reversing control valve (ahead or astern) can always flow to the gearbox reversing
control valve (ahead or astern). This kind of construction may avoid the errors due to vibration or
mistaken operation and improves reliability of the manoeuvring system. Unlike the disengaging
valve, only admitting the compressed air into its upper part can close the reversing control valve.

13.3.1.2 Disengaging release valve

The disengaging release valve is used to release the air in the upper cavity of the interlocking
valve after the disengaging time-delay.

13.3.1.3 Interlocking valve

The interlocking valve is used to compose a function unit together with the disengaging
time-delay valve and the disengaging release valve. Within the definite time interval determined
by the disengaging time delay valve, the interlocking valve cuts off the air from the reversing
control valve until the disengaging release valve actuates.

13.3.1.4 Disengaging time delay valve

After disengaging the gearbox, the time delay valve begins to count time. After the stipulated time
delay, the air in the upper cavity of the interlocking valve is released and the reversing can be
carried out. Adjusting the lift of needle valve in the valve body can set the delay time.

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13.3.1.5 Solenoid valve
Solenoid valves are a kind of solenoid directional control valves. There are three solenoid valves
for the manoeuvring system. Solenoid valve A is used for starting. Its circuit is connected with the
starting button on the instrument panel and its air port is connected with the main starting valve on
the engine. Solenoid valve B is used for shutdown. Its circuit is connected with the stop button on
the instrument panel and its air port is connected with the fuel cut-off valve. Solenoid valve C is
used for releasing air. Its circuit is connected with the oil pressure relay on the gearbox and its one
air port is connected with the disengaging valve and another port is connected to atmosphere.
Therefore, the air can be released to atmosphere when the solenoid valve is energized.

13.3.2 Working procedure

This manoeuvring system is used for marine main engine combined with Model GWC or GWD
gearbox. Apart from local control in the engine room, the entire system equipped with Model TDY
300B or CDY-1 electrical remote control device can carry out remote control in the centralized
control cabinet and in the ship bridge. The manoeuvring system is composed of two parts. The
first part is the control wheel, which is connected with the engine control case and can be used for
engine accelerating, decelerating, gearbox disengaging, gearbox engaging and reversing, The
second part is the buttons on the instrument panel of the engine, which are used for engine starting,
stopping and changeover between local control and remote control.
The following three kinds of control modes can be carried out by the manoeuvring system:
a. Program control for of the engine and gearbox in local control mode;
b. Program control for the engine and gearbox in remote control mode.
c. Manual control for the engine and gearbox in independent mode.
The following regulations for the gearbox should be obeyed during manoeuvring:
a. Slow the engine down to less than 60% of rated speed before reversing.
b. The control wheel must be kept on the disengaging position for three seconds after
disengaging the gearbox
c. The engine cannot be speeded up until 1.5 seconds delay after engaging the gearbox.
d. The compressed air should be admitted at all times to the disengaging cavity of the reversing
control valve on the gearbox, and be admitted to the ahead (or astern) cavity of the reversing
control valve when the gearbox is on ahead (or astern) position.

13.3.2.1 Working procedure for local control mode

In the case of control in engine room, turn the handle of the actuating mechanism of Model
TDY300B or CDY-1B electrical remote control device and the changeover switch on the
instrument panel to the local position.

13.3.2.1.1 Engine starting

Turn the control wheel to the disengaging position. The compressed air from the air bottle divides
into two parts. The first part flows to the main starting valve, and the second part passes through
the air filter to the pressure-reducing valve, through which the air pressure is reduced to
0.784-0.980MPa, and flows to the solenoid valve A. When the solenoid valve A is energized by
depressing the starting button on the instrument panel, the air enters the main starting valve and
opens it. Meanwhile, the first part air waiting before the main starting valve passes through the

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main starting valve to the main pipe, and then divides into two parts. One part flows to the starting
valve on each cylinder, another part passes through the turning control valve to the air distributor,
which opens the starting valves according to the starting timing and admits the high-pressure air to
enter the cylinders and start engine.
In addition, depressing the upper handle of the main starting valve may result in revolving the
engine without fuel supply or starting engine in emergency.

