MAN B&W Diesel A/S

PAA TS AND TOOLS

I NSTRUCTIONS FOR
K-ENGINESoLARGE BORE
Edition 3
 INSTRUCTIONS FOR K- TYPE ENGINES

The purpose of this book is to provide general information about the design, the
maintenance, and the dismantling of B&W 2-stroke, crosshead engines.

The contents have been prepared on the basis of engine type K84-F, but the
book should not be taken to apply to any specific engine.

When designations with a liD are used in text and on drawings, they refer to
II

Data book "K-l". This Data book is made separately by the engine builder and
contains individual da ta applying to the particular engine.

MAN B&W Diesel A/S

Teglholmsgade 41 Telephone +33 85 11 00
DK-2450 Copenhagen Telex 16592 manbw dk
Denmark Telefax +33 85 1030
 BEDPLATE, FRAMES, TIE-BOLTS ETC. 801

IN D EX CYLINDER LINER AND COVER 802

PISTON AND PISTON ROD ETC. 803

PISTON ROD STUFFING BOX 804

CONNECTING ROD AND MAIN BEARINGS 805

CHAIN DRIVE, CAMSHAFT, INDICATOR DRIVE 806

CYLINDER LUBRICATORS 807

TURBOCHARGER SYSTEM 808

VALVE GEAR 809

EXHAUST VALVE 810

FUEL FILTER 811

FUEL PUMP 1112

FUEL VALVE 813

SPEED CONTROL SYSTEM 814

REVERSING AND STARTING MECHANISM 815

SAFETY DEVICES 816

THRUST BEARING • 817

TURNING GEAR 818

TIGHTENING-UP INSTRUCTIONS 819

GENERAL VIEW 820

 801.01

BED PLATE, FRAMES, TIE-BOLTS, ETC.

A. Descri ption

Plate 80100

A cut-away illustration of the engine, showing its principal components, is

inserted in section 820 in the end of this book.

The engine bedplate is seated on the foundation at the bottom of the ship and
is secured by means of foundation bolts, so that the transverse play is absorbed
by the side-chock bolts and the fore-and-aft play by the end-chock bolts. The
bearings for the crankshaft (the main bearings) are incorporated in the bedplate
cross girders and consist of bipartite shells, which are tightened together by
means of studs and covers. A thrust beari ng fitted at the after end of the crank-
shaft takes up the axial thrust arising in the shafting when the propeller is rotat-
ing.

To support the cylinder units, a number of A-shaped engine frames are positioned
on the upper si de of the bedplate and carryon the top the scavengi ng ai r box
and, above this, a sectioned cooling jacket.

Bedplate, frames, scavenging air box, and cooling jackets are tightened together
by means of tie-bolts, whose lower nuts 0635 bear againsT The bedplate cross
girders. The upper nuts are tightened against the upper side of the cooling jackets
by means of hydraulic tools.

A chain transmission is arranged to drive the camshaft for the valve actuating g••or
and fuei pumps as well as the 9'vernor, starting air distributor, and cylinder lu-
br icators.

Opposite each cylinder the scavenging air box is provided with openings connec-
ted to a plate-iron pipe which extends along the scavenging air box over the full
length of the engine and acts as receiver for the scavenging air from the turbochor-
gers. The bottom of the scavenging air box, which also forms the upper limit of
the crankcase, is provided with holes for the passage of the piston rods. Tightness
at the passages is ensured by means of stuffi ng boxes .•

The operating gear of the engine, comprising all the devices, appliances, and
instruments required for supervisicn and manoeuvres, may be mounted either beside>
the engine or in a special control room.
 801.51

BED PLATE, FRAMES, TIE BOLTS, ETC.

Plate 80 la 1 C. Tools

This plate shaws a general version of foundation bolts as well as side-and

en~chock bolts which are designed for hydraulic tightening.
Plate 80151
B. Maintenance The tie-bolt nuts must only be unscrewed and tightened by means of the
hydroul ic tools suppl ied by the engi ne bui Ider.
The maintenance is dealt with in the subsequent sections relating to the"above-
mentioned components.
a. Removol of tie-bolt nuts:

1. Loosen the steadying pins 80100/1070-1347. If the tie bolt is to be dismount-

ed, the steadying pins should be entirely removed. In the case of tie bolts
-0-
provided with steadyi ng screws 80100/1436-1614, these are to be unscrewed
so for that the groove A made in the thread becomes visible outside the lock
nuts.
2. Loosen the tie-bolt nuts by means of the hydraul i c tool (see section 819).

b. Tightening of tie-bolt nuts:

1. The tie bolts should be tightened successively, commencing nearest the centre
of the engine and continuing olternotely towords the forward and after ends.

2. When all tie bolts have been tightened in the prescribed order, fit the tighten-
ing tools again on the two first bolts and repeat the procedure in the same
order, cha rging to the same pressure as before. Now retighten the nuts, if
possible, and check that they bear ••gainst the support before relieving the
tightening tools of the pressure.

3. If only one set of tie bolts for one cylinder has been tightened according to
the above procedure, it should furthermore be checked that all tie bolts in
the entire cylinder group are correctly tightened. It is also advisable to
check all tie bolts at least once a year.

4. When the tie bolts have been tightened, they are to be secured against
vibrations by means of steadying pins or screws, which ar!! fitted as follows:

STEADYING PINS

Screw the housings 80100/Fl in until the pins 80100/1258 touch the tie bolt.
Hold the pins with a spanner while tightening the housings with a pin spanner.
Finally, tighten all the lock nuts. When fitted, it must not be p<)Ssible to turn
the steadying pins in the housings.
801.52

STEADYI NG SCREWS

Check all the steadying screws 80100/F2 for easy fit on the thread, and screw
them in by hand (without spanner) until they touch the tie bolt. Now tighten
all the screws with an ordinary spanner. During the tightening none of the
screws must turn very much, as this would mean that the screw does not touch
the tie bolt.

If, by a mishap, the upper end of the tie bolt with the thread for the tool
should break in such a way that at least 3 threads are intact, the nut 0510 may
be used as assembling nut. This makes it possible to tighten the tie bolt by
using the hydraulic tightening tool as nut. In that case adapted shims 0421 must
be fitted between the pressure cylinder and piston of the tightening tool before
relieving the latter of the pressure. See also D 801.

Plate 80152

If the holding-down bolts as well as the bolts for side and end chocks are tight-
ened hydraulically. the tightening is to be perfarmed as described in section 819,
and at the pressure indicated on the tightening tool.

For the first tightening of holding-down bolts and bolts for side and end chocks,
charge to twice the stated pressure (however. maximum 1000 kp/cm2). Run the
engine with the bolts so tightened for the first 1,000 service hours, following
which the bolts should be slackened and then retightened at the pressure indicated
on the tightening tools.

SUBSEQUENT CHECKING OF BOLT TIGHTENING

1. Before checki ng the bolt tightening. check that the supporting chocks are
firmly fixed. If securing plates for supporting chocks have been fitted, check
the chocks to the greatest possible extent.

2. Increase the pressure of the hydraulic tightening tool slowly while trying
constantly with the tommy bar whether the nut is loose. Note the oil pressure
read on the pressure gauges when the nut can be loosened.

3. The tightening may also be checked by marking off the position of the nut
in relation to the bolt before loosening the nut, and subsequently increasing
the pressure of the tool unti I the nut can be loosened. Now set the tool at
the stated oil pressure without entirely relieving it of the pressure, tighten
the nut, and note the angular deviation from the initial position.

4. Then tighten the bolt again to the stated pressure.

-0-
 802.01

CYLINDER LINER AND COVER

A. Description

Plate 80200

Each cylinder unit consists of a heavy cooling jacket 1207 fitted on the scaveng-
ing air box 5134. All cooling jackets in each cylinder group are tightened togeth-
er to form a who Ie.

Each cooling jacket is provided at top and bottom with large circular openings in
which the cylinder liner 1118 is fitted in such a way as to enable it to expand
freely with temperature changes. Centering is achieved by means of a guide rim on
the cylinder liner.