13.3.2.1.2 Disengaging condition (idle running)

When the control wheel is on the disengaging position, the disengaging cam lifts the tappet of the
disengaging valve and the disengaging valve opens. At this moment the low-pressure air from the
pressure-reducing valve passing through the disengaging valve is divided into four parts. The first
part flows to the fuel-limiting valve to reduce the fuel supply, which results in the engine is
running at the minimum stable speed. The second part flows to the disengaging time delay valve.
The third part passes through the disengaging release valve to the interlocking valve to cut off the
air from the reversing control valve. The fourth part passing through the fly-ball valve is divided
into two parts. One part flows to the inlet hole of the disengaging time delay valve for counting
time; another part flows to the reversing control valve and is used for closing the reversing control
valve. At same time, the low-pressure air lifts the lower piston of the disengaging valve and keeps
the valve open. After 3 seconds time delay, which may be adjusted through the needle valve in the
disengaging time delay valve and is factory set before delivery, the air pressure in the disengaging
time delay valve is established and its big piston lifts the conical valve to admit the low-pressure
air to the disengaging release valve and push the big piston to cut off the air to the disengaging
valve. Meanwhile, the air in upper cavity of the interlocking valve is released, the lower piston of
the interlocking valve is opened under the action of the spring which makes the astern and ahead
cavities of the gearbox control valve communicate with the reversing control valve. At this time
the control wheel is on the disengaging position and the reversing control valve is closed, the
disengaging cavity of the gearbox control valve is communicated with the compressed air, the
astern and ahead cavities of the gearbox control valve are all open to atmosphere. Thus, the engine
is under idle running condition and the signal lamp of disengaging lights.

13.3.2.1.3 Ahead (astern) running

Although the disengaging cam is out of contact with the tappet of the disengaging valve when
turning control wheel in clockwise (counter-clockwise) direction across the disengaging position,
the disengaging valve remains open due to the self-lock function of the piston in its lower cavity.
Meanwhile, the reversing ahead (astern) control valve is lifted by the ahead (astern) cam, the
low-pressure air passes through the ahead (astern) cavity of the interlocking valve into the ahead
(astern) cavity of the hydraulic gearbox control valve to carry out ahead (astern) engaging. 1.5
seconds later after engaging the gearbox oil pressure is established. The pressure relay energizes
the solenoid valve C. The air in the lower cavity of the disengaging valve through the solenoid
valve C is released to atmosphere and the disengaging valve closes. Then the fuel limiting valve
releases the remained air through the disengaging valve and disengages its fuel-regulating lever,
the gearbox and engine are under ahead (astern) running condition and the ahead (astern) signal
lamp lights. At the same time, the air in the right cavity of the one-way release valve is released
through the solenoid valve C and the piston of the one-way release valve shifts to the right to

92
release the air in the big piston cavity of the disengaging time delay valve through the one-way
release valve. The one-way release valve will resume its original position under the action of the
spring.
If the solenoid valve C fails to actuate, pull the release valve with hand to close the disengaging
valve and disengage the fuel cut-off valve disengage with the fuel-regulating lever.

13.3.2.1.4 Reversing (ahead → astern)

Turn the control wheel from ahead (astern) position directly to astern (ahead) position. When the
control wheel passes across the disengaging position, the disengaging cam lifts the tappet of the
disengaging valve and the low-pressure air from the pressure-reducing valve passing through the
disengaging valve is divided into four parts. The first part flows to the disengaging time delay
valve. The second part flows to the fly-ball valve. The third part flows to the fuel-limiting valve to
reduce the fuel supply. The fourth part passes through the disengaging release valve to the
interlocking valve to cut off the air from the reversing control valve. At this time, the engine is on
ahead (astern) running; the big piston in the ahead (astern) cavity of the interlocking valve is lifted
by the low-pressure air and cannot close, the gearbox remains head (astern) running. On the other
hand, the astern (ahead) reversing control valve is lifted by the astern (ahead) cam and admits the
low-pressure air from the reducing valve into the astern (ahead) cavity of the interlocking valve.
When the engine speed down to less than 60% of rated speed, the fly-ball valve opens; the
low-pressure air passing through the fly-ball valve is divided into two air parts. One part flows to
the inlet hole of the disengaging time delay valve for counting time; another part enters the upper
cavity of the reversing astern (ahead) control valve, the reversing astern (ahead) control valve is
lifted by the astern (ahead) cam and remains open, and the reversing ahead (astern) control valve
closes and connects to atmosphere. Meantime, the air in the ahead (astern) cavity of the gearbox
control valve passes through the interlocking valve and enters the reversing ahead (astern) control
valve to be released. Then the gearbox is on disengaging condition. After 3 seconds time delay, the
air pressure in the disengaging time delay valve is established and its big piston lifts the conical
valve to admit the low-pressure air to the disengaging release valve and push the big piston to cut
off the air to the disengaging valve. Meanwhile, the air in upper cavity of the interlocking valve is
released, the lower piston of the interlocking valve is opened under the action of the spring; the
low-pressure air from the astern (ahead) cavity of the interlocking valve enters the astern (ahead)
cavity of the gearbox control valve to carry out astern (ahead) engaging. 1.5 seconds later after
engaging the gearbox oil pressure is established. The pressure relay energizes the solenoid valve C.
The air in the lower cavity of the disengaging valve through the solenoid valve C is released to
atmosphere and the disengaging valve closes. Then the fuel-limiting valve releases the remained
air through the disengaging valve and disengages its fuel-regulating lever; the gearbox and engine
are under astern (ahead) running condition and the astern (ahead) signal lamp lights. At the same
time, the air in the right cavity of the one-way release valve is released through the solenoid valve
C and the piston of the one-way release valve shifts to the right to release the air in the big piston
cavity of the disengaging time delay valve through the one-way release valve. The one-way
release valve will resume its original position under the action of the spring.
If the solenoid valve C fails to actuate, pull the release valve with hand to close the disengaging
valve and disengage the fuel cut-off valve disengage with the fuel-regulating lever.

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13.3.2.1.5. Engine shutdown
Turn the control wheel to the disengaging position and depress the stop button on the instrument
panel to actuate the solenoid valve B. The high-pressure air from the air bottle passes through the
solenoid valve B, and to the fuel cut-off valve to cut off the fuel supply and stop the engine.
If the solenoid valve B fails to actuate, the engine can be stopped directly by means of depressing
the button of the solenoid valve on the governor. If there is not power supply, depress the handle
of hand-operated valve to admit the high-pressure air into the fuel cut-off valve to cut off the fuel
supply and stop the engine.
In addition, if it is necessary to stop engine in emergency, besides the methods above-mentioned,
the engine can be stopped by means of depressing the emergency stop button on the instrument
panel, regardless of the position of the control wheel. However, the control wheel must be turned
to the disengaging position after stopping the engine in order to get ready for starting in next time.
Caution! In the case of stopping engine by depressing the stop button, don’t release the button
until the crankshaft of the engine does not rotate, otherwise it is liable to result in over-speed.

13.3.2.2 Working procedure for remote control mode

In the case of remote control in the centralized control cabinet or in the ship bridge, first turn the
handle of the actuating mechanism of Model TDY300B or CDY-1B electrical remote control
device in the engine room and the changeover switch on the instrument panel to the remote
position, then depress the starting (stop) button to actuate the solenoid valve A (B) to start (stop)
the engine. The handle of the electrical remote control device can drive the engine control wheel
through its actuating mechanism to carry out engine accelerating, decelerating, gearbox
disengaging, gearbox engaging and reversing. The working principle is same as that of the local
control mode.
For the details for the remote control device, see “Instruction Book for Model TDY300B or
CDT-1B Diesel Engine Electrical Remote Control Device”.

13.3.2.3 Working procedure for independent mode

In the case of independent control of engine and gearbox, closing the pressure reducing valve and
depressing the handle on the main starting valve can start the engine. Shifting the handle of
gearbox reversing valve may carry out gearbox disengaging, engaging and reversing. Turning the
engine control wheel may cause the engine to accelerate or decelerate. The methods except for the
first method described in chapter 13.3.2.1.5 can be used for stopping the engine.
For the details for the gearbox, see “Instruction Book for Model GWC or GWD Marine Gearbox”.