The liner, which is made of perlitic cast iron, extends somewhat down the scaveng-
ing air box 5134. Sealing for the scavenge air at top of the scavenging air box is
obtained by means of silicone rubber rings 2464 placed in turned grooves in the
liner.

The portion of the cylinder liner encased in the scavenging air box has a row of
ports F (scavenge ports) placed at such a height that they are uncovered by the
upper edge of the piston when this is at bottom dead centre.

The cylinder liner is furthermore provided with a guide ring 9338-9972 to obtain
improved circulation of cooling water at the top of the cooling jacket.

Lubricating oil is led to the cylinder liner through the threaded holes H, in which
are fitted the extensions 2008 and 5045 incorporating non-return valves.

Each cylinder liner is closed at the top by a cylinder cover, plate 80201, of
heat-resistant special steel, resting with one surface against the liner and
guided on the latter by a turned guide rim. A sealing ring 80201/4857, which
must be carefully adapted to the conical contact surface, is inserted in a
turned groove in the conical part of the cover. The cover is tightened against
liner and cooling jacket by means of a number of studs 1029, 2286 and 2919,
fitted in the cooling jacket.

In the cover exhaust valve, fuel valves, starting valve and safety valve are so
arranged that the exhaust valve is placed at the centre. providing for satisfactory
discharge, while the other valves are placed readily accessible around it .

The coaling water space encloses the cylinder liner to somewhere above the
•
scavenge ports. Cooling WQter is led through the opening S in the jacket and
is then directed to the cylinder caver through two external pipes 0317-0684 and
2820-3265. Sealing off for the cooling water at the bottom of the cooling jacket
is provided by means of two si Ii cone rubber rings 2464.
802.02

802.51

CYLINDER UNIT AND COVER

B. Maintenance

The cooling jacket is provided with cleaning cavers 1574, which should now C. Tools
and then be removed for inspection of the condition of the water space. For
the same purpose the cylinder cover is provided with cleaning Covers 80201/
4124 and a plug screws 80201/0386. CYLINDER COVER

For inspection of the scavenge air chamber, inspection doors 5223 are fitted on Plate 80257
the sides of the Scavenging air box, and these doors should be removed at inter-
vals so as to check the cleanness of the chamber. The state of the piston rings o. Dismantling of cylinder cover
may also be portly checked through the holes of the inspection COvers 5312.
1. Dismantle the exhaust bends. Disconnect pipes for fuel oil, cooling water.
After a possible scavenging air fire the fitted bolts 5689 and pipe sections 5590 and starting air, so that the cylinder cover is free.
should be inspected. In case of deformation of the pipe sections, these should be
exchanged and the fitted bolts retightened, as stated in D 802. L. Loosen and dismantle the guide bearing B (see section 810).

3. Remove the nuts for the cover studs by means of the pneumatic impact
spanner 1151-1428, and loosen the cover from the liner by means of 4
- 0-
dismantl ing screws 0716.

4. Fasten the hooks 0805 with wire ropes 0350 and 0449 to the cylinder cover,
and connect a tackle hook. Liff the cover clear of the studs and land it on
wooden planks on the gallery.

b. Maintenance of valve bushes in cylinder cover

Plate 80253

Bush for fuel valve

1. Clean the bush of carbon deposits by means of the reamer 0329, fitting
the bowl 0418 at the bottom of the bush as shown.

?. Remove marks and scores on the contact face at the bottom of the bush,
using the milling tool 1120.

3. Grind the contact face with the grinding tool 1497 smeared with grinding
paste.

4. The fuel valve bush is removed by means of the extractor tool 3544.

5. The contact face for the bush in the cylinder cover is cleaned with the
milling tool 3099 .•
802.52
802.53

Bush for storting volve Note: The sealing ring should always be adapted to the cylinder liner on
which the cylinder cover concerned is to be fitted.
1. Grind the contact face for the starting valve by means of the grinding
When finished, the ring should fit in such a way that the gauge touches
tool 1219 smeared with grinding paste.
the upper edge of the ring over the entire circumference while the cuts bear
against each other and the conical faces everywhere rest on the cylinder li-
2. The bush is removed from the cylinder cover by means of the extractor
ner.
tool 1853.

2. Before the cover is placed on the cylinder liner it should be checked that
3. Marks on the contact face in the cylinder cover are removed by means
the joint faces are clean. If there are marks or scores the faces must be
of the milling tool 4256.
ground with the grinding ring 0994. One side of the ring fits the contact
face of the cover and the other the contact face of the cylinder liner.
Bush for safety valve
3. Clean the contact faces of the nuts carefully. This also applies to the threads
of nuts and studs. after which the threads are smeared with a mixture of
1. Grind the contact face with the grinding mandrel 1308 smeared with graphite and oil. Check that the nuts fit the threads so easily that they can
grinding poste.
be screwed on by hand.

2. The extractor tool 2387 is used for dismantling the bush.

4. Make sure that the clearance between the joint faces of the cover and the
liner is the same all the woy round, which is checked with a feeler at the
3. Marks and scores on the contact face in the cylinder cover are removed If differences are found,
check slots cut in the recess on the cylinder cover.
by means of the milling tool 4989.
screw two nuts on where the clearance has its maximum value and tighten
with a skeleton spanner until the clearance is the same everywhere.
c. Mounting of cylinder cover
5. Screw on the remaining nuts and examine whether the nuts are bearing uniformly
Plate 80252 over the enti re contact face.

1. To avoid corrosion of the conical faces of cover and liner, it is important 6. Now give two diamentri cally opposite nuts a uniform pretightening with a
that these faces are carefully cleaned with a wire brush before assembling skeleton spanner until the cover is bearing on the entire joint face, which
and then smeared with Apexior. Immediately before the cover is fitted is checked by means of a feeler.
in place, these faces should be smeared once more, this time with a
soft mixture of Apexior and graphite in a suitable layer so that the space 7. After th is, mark the slots in the tightening gauge 1606 with chalk on the
between the conical faces of the cover and the liner is well filled up. spanner and the cyl inder cover.

Normally nothing should be done to the sealing ring 80201/4857 in the 8. Now use the impact spanner 1151 to give two diametrically opposite nuts
cylinder cover, and it must under no circumstances be attempted to loosen a tightening that corresponds to the stated angle (see D 802), whi ch is
the ring in the groove, as the ring is intended to remain fixed. If for achieved when the chalk marks register. Then tighten the two nuts located
some reason it becomes necessary to exchange a sealing ring, or the approximately halfway between the two first according to the stated angle,
cylinder cover's to be fitted on another cylinder, a new ring should be and repeat the procedure until the remaining nuts have been tightened.
fitted as follows:
It is very important that all studs are given the same tightening and the
The sealing ring 80201/4857 is cut through in one place with a hack saw stated angle must therefore be observed . •
as shown, and the cuts are then filed until it fits on the cylinder liner
according to the gauge 80251/0658. In the case of new studs or nuts, the tightening should be effected according
to the gauge 1606 as described above, after which the nut is loosened and
retightened according to the gauge. This is done to obtain uniform bearing
between the enti re threads on the stud and the nut.
802.54

CYLINDER LINER

PIate 80251

I Disconnect the pipes for cylinder lubrication at the cylinder, and remove
the. unions for admittonce of lubricating oil.

:' Place the crassbor 0470 under the cylinder, and fit the bolts 0381 in the
cro<sbar as shown.

3. Place the crossbar 1093 on two apposite cover studs as shown, and fasten
the bolts :1381 in the crossbar 1093.

4. In order to pull up the cylinder liner, tighten the nuts 0103 until the
liner is free.

S If the liner cannot be loasened with a >panner, two hydraulic jacks are
placed between the crossbar 1093 and the ring 0292. The jacks are
connected to one another and to a manually operated pump. Then oil is
pumped into the jacks until the liner comes loose. The hydroulic jacks
must not be overloaded or the permissible travel exceeded (see section
819).