13.3.3 Valve maintenance

The compressed air for the manoeuvring system should be clean, the air filter should be cleaned
periodically, and water contained in the compressed air should be removed in time. During
dismantling and mounting the valves, keep all parts clean and lubricate a coat of clean lube oil on
the valve and its body if necessary.
The nuts and screws for the valves and pipe connectors should be tighten properly and uniformly
to avoid the deformation of valve bodies, which will affect the smooth movement of the valves.
The worn valve can be remedied by means of grinding and the damaged or useless seal component
should be replaced. However, special attention should be paid to the repair quality and the quality

94
of new sealing component. Tightness and operation test should be carried out for the repaired
valve.

13.4 Manoeuvring system for generating set

13.4.1 Manoeuvring system scheme

Manoeuvring system A for generating set

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1. Control panel 2. Local indicator 3. Changeover switch 4. Remote indicator
5. Starting valve 6. Solenoid valve 7. Crossover valve 8. Main starting valve
9. Hand-operated starting valve 10. Pressure gauge 11. Air bottle 12 Tachometer motor
13. Over-speed protection device 14 Pressure gauge 15. Solenoid valve 16. Air distributor
17. Turning control valve 18. Injection pump 19. Fuel cut-off valve 20. Governor
21. Speed setting indicator knob 22. Load limit knob 23. Speed setting knob 24. Speed droop knob

Manoeuvring system B for generating set

1. Local control desk 2. Solenoid valve B 3. Crossover valve 4.Main starting valve
5. Hand-operated valve 6. High-pressure air filter 7. Air bottle 8. Air compressor
9. Starting valve 10. Turning control valve 11. Air distributor 12. Injection pump
13. Solenoid valve A 14. Fuel control valve 15. Governor

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13.4.2 Operating principle
There are local control mode and remote control mode for the manoeuvring system. The control
mode can be selected by turning the changeover switch. When the changeover switch is turned to
the “remote” position, the engine can be maneuvered on the center control desk in the control
room.
Starting:
There are starting buttons both on the control panel beside the engine and on the center control
desk. When depressing the starting button energizes the solenoid valve B, the compressed air
passes through the crossover valve into the upper cavity of the main starting valve to open the
release valve. The rear cavity of the valve cup is open to atmosphere. The valve cup is lifted by the
compressed air in its lower part; the starting air enters the starting air main pipe, from where the
air is divided into two pars, one part flows into the starting valves on cylinder heads, and another
part passes through the turning control valve, which will close during turning the engine for safety
and protection, to the air distributor, which opens the starting valves according to the starting
timing and admits the high-pressure air to enter the cylinders and start engine.
If the starting button fails to start the engine, which is probably due to poor contact of the starting
button or terminals or the damage of the solenoid valve, the engine can be started directly by
depressing the handle of the hand-operated starting valve to admit air passing through this valve
and the crossover valve to the main starting valve.
Caution!
In order to avoid rude starting, the load limit knob on the governor should be turned to the position
of starting before starting. After starting turn the button to the position of the rated output load.
Accelerating and decelerating:
Both on the local control desk beside engine and on the center control desk are provided
“Accelerating” and “Decelerating” buttons. Depressing the buttons can actuate the servomotor on
the upper part of the governor to rotate in clockwise or counter-clockwise direction, and the
servomotor can adjust engine speed through the transmission mechanism inside the governor,
If the buttons fail to carry out accelerating and decelerating, which is probably due to poor contact
of the buttons or terminals or the damage of the servomotor, the engine speed can be changed
directly by turning the speed setting knob on the governor.
Stopping:
Both on the local control desk beside the engine and on the center control desk are provided the
stop buttons. When depressing the stop button energizes the solenoid valve A, the compressed air
enters the fuel cut-off valve to push the fuel-regulating lever to cut off the fuel delivery and stop
the engine.
If the stop button fails to stop engine, which is probably due to poor contact of the buttons or
terminals or the damage of the servomotor, directly turn the load limit button on the governor to
zero position or depress the stop button on the upper cover of the governor to empty the oil under
the dynamic piston to cut off the fuel delivery and stop the engine.
Caution!
Before shutdown, the engine should be slowed down to about 40% of the rated speed; otherwise it
will result in rude starting in next time.
The over-speed protection device is provided for the manoeuvring system. When the engine speed
exceeds the limited value, the protection device will energize the solenoid valve A, the