6. Tighten the crossbar 1093 against the liner, connect a tackle, and I;ft the
liner as shown and land it on wooden planks on the gallery.

7. If the headroom is restricted, the collar 1548 is fitted round the liner, which
is then lowered until the collar rests on the cylinder frame, after which the
tools 0381, 0470, and 1093 are removed.

8. Fasten the lifting device 1271-1459 to the collar 1548, connect the tackle
hook to the lifting device, and swing the liner clear of the cylinder studs
and land it on wooden planks on the gallery.

9. Before fitting a liner in place in the cylinder frame, it is important to fill

up the space at the flange joint with jointing paste (asbestos compound) all
the way round the prevent corrosion in this place.

10. For pressing dawn the cylinder liner, use the crossbar 1093 together with
the distance pieces 0925 and two of the cover studs as shown.

If the sealing rings 80200/2464 become leaky, an additional ring 1637 may
provisionally be packed against the cooling jacket by means of the clamp 1726
and the screws 1815. The sealing rings 80200/2464 should be renewed at the
first opportunity.

- 0 -
 803.01

PISTON AND PISTON ROD ETC.

A. Description

Plate 80300

Each piston consists of three main components, a piston crown 1078 of heat-
resistant steel. a piston skirt 1890 of perlitic cost iron. and a ring-shaped
cooling element 1434 of molybdenum steel. This cooling element serves to
circulate the cooling oil and to transmit the forces from the piston crown to
the piston rod. The piston rod is fixed between the piston crown 1078 and the
piston skirt 1890 by means of the clomp ring 1701 and the screws 2324.

Each piston is provided with six piston rings 0544, 0633, 0811 and 0900, which
are located in the piston crown, where they rest on the cast- iron carrier rings
0722, whi ch are pressed and caulked into turned grooves. The three uppermost
rings 0544 and 0633 are narrow rings having diagonal cuts, whereas the next
two rings 0811 are brood and have on S-seal. The lowermost ring 0900 is on
oil distributor ring, also with diagonal cut. All the rings are slightly chamfer-
ed on the edges facing the cylinder liner in order to ensure the retention of
the oil film during the wearing-in of new rings.

The piston rod is provided with a bore from the upper side of the flange to a
point opposite the middle of the crosshead. To the funnel of the cooling element
is fitted on oil discharge pipe 1345 which, through the bore in the rod, extends
to the level of the discharge through the crosshead.

The lower port of the piston rod has a smaller diameter which corresponds to a
bore in the crosshead 2057, the latter being secured to the piston rod by means
of the nut 2507. The piston rod is provided with a guide pin 1989 to ensure cor-
rect location.

The crosshead is fitted with two crosshead
bars of the engine frame~. The position of
by the guide p'ns 0455, and the shoes are
The sl iding surfaces of the crosshead shoes
in which oil grooves are cut to ensure on
shoes 0188, which travel in the guide
the shoes on the crosshead is determined
fastened by means of the screws 0366.
are provided with a layer of white metal,
ample supply of lubricating oil.

Plate 80301

The piston is cooled with oil supplied from the pressure oil system of the engine.
The oil is admitted through the pipe 0157, from where it is led to the cooling
chamber in the piston through the telescopic pipe 0979, the brocket 1314, bores
in the crosshead, and the annular area around the oil discharge pipe in the piston
rod bore. The oil is led away through the centre pipe in the rod and flows through
bores in the crosshead and through the pipe 3283 to the slotted pipe 1770, through
which the oil is directed past the control glosses fitted in the crankcase doors,
where the oil temperature and flow can also be checked.
803.02
803.51

B. Maintenance PISTON AND PISTON ROD ETe.

Plate 80300
C. Tools
Careful maintenance of the piston rings is af the greatest importance for the relia-
bility and ecanomy of the engine and for the life of the cylinder liners. In this
Plate 80351
connection reference is made to section 706 in the instruction book volume K-7
"Operation" .
a. Dismantling of piston with rod and stuffing box
As regards piston ring clearance, checking af wear of carrier rings as well as the
use of aversize piston rings, see the clearance tables in D 803. 1. Turn the piston into top dead centre.

2. Dismantle the cylinder cover (see section 802).

During piston averhauls also the cooling chambers should be cleaned of burnt oil
which may2 have been deposited. The cooling chambers have been pressure-tested
at 6 kp/cm • 3. Remove the locking device for the piston rod nut, and fit the hydraulic
tool on the piston rod. (Plate 80352).
It is determi ned from the appearance of the pistons and from the measured wear
4. Loosen the piston rod nut according to the instructions given in section
of the cylinder liners whether lubrication has been satisfactory, and how many
819, and. dismantle it.
service hours may be permitted before the next overhaul. The permissible service
period depends greatly on the operating conditions of the engine, the quality of
5. Recut the threaded holes in the piston crown, if necessary, fit the lifting
the fuel oil used, and the condition of the cylinder liners. If the cylinders are
piate 0518 to the crane block and attach it ta the piston crown with the
heavily worn, the overhaul must be carried out more frequently.
screws 0429.

6. While the piston with rod is hanging in the crane, turn the crosshead
clear of the threaded end of the piston rod, so that the tool for the
stuffi ng box can be maunted.

7. Fit the guide 0152 with the piston-rod dowel pin in the hole in the guide,
and hold by means of the protective cap 0607, which is fitted with its
recess in way of the guide screw of the guide 0152 and attached to the
end of the piston rod with the screws 0330.

8. Loosen and remove the screws between flange and stuffing box.

9. If there is suffient headroom above the engine, lift the piston with rod
and stuffing box carefully out of the cylinder, making sure that the
stuffing box guide is not caught by the flange for the stuffing box. Move
the piston with rod into a position over the gallery and lower on the
support 1220 as shown. Place the waste pan 1319 under the piston.

90. If there is not sufficient headroom above the engine, lift the phton
with rod and stuffing box carefully out of the cylinder, and attach
the collar iron 0974 to the rod as shown. Then lower the piston until
803.52

803.53

the collar iran resh on the cylinder liner. Now ottach the crossbar 0796
to the collor iron 0974, fit the crane block in the crossbar, and lift the
piston with rod and stuffing box out of the cylinder, move it into a posi-
tion Over the gallery, and place on the support as described above. 3. Lower the piston with rod and stuffing box carefully into the cylinder
leading the stuffing box in place so that the screws 0241 are guided in
PIate 80352
the recesses K in the stuffing-box flange and so that the red lines N
which indicate the position of the dowel pin are facing the camshaft.
For disassembling of piston and piston rod os well as transportation of these
parts, use the lifting tool 0121. 4. When during the lowering the horizontal red line on the guide 0152
appears below the flange, remove the tools 06a7 and 0152 and tighten
The piston rings are dismantled and mounted by means of the special tool 0498. the stuffing box, after making sure that the dowel pin is in place. (see
pI ate 80300).
b. Assembly of piston and piston rod
PIate 80352
I. Clean carefully the jaint faces between piston, clamp ring, and piston
rod, also the thread on the piston crown and the screws, which after 5. Hold the piston with rod with the crane, and turn the crosshead to-
the cleaning are smeared with a mixture of oil and graphite. wards top dead centre.

2. Pretighten all Screws with a short skeleton spanner. Then tigthen them Check that the contact faces on crosshead and piston rod are clean.
according to the angle D 803-11 and finally with a torque spanner (see
D 803-12).
Make sure that the dowel pin in the piston rod is guided correctly in
the hole in the crosshead.
3. In the case of first-time tightening, loosen the Screws again, pretighten
with a short skeleton spanner, and tighten finally with the torque D 803- 6. When tightening the piston rod nut, the greatest care should be exer-
12.
ci sed. The contact faces on nut and crosshead shou Id be in a fi ne con-
dition, plane, smooth, and free from scratches. Before tightening, the
4. After the tightening, measure the gap D 803-13 between the Upper and contact faces should be carefully cleaned and smeared.
lower part'in two diametrically opposite places.
7. The tightening is carried out be means of the hydraulic tool and accord-
5. Subject the piston and piston rod to a preSSure testing b~ means of the ing to the relevant tightening instructions.
tool 0676.

PIate 80351

c. Mounting of piston with ro.d and stuffing box

I. Fit the guide 0152 with the piston-rod dowel pin in the hole in the guide,
and hold by means of the protective cap, which is fitted with its recess
in way of the guide Screw of the guide 0152 and attached to the end of
the piston rod with the screws 0330.

2. Attach the stuffing box to tht1 guide 0152 with the screws 0241, making
Sure that the dowel pin at the bottom of the stuffing-box housing faces
the same side as the red line N on the guide and protective cap.
 804.51
804.02

PISTON ROD STUFFING BOXES

These clearances as well as the spring load for the stuffing-box rings are stated C. Tools
in D 804.

For new sealing rings have thus been stated the clearance at each ring end and a. Dismantling of stuffing boxes during piston overhaul
the total clearance, which is 4 times greater. See D 804-1. Similarly, the clear-
ance of each scraper ring at the ring end has been stated, the total clearance
Plate 80451
being here 3 times greater. See D 804-2.
1. Take out the stuffing box together with the piston and piston rod as described
The clearances in the stuffing-box ring grooves should also be observed. The seal-
in section 803.
ing and scraper rings should be so adjusted that they slide easily at the clearances
indicated. The clearances of the sealing rings are stated in D 804-3, those of the 2. PIace the tabl e 0290-0389 under the stuffi ng box. then separate and remove
scraper ri ngs in D 804-4. the two hal ves of the stuffi ng box housi ng. so th~t the ri ngs are Ieft on the
pi ston rod.
The pressure of the stuffing-box rings against the piston rods is determined by the
springs which clamp together the individual ring parts. It is therefore important 3. Push the rings together against the table 0290-0389, fit the bipartite cone 0101
to observe this pressure, which can be done by calibrating each spring; the in such a way that the upper ring is guided inside the cone, and then slip the
lengths of the springs, loaded or unloaded, should be as stated in D 804-5 for spring of the upper ring carefully on to the cone. Take out the segments of the
sealing rings and D 804-6 for scraper rings. released ring, push the cone down over the next ring, and repeat the procedure
until all the rings have been released. When dismantling, the rings should be
marked and stacked in the order in whi ch they were located in the stuffing box,
so that they can be replaced in this order.

b. Dismantling of stuffing boxes with pistons in place

in engine

1. Turn the piston into its bottom position, fit the table 0290-0389 on the
piston rod at a suitable working height, and take out the eight screws
80400/1938 which hold the stuffing box. Also remove six of the eight
screws 80400/0771 whi ch clamp the flange 80400/0593 to the scaveng-
ing air box.

2, PIace two pi e ces of wood on the tabl e, remove the two Iast screws in the
flange 80400/0593 and ease the stuffing box gently on to the table.

3. Dismantling of stuffing box housing and rings is carried out as described

in section a.

C. Maintenance of scraper rings

When the lamellae 80400/0860 are worn, they are exchanged new ones lor
without adaptation, whi Ie the base rings are retained. If necessary, worn
lamellae are removed by means of a sharp-pointed instrument which is stuck
into the lamellae at the end of the base ring. New lamellae are fitted in
the grooves so that thei r ends register with the ends of the base rings. Then the
lamellae is pressed in the middle until it touches the bottom of the groove
804.52

in the base ri ng. If the er,d of 0 Iome Iloe oppeors to protrude from the end
of the bose ring, the end of the lomelloe should be topped gently until the
ends register, ofter which the lomelloe is pressed again to ensure that it
touches the bottom.

Before fitting the scraper rings in the stuffing box, ease the pressure of the
ends of the lamellae against the piston rod, to avoid seizure of the latter:

1. Hold a piece of emery cloth, particle size 300, firmly against the piston
rod or a gauge rod of the same diameter.

2. Press base ring with lamellae against the emery cloth and turn a little
backwards and forwards unti I the outermost 10-15 mm of the lamellae
hos been subjected to grinding.

When mounting, care should be taken to fit the scraper rings with the scraping
edges down towards the crankcase.

d. Mounting of stuffing boxes

1. Assemble the stuffing-box rings in the correct order on the table - one
rins 0 time - and slip the springs, which have been fitted before-
hand on the cone 0101, over the ring segments, which are guided by
the lower edge of the cone. When mounting the scraper rings, it is
of the utmost importance that the rings are placed with the scraping
edges down tcwards the crankcase, as otherwise they wi II not serve
their purpose.

2. When all the rings have been assembled, remove the cone and clamp
together the two halves of the stuffing-box housing round the rings.

3. The stuffing box is mounted together with piston and piston rod as des ..
cribed in section 803.

4. Before starting the engine after a stuffing-box overhaul, smear the pist-
on rods for the respective stuffing box with "Molykote" and turn the
engine 0 couple of revolutions. Then start the engine and keep it running
for obouT 15 minutes at approx. 40 r.p.m., after which it is stopped for
a final inspection of the piston rods.
 805.01

CONNECTING ROD AND MAIN BEARINGS

A. Description

Plate 80500

The crosshead bearing 0908 and 1432 and the crank pin bearing 1610 and
1898, which are made of cast steel, each consist of an upper and lower
part which are held together and secured to the ends of the connecting
rods 3589 by fitted bolts 4013 and 0364, the nuts of which are locked with
Penn devices, 0720 and 3767. The bearings are lined with white metal, in
which lubricating grooves are made to ensure an amplp. supply of oil for
lubrication and cooling. For adjustment of the bearing clearances, shims
la76 and 0186 of varying thickness have been inserted between the upper
and lower beari ng parts.

The main bearings, which carry the crankshaft, are provided with bipartite
steel shells 3490 and 3123, which are held together by means of covers
4746 and 4835 and studs 3034. The shells are lined with white meta~ in
which lubricating grooves are made for the supply of oil. Each main bearing
is provided with a set of shims for adjustment of the clearances.

All bearings and shells are lubricated from the pressure oil system of the en-
gine, the main bearings through separate branches, and the other bearings
as well as the crosshead shoes throtlgh bores in the crosshead and the connec-
ting rod, connected to the oil supply pipe for the piston cooling oil.

B. Mai ntenance

The crosshead and crank pin bearings are dismantled at intervals for overhaul.
The overhaul includes checking of bearing clearances, which for new bearings
are as stated in D 805. If the clearances are excessive, some of the shims should
be taken out, but generally no scraping is effected. Moreover, th~ lubricating
oil pressure will always provide a good indication of the state of the bearings.
If the lubricating cfil pressure drops gradually, and if it can no longer be raised
to normaf by cleaning of oil filters and oil cooler, this is indicative of too lar-
ge bearing clearances, an overhaul should then be made as soon as possible.
The bearing clearances are checked by means of a feeler or leads.

The main bearing shells are made with a clearance as stated in D 805. Regar~
ing the maintenance of these shells, the same applies as is mentioned for cross-
head and crank bearings. •
 805.51

CONNECTING ROD AND MAIN BEARINGS

C. Tools

CRANK PIN BEARINGS

Plate 80551

a. Dismantling .of crank pin bearing

1. Remove crankcase doors. and turn the crank concerned to top dead centre.

2. Loosen the screws in the nut locks. Loosen the nuts by means of hydraulic
tools as described in D 805 and in section 819.

3. Suspend two Pull-lifts A and B as shawn. one on each side of the crank-
shaft. from eyes at the bottom of the scavengi ng ai r box. by means of
wi re straps and shackles. Fi t the Iifti ng attachments 0883 to the lower
bearing half, connect the two Pull-lifts to the lifting attachment, and
remove nuts and locking devices.

4. Loosen and remove the bolts 80500/3212 between upper and lower bearing
ha Ives.

5. Lower and lower bearing half until the bolts are clear of the lower edge
of the crank pin. Disconnect Pull-lift A. and lift out the bearing half
from the crankcase by means of Pull-lift B and a tackle suspended in
the engi ne rOom.