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compressed air enters the fuel cut-off valve to cut off the fuel delivery and stop the engine.
The air path is open. The compressed air is admitted into the fuel cutoff valve to stop the engine.
Speed droop
The speed droop can be adjusted by turning the speed droop knob on the governor.
δ= (n2-n1)/n1
Where,
n1---engine speed before changing the load,
n2---engine speed after changing load.
δ---speed droop.
Δ= (N2-N1)/N1
Where,
N1---engine speed on rated load,
N2---engine speed after unloading,
Δ--- steady speed regulation rate.
This shows that adjusting the speed droop knob may change the steady speed regulation rate of the
engine and make the parallel operation of two generating sets possible.

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14. Governor
Model YT111G lever type hydraulic governor is used for marine engine; Model YT111B dial type
hydraulic governor is used for stationary engine.

Level type governor Dial type governor

1. Shutdown solenoid device 1. Servomotor
2. Low speed limit 2. Terminal shaft
3. High speed limiting 3. Speed setting knob
4. Control shaft 4. Speed droop knob
5. Terminal shaft 5. Compensation pointer
6. Compensation pointer 6. Speed setting indicator knob
7. Compensating needle valve 7. Load limit knob

The rated torque of the governor is 1088.9 N. cm (111kg.cm). On the top of the governor is
provided a 24V D.C. shutdown solenoid device, which may be operated by hand or by electric
remote control, or combined with the temperature and pressure sensors to serve as shutdown
protection due to engine failure. The governor is installed on the rear end of the engine and driven
by the camshaft gear through a pair of bevel transmission gears.
For level type governor, engine speed is adjusted by controlling the level that changes the
deformation of the governor spring through a mechanism including control shaft, rack and sector
gear. Beneath the rear side of the control shaft is provided the output shaft, which actuates the fuel
injection pump rack through the fuel regulating mechanism.
On the top of the dial-type governor is installed a servomotor, which is used for adjusting speed
and frequency and sharing load remotely. The steady speed regulation rate which influences load

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distribution on paralleled engines can be adjusted by turning the speed droop knob. Engine speed
can also be adjusted be turning the speed setting knob, and indicated approximately on the speed
setting indicator. The load limit knob is used for limiting the maximum output position to avoid
rude start or over-speed. Turning this knob to zero position may also carry out shutdown of the
engine.

14.1 Maintenance of governor

In the operation of the governor its oil level must be kept between two marks on the oil level
indicator and with a distance of about 15mm to the top surface. The governor oil should be clean
VG32 turbine oil and free of water and foreign matter. Dirty oil is the major cause of deteriorated
governor performance. Oil working pressure of the governor is 0.78Mpa.
Engine hunting or surging are possibly due to the following causes:
a. Dirty oil or sludge in the governor;
b. Low oil level which permits air to enter and causes foaming;
c. Low oil pressure;
d. Lost motion in engine linkage or fuel pumps;
e. Binding in engine to the governor linkage or fuel pumps;
f. Fuel linkage incorrectly set;
g. Power piston is sticking;
h. Compensation adjustments of the governor are incorrect;
For the detail assembly instruction, see the operation manual for the governor. The compensation
adjustments are described briefly as follows:
a. Compensating needle valve
Too small opening of the compensating needle valve may cause slow response of the governor or
hunting at low speed. Too large opening of the needle valve may cause hunting at high speed. The
average needle valve setting is 1/4 to 3/4 open. After changing oil, turn the output shaft or loosen
the compensating needle valve to let the engine hunt for a short time to vent air from the governor
oil.
b. Compensation pointer
Turning the compensation pointer too much to the maximum direction may cause surging during
sudden variation of the engine load. Turning the compensation pointer too much to the minimum
direction may cause hunting. In general, the compensation should be adjusted as small as possible
till the engine hunting stops.