6. Mount the two brackets 0794 on the frames by means of the bol ts 0605.
Then turn the crank downwards until the crossheod nearly touches the
screws of the brackets, and tighten these screws against the !=rosshead.

7. Fit the lifting attachments 0883 to the "pper bearing half and remove
the screws 80500/0275. Tie a wire rope round the connecting rod as
shown, and connect it to a tackle in the engine room. Remove the
dowel pins 80500/1521.

8. Turn the crank further downwards while the upper bearing half is held
by means of Pull-lifts. \A/hen the connecting rod foot is clear .of the
upper edge of the bearing haH. pull the connecting rod against one
side of the engine by means of the tackle, after which the Qfank is
turned to such a position that the upper bearing half can be lifted
out of the crankcase. In the case of semi--built crankshafts care should
be taken that the bear; ng half is not caught by the collar of the crank
throw.
805.52 805.53

b. Adjustment of bearing play 6. The upper bearing shell is dismantled by means of the crossbar 1564 (2365)
in the same way as stated above.
'Nhen adjusting bearing play, the rings 1595 can be used instead af the
cannecting rod foat. The tightening pressure shauld be as stated in D 805 b. Dismantling of lower main bearing shell
for narmal tightening.
1. After dismantling of the upper main bearing shell, the hose 2187 is
c Mounting af crank pin bearing connected at the oil bore below the main bearing.

1. Mount the crank pin bearing according ta the same pracedure as that 2. The oil pump 2098 is connected to the hose 2187, and lubricating oil
described far dismantling, but in the reverse arder. is supplied.

'2. Check that fitted bolts and dowel pins are in place before tightening 3. Attach the dog 1920 to the crank arm with the screw 1831.
the nuts of the crank pin bolts.
4. The guides 0674, which serve to prevent the lower shell from straightening
3. Take care to tighten the nuts strictly in accordance w:th the relevant during the turning, are mounted as shown and tightened lightly with the
instructions by means of hydraulic tools (See sectian 819 as well as D 805). nuts 0763.

CROSSHEAD BEARINGS 5. Operate the hand pump 2098 until oil has been pressed up between the
bedplate and the outer surface of the lower shell, or until oil appears on
1. The crosshead bearing bolts are tightened by hydraulic means (See the upper horizontal faces of the lower shell.
section 819 as well as D805).
6. Now turn the engine while still operating the hand pump, until the lower
2. If scrap; ng has been carri ed out on the crosshead beari ngs, new oi I shell is free and can be Iifted out.
wedges are to be made by means of the scraper 80551/0516 (See
alsa section 707 in instruction book K-7 '·Operation"). Note: Make sure that the pump pressure does not exceed the value stated in
D 805.
MAIN BEARINGS
7. Dismantle the guides 0674, fit the lifting crossbar 1564 (2365), and lift
PIate 80552 out the lower bearing shell by means of Pull-lifts and tackle.

a. Dismantling of main bearing caps

c. Mounting of main bearing lower shell
1. Open the inspection covers and ventilate the engine. 1. Make sure that there are no sharp entrance edges on bedplate or bearing
shell.
2. Disconnect the inlet pipe for lubricating oil.
2. Thoroughly clean the joint faces of bedplate and lower bearing shell, and
3. loosen the screws in the nut locks. loosen the nuts by means of hydraulic apply molybdenum disulphide (Molykote) everywhere.
tools, as prescribed in D 805 and section 819.
3. Clean the wedge segment 2276, and remove any sharp edges or marks so
4. Remove nuts and locki ng devi ces, and Iift the caver by means of a wire as to create an even and smooth surface .
rope. •
4. Carefully oil the wedge segment and insert it in the direction of the arrow
5. Space permitting. the railer 0852 may be replaced by 1n eye-bolt, after on the side where the opening between main bearing journal and bedplate
which the cap con be lifted with a fackle (Pull-lift). boring is largest.
805.54

5. The wedge segment is turned with the crankshaft into the bedplate boring
until the carefully smeared lower shell can be placed on the main bearing
iournol .
6. Mount the dog 1920 and the guides 0674.

7. Now turn the engine in the direction of the arrow (marked on the wedge
segment), unti I the lower shell is in place.

8. Remove the tools 0674, 2276, and 1920.

d. Mounting of upper shell, main bearing caps, etc.

1. The mounting of upper shell, main bearing caps, and lub. oil inlet pipes
is to be carried out with the same tools as those used for the dismantling.
See the section on dismantling of main bearings.

2. Make sure that the nuts for main bearing studs are tightened in strict
accordance with the instructions, by means of hydraulic tools. See
section 819 and D 805.

To check the main bearing wear, place the bridge gauge 1653 on the bedplate.
The wear can now ascertained by means of a feeler gauge at B.

-0-
CONNECTING ROD AND MAIN BEARINGS PLATE 80552 (06:
806.01

CHAIN DRIVE, CAMSHAFT. INDICATOR DRIVE

A. Description

Plate 80600

The fuel pumps and the exhaust valves are controlled in relation to the crank-
shaft by means of cams on the engi ne 's camshaft.

The camshaft is revolved by means of a chain drive fitted between two cylinder
groups.

The chain drive consists of two identical roller chains which run under a
chain wheel bolted to the crankshaft and over a chain wheel cannected to the
reversing mechanism.

The chain is guided by means of bolted-on guide bars, plate 80603, and can
be adjusted by means of the tension pulley plate 80604.

From the intermediate wheel there is a separate chain transmission to the gear box
80607-80608, whi ch drives the central lubricator, cyl inder Iubri cators, generator,
and starting air distributor. From the intermediate wheel there is also a separate
chain transmission to the governor.

Lubrication for chains and guide bars is applied through nozzles fitted at the
guide bars, and also from nozzles fitted at the chain wheels.

Cams and couplings are shrunk on the camshaft and are adjusted or removed by
hydraulic means. See section C. Tools.

After shop trials, the engine has been provided with a number of marks and
corresponding pin gauges, by means of which the correct setting can be restored
after dismantling. The pin gauges are all marked with engine type, engine No.,
and paint of application as well as with the measurement in millimetres from
paint to paint. The lengths of the pin gauges are furthermore stated in D 806,

B. Maintenance

Fitting of camshaft chains

VYhen fitting camshaft chains, the following shauld be observed:

•
1. Turn the crankshaft in "Ahead" direction until crank 1 is in top dead centre
according ta the mark "1-T" an the turning wheel (see D 806-0). or
according to the pin gauge. In the latter case, the distance from the mark
806.02 806.03

5. Tighten the nut 7530 until the flange 7441 rests lightly an the distance
and then tighten the nut a further D 806-8. Finally, tighten
tube 7263,
and secure the nut 7718.

Whenever the chain tension is adjusted, it is necessary to make sure, by

6.
pulling at the chains by the hand, that the tension has been transmitted
to the chains.

Retightening of camshaft chains

It is necessary to retighten the chains at regular intervals, according to the

above procedure.

Adjustment of camshaft

As the camshaft chains will become elongated in the course of time, ret ighte n-
ing of the chains will gradually cause the camshaft to be turned in relation to
the crankshaft, thus altering the leads of fuel pumps and exhaust valves.
the camshaft is provided with couplings, by
To permit the necessary correction,
means of which the lead angles for exhaust and fuel-pump cams can be altered
jointly for each engine half.

If the chains have become so worn that the lead angles have been increased
corresponding to the number of mm stated in D 806-12, an
by two degrees,
adjustment must be made. This is done by turning the camshaft halves so that
the lead angles return to normal. See instruction in section C. Tools.

When exchanging chain links in one of the chains, the correspondi ng links in
the other chai n must al so be exchanged.

Likewise, the replacement of one chain necessitates a simi lar repl.acement of

the other chain.

When replacing the camshaft chains, it is advisable to retighten for the first
time after some 50 hours of operation, as the chains are subjected to relatively
large elongation duri ng the fi rst hours they are in <ervi ce.