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15 Instrument panel

The maneuvering instrument panel is installed at the free end of the marine engine. On the panel
there are an electrical tachometer actuated by the current signal from the tachometer motor and 8
pressure gauges for indicating lube oil pressure, fuel pressure, cylinder head lube oil pressure,
injector cooling oil pressure, injector cooling oil pressure, compressed air pressure, fresh water
pressure and injector cooling oil pressure respectively.
The maneuvering instrument panel indicates pressure only. The temperature gauges and
temperature sensors are installed on the corresponding pipes. The following temperature gauges
and temperature sensors are attached to the engine:
a. Model WNG-11 mercury thermometers on outlet water pipe for each cylinder, Injector
cooling oil return pipe and after injector cooling oil cooler;
b. Model WRF thermocouple pyrometers for exhaust temperatures of cylinders and exhaust
temperatures before and after turbocharger;
c. Model WNG-11 mercury thermometers (0-200℃) for air temperatures before and after air
cooler;
The following instruments should be installed by customer himself:
a. Thermometers for inlet and outlet water temperatures;
b. Thermometers for inlet and outlet lube oil temperatures;
c. Pressure gauges for lube oil pressures before and after the lube oil filter.
For the installing positions, see the relevant figures in chapter 5 of part I.
All instruments should be checked periodically and calibrated once every year.
For stationary engine, a local control desk is provided for replacing the instrument panel. On the
local control desk there are buttons for start, shutdown, acceleration, deceleration and others,
signal lamps and changeover switches.

101
16. Drawings for attached special tools

No. Drawing No. Name Drawing

Tool for
1 GJG-01-100N dismantling
valve collet

Portable tool
for lapping
2 GJG-01-210
intake and
exhaust valve

Tool for
3 GJG-01-300 dismantling and
lifting injector

102
No. Drawing No. Name Drawing

Tool for lifting

4 GJG-01-400
cylinder head

Cylinder head
5 GJG-01-600
nut spanner

Hydraulic
stretcher for
6 GJG-01-700
cylinder head
nut

103
No. Drawing No. Name Drawing

Hydraulic
7 GJG-02-100 stretcher for
pull-rod bolt

Pull-rod bolt
8 GJG-02-200
nut spanner

Tool for
9 GJG-03-100 dismantling
cylinder liner

104
No. Drawing No. Name Drawing

Tool for
dismantling
10 GJG-04-100
main bearing
cap

Box spanner for

11 GJG-04-201 main bearing
nut

Spanner for
flywheel end
12 GJG-04-300N
main bearing
nut

105
No. Drawing No. Name Drawing

Tool for
13 GJG-05-A100
installing piston

Tool for lifting

14 GJG-05-200
piston

GJG-06-101A Box spanner for

connecting rod
15
nut
GJG-06-102 Spanner bar

Tool for
GJG-07-100N dismantling
16
GJG-07-200N main bearing
bush

106
No. Drawing No. Name Drawing

Spanner for
17 GJG-07-300 flywheel bolt
nut

Tool for
dismantling
18 GJG-07-500 main bearing
bush on
flywheel end

Tool for
dismantling
19 GJG-07-600 connecting rod
bush without
lifting piston

107
No. Drawing No. Name Drawing

Box spanner for

20 GJG-07-700 crankshaft rear
gear nut

Spanner for
21 GJG-07-800
flywheel nut

22 GJG-07-900 Bridge gauge

108
No. Drawing No. Name Drawing

High pressure
oil pump for
23 GJG-12-100
dismantling
cam

Tool for
24 GJG-12-300N dismantling
camshaft

109
No. Drawing No. Name Drawing

Hydraulic tool
25 GJG-12-500 for mounting
cam

Spanner for
26 GJG-24-100 manual
reversing

Tool for
dismantling
27 GJG-45B-100 delivery valve
seat of injection
pump

110
No. Drawing No. Name Drawing

Position plate
28 GJG-46-100N for installing
injector

Spanner for
adjusting tappet
29 GJG-57-100
of injection
pump

Level bar for

30 GJG-57-300 tappet of
injection pump

Spanner for
dismantling
31 GJG-57-400N
delivery valve
cap

111
No. Drawing No. Name Drawing

Tool for
dismantling
32 GJG-B58A-000
impeller of
water pump

Tool for
33 GJG-81-100N hoisting the
engine

112
No. Drawing No. Name Drawing

Tool for testing

34 GJG-88-000
injector

113