Fitting of chain fo r gear box

Adjust the camshaft chain according to pin gauge, as previously described.

1. •
2. Set the chain wheel on the gear box so that it is in accordance with pin
gauge D 806-4. Check also that the shaft for the lubricator drive is
correctly adjusted. Note that its speed is only half that of the engine.
806.04
806.51

CHAIN DRIVE, CAMSHAFT, INDICA10R DRIVE

3. Put on the chain and tighten it by means of the eccentric shaft 1614
whi ch carries the tension pulley 1436. C. Tools

Fitting of chain far governor

CAMSHAFT

When fitting the chain for the gavern"or, no pin-gauge adjustment is required.
Plate 80651
After fitting, tighten the chain by means of the eccentric shaft carrying the
tension pulley, which is designed like that for the gear box.
a. Dismantling of cams and couplings

Fitting of shaft for starting air distributor 1. Place the camshaft part horizontally at a suitable working height.

1. Adjust the crankshaft and the camshaft as described above in the section: 2. Clean the flange 0743 and remove burrs or scores on the contact face. tvIount
"Fitting af camshaft chains". the flange and the two studs 0654 on the coupl ing of the shaft part as shown
(F 1) by means of the bolts 0387. Screw the two claw parts 1900 on the
2. Adj ust the distributar shaft so that the distance from the mark an the shaft studs 0654 and attach the latter to the coupling and flange by means of the
to the mark on the chain-drive casing is in accordance with pin gauge nut. 0565. Adjust the studs by means of the nuts 0565 so that the contact
D 806-5. faces on the claw parts bear against the cam. Suspend the coupl ing and cam
by means of a tackle so that the parts can be displaced axially.

Connect the three oi I pumps to the oi I ducts at G, A, C, and F as shown

in F 1. The oil is connected to A and C by means of the special set of
hoses 4492 for the pneumatic/hydraulic high-pressure pump. (See special
instruction in section 819). The oil used should have a viscosity of about
40 cst. at 500 C, correspondi ng to about 50 E. Check that the pi ugs at
B, D and E are tightened.

3. Pump at A, C and F until the oil pressure is about 1000kp/cm2• This oil
pressure should be maintained during the dismantling. The dismantling is
commenced after a few mi nutes when oi I has been forced out between shaft
and coupling, or between shaft and cam, by means of the oil pump connect-
ed at G.

4. Continue the dismantling until the oil holes at A and D are uncovered.
Exchange th~ plug at D for the plug 3235, close the stop valve 1722, and
change the pump from A to B.

Plug A, and open the stop valve again.

Now continue the dismantling until the centre oil hole in the cam is
uncovered. Exchange the plug at E for the plug 3235 (4214), and continue
the dismantling. •

Close the stop valve when the oil duct at B is uncovered, and continue the
dismantling until the cam and coupling are clear of the shaft.
806.54

themark on the foremost A-frame shall be in accordance with pin gauge

D 806-1,

2. Fit the spanner 1099 on a pair of couplings on the camshaft half to be

adiusted,

3. Connect th e oi I pump to the outermost coupl ing on the pai r of coupl i ngs
nearest the chai n transmission. Operate the pump unti I the oi I pressure is
2
about 1000 kp/cm • Maintain this oil pressure throughout the adjustment
procedure.

4. The adjustment is effected by pulling at the shackle 1633 (e.g. with a

Pull-lift tackle).

5. When the adjustment has been effected, which is checked with the pin
gauge for the camshaft (see D 806), relieve and remove the oil pump.
Subsequently, remove the spanner 1099.

6. After the adjustment, the oil holes in the coupling flange should remain
open unti I they have been vented,

7. Subsequently, adjust the other camshaft half according to the same procedure.

The lifting attachments 80652/1157 and the p"IIeys 80652/1068 are used for
dismantl ing and mounti ng of camshaft bearings, t~e wi re-ropes bei ng passed over
the roll ers as shown on plate 80652.

CHAIN DRIVE

Plate 80652

The chain links are disassembled by means of the chain opener 0178-0623.
Tighten the screws alternately - one-sixth of a turn at a time - to prevent
jamming of the link during the disassembly,
INDICATOR DRIVE PLATE 80602(04)
CHAI N WHEELS AND TIGHTENER PlA TE 80604 (05)
INTERMEDIATE SHAFT PLATE 80605(05) CHAIN WHEELS AND CHAIN PLATE 80606(01)
GEAR BOX PLATE 80607(01) GEAR BOX PLATE 80608(01)
CHAI N DRIVE AND CAMSHAFT PLATE 80652 (05) 807.01

CYLINDER LUBRICATORS

A. Description

Each of the engine cylinders has its individual lubricator, driven by a longitudinal
shoft which is connected to the gear box, from which the storting air distributor,
generator, etc. are also driven.

As regards the type of Iubri cator and its mai ntenonce, see separate manual for
cylinder lubricators.
 807.51

CYLINDER LUBRICATORS

C. Tools

If the lubricators have been disassembled, re-establishment of the correct adjustment

is checked by means of pin gauges to odjustment marks stamped on the drive of the
lubricators after the shop trials with the engine. The pin gauges are marked with place
of application and measurement in millimetres, from point to point. The adjustment
of each individual lubricator is, furthermore, to be checked by means of a gauge.

Adjustment of lubricators:

1. Turn cylinder 1 to top dead centre and check the gear-box setting as mentio-
ned in section 806.

2. Adjust the through-going shaft so that the distance from the mark on the
shaft to the mark on the frame is in accordance with the pin gauge D 807-1.

3. Adjust each lubricator by means of the gauge 80702/3525, so that the mark
for· Pump stroke finished" on the adjustment scale registers with the correspond-
ing cylinder number on the gauge.
LUBRICATOR DRIVE PLATE 80702 (09)
 808.01

TURBOCHARGER SYSTEM

A. Description

Plote 80800

The engine is supplied with scavenging air from the turbochargers, which are
driven by the exhaust gases of the engine.

The exhaust gas is led to the gas inlets of the turbochargers from the exhaust
valve gas outlets through exhaust bends, whose ramifi cation depends on the
number of cylinders, firing order, and turbocharger design. The following text
refers to the above plate as a guide, the turbocharger system being further treated
in D 808 and in the instruction book K-7 "Operation".

The exhaust bends 0133-0222, which are bolted to the exhaust valves and the
turbine housings, are provided with an expansion element 0311 at each bend.

Each of the turbine gas inlets incorporates a grating 0400, the purpose of which
is to prevent large fragments of broken piston rings or other foreign matter from
entering the turbines and causing damage to the impeller blades.

From the turbines, the exhaust gas is led away through the discharge pipes 0599
to the common exhaust pipe .

At A, the air is drawn through the silencer and filter mounted on each blower.
and is pressed through the pipes 0688 to the charging air coolers 0777 and further
to the scavenging air receiver 0866 of the engine.

The ribbed tubes of the air coolers are cooled with sea water which is admitted
at B and drained off at C.

B. Maintenance

Turbochargers, air filters, air coolers and the gratings in the exhaust bends should
be regularly inspected and cleaned. Indications of fouling are described in the
instruction book K-7 "Operation". Further, reference is made to the special
instruction book for the turbochargers.
808.02 808.03

REPAIR OF TURBOCHARGER DURING RUNNING OF THE ENGINE

EMERGENCY RUNNI NG
(NORMAL EMERGENCY RUNNING)
In the event of domoge to the turbochargers, the engine should be stopped at
once in order to limit the extent of the damage as much as possible. It may be Plate 80801
menttoned that a major unbalance caused, for instance. by a blade fracture,
manifests itself in a deep humming sound and in heavy turbine vibrations. To repair a turbocharger while the engine continues to run, the fuel pumps for
the cylinders concerned are to be put out of operation (see section 812, FUEL
If a turbochorger breaks down under circumstances which do not permit the engine PUMPS). Furthermore, the exhaust valve push rods and their roller guides are
to be stopped - in order to establish normal emergency running - without endan- removed as described in section 810, EXHAUST VALVE.
gering the ship, the engine may continue to run on all cylinders after the turbo-
The admission of lubricating oil to the roller guides is blanked off by means of
charger revolutions have been reduced until there are no perceptible vibrations.
screw caps, and the lubricating oil inlet and outlet on the broken-down turbo-
charger are closed.
If it is possible to effect a stop of short duration, the defective rotor is locked
and the handle of the change-over valve is moved into position "locked rotor"
marked B on plate 80801, thus permitting a sufficient amount of air to pass for At the same time, the discharge opening on the broken-down turbine is blanked
off by fitting the plate 1903 in the flange joint. This is done by loosening the
cooling of the broken-down turbocharger.
bolts in the flange joint and fitting the screws 2071 in the recesses made for this
When running with one turbocharger and the stand-by blower (parallel operation) purpose. Then the flanges are separated so much by means of the screws 2071 that
the engine may be loaded until the scavenging air pressure rises to the bock pres- the plate 1903 can be inserted, whereupon the flanges are tightened again.
sure of the stand-by blower.
To prevent the scavenging air from returning from the receiver through the blower,
the handle 2526 of the change-over valve 0657 is placed in the position "totally
In parallel operation, the damper in the air discharge of the stand-by blower should
closed" marked C.
be adjusted according to the engine load to prevent surging of stand-by blower or
turbocharger. When stopping the engine. the damper is closed to prevent the air
The number of cylinders which may be put out of operation during emergency
from the stand-by blower from causing the rotor of the intact turbocharger to ro-
running is stated in D 808.
tate in the wrong direction.

The above arrangement having been made, running may continue, the engine now
It is recommended that, as soon as circumstances permit, emergency running be
established in the way described below, with blocking of the broken-down char- functioning at reduced output,. see D 808.
ger and continued running on the intact turbocharger (s) until a repair can be
carri ed out.
 808.05
808.04

CLEANING OF THE WATER SIDE OF THE LKV-AIR COOLER

CLEANING OF THE AIR SIDE OF THE LKV-AIR COOLER
1. Valves 2139 and 2228 are closed and valve 0359 opened to empty the water
Plate 80802 side of sea water.

Engines pravided with a permanent arrangement far boiling-aut of the air side af 2. Now remove the end cover 1249, the deflection chamber 1150, and the end
the caalers: cover 0260 with sea-water inlet and outlet.

1. Valves 2139 and 2228 are closed and valve 0359 opened to empty the water 3. The insides of the tubes can now be cleaned by means of a wire brush fitted
side af the ai r cool er of sea water. on a drilling machine. Add chemicals, if necessary.

2. Remove the flange 1605 and insert the plate 1794 in the guideway 1516.

3. Close the butterfly valve 1427 and remove the cover 0171.

4. Open the valves 0448 and 0626 for water inlet until the gauge glass 2040
indicates full tank,. then close the valves again.

5. Open the valves 1338 and 0715 for overflow. then admit steam by opening
the valves 0537 and 0804.

6. lNhen the water boils - or is hot enough - regulate the steam supply at the
valve 0804. Add fat-dissolving chemicals at 0171 and close again.

7. Keep the air valve 1972 as well as the overflow valves 0715 and 1338 open
during the entire boiling-out period.

8. lNhen the boiling-out is finished, close the valves 0537 and 0804, and empty
the cooler of water by opening the valve 0626.

9. lNhen the cooler is empty, remove any deposits at the bottom of the cooler
by means of the scraper 0993 which is admitted through the cover 1883.

10. After possible rinsing with water, through the cover 1061, close. the valves
0626, 1338 and 1972 and open the butterfly valve 1427. Remove the plate
1794 and fit the flange 1605 again.

11. Close the sea-water drain valve 0359 and admit cooling water to the cooler
by opening the valves 2139 and 2228.
 808.51

TURBOCHARGER SYSTEM

C. Tools

CLEANING OF TURBOCHARGER ROTOR

PIate 80851

Cleaning is most conveniently carried out on the uppermost gallery near the tur-
bochargers. Fit the cleaning vessel 0107 and the supports 0296 as shown. By
means of a crone or tackle, the dismantled turbocharger rotor, with the labyrinth
seal removed (for dismantl ing of turbocharger rotor, see special instruction book
for turbochargers) is placed on the supports with the turbine wheel submerged in
the cleaning vessel as shown. The cleaning vessel should contain clean, hot,
fresh water.

When the carbon deposit on the turbine wheel has been soaked, it is removed by
means of a soft brush and a rag. The impeller is cleaned with a rag dipped in
oil; possible deposits of salt are removed with hot water. The rotor is now ready
for mounting again (see special instruction book for turbochargers).

CLEANING OF NOZZLE RING AND GAS INLET GRATING

When taking out the turbocharger rotor, nozzle ring and gas inlet grating should
also be taken out and cleaned according to the procedure described above.
808.52 TURBOCHARGERSYSTEM PLATE 80800(03)

CLEANING OF TURBOCHARGER DURING OPERATION

Plate 80853

For the purpose of cleaning the turbocharger when it is in operation, mount the
cleaning nozzle 0145 in the exhaust bend, as shown on the plate. Hoses are
connected, at A with air having a pressure of from 4 to 10 kp/cm2, and at B
with water having a pressure of 2 to 3 kp/cm2• The water should be taken direct
from the freshwater storage tank to avoid contamination from any additives in
other freshwater systems.

Before using the cleaning nozzle, make sure that the water and the air hoses are
correctly connected, so that the water is atomized at right angles to the nozzle
tube in the direction E.

Cleaning is carried out as follows:-

1. Reduce the engine load so that the number of revolutions of the turbocharger
falls to one-third of the normal speed.

2. The drain cock in the turbine outlet must remain open while cleaning takes
place.

3. Insert the cleaning nozzle.

4. Spray for about 20 minutes.

5. After cleaning, increase the engine load gradually over a period of 10 minutes.
TURBOCHARGER SYSTEM PLATE 80801 (05) CLEANING OF AIR COOLER PLATE 80802(04)
CLEANING OF TURBOCHARGER PLATE80851(02)
TURBOCHARGERCLEANING NOZZLE PLATE 80853 (02) 809.01

VALVE GEAR

A. Description

Plate 80900

The movement of the exhaust valves is controlled by the cams 6522, which are
shrunk on the camshaft. From the cams the movement is transmitted to the valves
through the roller guides 2051 .

The rollers 1349 run on needle bearings 1438, whose pins are made to fit easily
into the bores of the roller guides 1250. The final securing is made by means of
the expansion bushes 1705 and 6700, which are driven into the ends of the pins,
expanding these so much that they remain firmly stuck in the bores. The pins
are further secured by means of the stop screws 6433.

The roller guides of the valve gear and fuel pumps are for each cylinder incor-
porated in a common housing being tightened to the cool ing jacket of the engine.
The camshaft is suspended in bearings, tightened to the housing. The camshaft is
divided in sections so that the camshaft with cams for one cylinder can be disman-
tled by lowering the oil pan under the housing. The roller guides are prevented
from turning in the bores of the housings by the keys 6255 which slide in grooves
in the bores. The housings are closed at the top by the covers 2417, whi ch are
provided with a scraper ring 2784 to prevent leakage of oil.

The casings round the cams serve as chambers for the oi I used for lubrication of
cams and rollers, the cams being submerged in the oil in the chambers during
the running. The lubricating oil, which circulates in a closed system apart from
the pressure oil system of the engine, is supplied through bearings and roller
guides and will rise to a height determined by the height at which the drain hole
is situated above the bottom of the chamber. Further see section 812. To prevent
leakage of oil, a scraper ring is fitted at each shaft passage.

The movement of the roller guides is transmitted through the push rods 2873 to the
valve rocker arms 2962 suspended on the shafts 0360, which are supported by the
brackets 0904 fitted on the cylinder covers.

The welded-on push rod top pieces have threads for the thrust screws 3674, by
means of which the movement of the push rods is transmitted to the rocker arms,
wh ich are provided with screwed-on wear pieces 6988. Guides 4108 for the push
rods are fitted on the rocker arm brackets 0904 with the brackets 0815 .
•
The lower ends of the push rods 2873 rest on the pistons 5365, which are fitted
in the pressure cyl inders 6077 with accurate clearance.
809.02
809.03

LUBRICATION

Plate 80951

The racker arm cantact faces against valve spindles and push rods as well as the
rocker arm bushes are lubricated from a central lubrication system, which auto-
matically distributes the oil quantity to the various points of lubrication (see
separate instructions). The components of the system are adjusted by the engine
works to supply the correct amount of oil, and no readjustment is required.

The oil, which should be an HD oil with a viscosity of SAE 30, is fed to the
valve gear at S. The oi I to the roller guides 80900/2051 is fed through the pipes
connected at G and through the ducts F, whereas the needle bearings 80900/1438
are not in direct connection with the pressure lubrication system, but are lubricatec
through the ducts H with oil from the surfaces of the roller guides. The camshaft
bearings are lubricated through pipes direct connected to the bearings.

B. Maintenance

Plate 80951

To ensure tight closing of the exhaust valves it is necessary that the valve gear
is correctly adjusted.

If the valve clearance is too small, the valves cannot close tightly. The result
may be burned valve spindles and valve seats, rising exhaust temperatures, and
poor combustion.

The valve clearance should always be checked when the valve gear has been
dismantled for inspection, etc.

ADJUSTMENT OF THE VALVE GEAR

Adjustment of the valve gear is to be effected when the engine is cold.

Before commencing the adjustment of the valve gear, the roller guide should rest
on the circular part of the cam.

The clearance is checked with the max.-min. feeler 0156. The' maximum blade
should not enter, while the minimum blade should enter.

1. Loosen the lock nut 80900/3763 of the thrust screw 80900/3674.

809 .04
809.51

VALVE GEAR

2. Adjust the length of the push rod by means of the thrust screw 80900/3674, C. Tools
measuring the clearance D 809-1 between the thrust screw af the push rad
and the wear piece af the rocker arm. The clearence is indicated by its
max. and min. limits and should, as previously mentioned, be checked with Plate 80951
the feeler.
The rocker-arm shafts are withdrawn and inserted by means of the tool 0245 as shown.
Do not press the push rod down during the adjustment.
SU$pension of the roller guides of the exhaust valves is carried out by means of
3. When the correct clearance has been establ ished, tighten the lock nut the tool 0334, which is secured to the two pins 80900/5098 arranged for this purpose,
80900/3763. after which the roller guide is lifted clear of the cam and secured in the shown
position by means of the disc and the split pin 0423.
Plate 80900
Regarding dismantling of the push rod, see section 810 C.
After a prolonged standstill, the valve gear will often rattle immediately after the
start, which is due to accumulation of air in the pressure cylinders 6077. The Dismantling of needle-bearing pins.
valve noise will soon disappear when the air has been expelled.
Plote 80952.
If a strong noise arises in a valve during the running, the cause may be a fault
in the automatic clearance absorber, and it is therefore recommended to exchange 1. The bush 80900/6700 (small hole) is removed by means of the tool
the non-return valve 5909 at the first opportunity. 0214-0581 (Fl).

If an exhaust valve works sluggishly (sticks) so that the valve gear does not follow
the lawer part of the cam, the oil will flow into the pressure cylinder, preventing
the exhaust valve from closing tightly. During the compression and combustion the
valve spindle is pressed against its serJt, whereby the excess oi I in the pressure
cyl inder is usually pressed out.
If the pressure in the oil supply pipe to the pressure cylinder drops the cause may
be that the oil filter is clogged up. The oil filter is cleaned by turning the handle
on the fi Iter one turn.
Before a pressure cy Iinder with spring, piston, ond non-return valve is fitted in
place in the roller guide, the bore in the latter should be completely filled up
with oil. Care should also be taken, when fitting the piston 5365 in the pressure
cylinder 6077, to relieve the non-return valve 5909 so that the air in the cylinder
is expelled.
2. The bush 80900/1705 (large hole) is removed by means of the same
tool. however, in this case the washer 0125 is fitted under the head of
the extractor bolt 0581 (F2).
3. After removal of the stop screw 80900/6433, the needle-bearing pin
80900/1527 can be extracted, the distance piece 1104 being used in
connection with the long extractor bolt 0769 with the washers 0670 and
1293(F3) •
4. Insertion of the needle-bearing pin is effected with the same tools
supplemented by the washer 1015 and the guide bushes 094;>-0858
(F4). When the pin is in place, the stop screw 80900/6433 and the lock-
ing plate 80900/6344 are fitted.
5. Insertion of the bushes 80900/1705 and 80900/6700 is effected by means
of the washers 0670 and 1293, which are used together with the long
extractor bol t 0769 as shown (F5).
VALVE GEAR PLATE 80900(06)
VAL VE GEAR PLATE 80951 (08)
 809.01

VALVE GEAR

A. Description

Plate 80900

The movement of the exhaust valves is controlled by the cams 6522, which are shrunk
on the camshaft. From the cams the movement is tronsmitted to the valves through the
roll er gui des 2051 •

The rollers 1349 run on needle bearings 1438, the, pins of which are mode to fit easily
into the bores of the roller guides 1250. The final securing is made by means of the
expansion bushes 1705 and 6700, which are driven into the ends of the pins, expanding
these so much that they remoin firmly stuck in the bores. The pins are further secured
by means of the stop screws 6433.

The roller guides of the valvegeor and fuel pumps are for each cylinder incorporated
in a cammon housing being Ughtened to the cooling jacket of the engine. The camshaft
is suspended in bearings, tightened to the housing. The camshaft is di vided in sections
so that the camshaft with cams for one cylinder can be dismantled by lowering the oil
pan under the housing. The roller guides are prevented from turnill$l in the bores of the
housings by the keys 6255, which slide in grooves in the bores. The housings are closed
at the top by the cavers 2417, which are provided with a scroper ring 2784 to prevent
Leakage of oi I.

The casinli'round the cams serve as chambers for the oil used for lubrication of cams
and rollers, the cams being submerged in the oil in the chambers during the running.
The lubrication oil, which circulates in a closed system apart from the pressure oil
system of the engine, is supplied through bearings and roller guides and will rise to
a hei$htdetermined by the height at which the drain hole is situated obove the bottom
of the chamber. Further see section 812. To prevent leakage of oil, a scraper ring is
fitt~ at each shaft passage.

The movement of the roller guides is tronsmitted through the push rods 2873 to the
valve rocker arms 2962 suspended on the shafts 0360, which are supported by the
brackets 0904 fitted on the cylinder covers.

The weld4!d-on push rod top pieces have threads for the thrust screws 3674, by means
of which the movement of the push rods is transmitted to the rocker arms, which are
provided with screwed-on wear pieces 6988. Guides 4108 for the push rods are fitted
on the J:Ocker arm brackets 0904 with the brackets 0815.

The lower ends of the push rods 2873 rest on the pistons 5365 whi~ are fitted in the
pressure cylinders 6077 with accurate clearance.
1'.':02 809 .03

The pressure cylinders and pistons are fixed at the top of the bores in the roller
guides 1250. At the bottom of each pressure cylinder is fitted a non-return valve
5909 which opens upwards.

When the rollers run on the circular part of the cams, the push rods are pressed
upwards by the action of the springs 5454 which are fixed between the pressure
cyl inders and the callars' at the top of thli pistons 5365, whoseupwOrd travel is
limited by the stop discs' 5276.

The maximum height of the oil-filled space P between the pistons and the cylinders
hos been made large enough to permit the longitudinal expansion which occurs
because of the heating of the valve spindtes during the runnin9"'up of the engine
to maximum lacid.

The spaces Nand P are. kept filled with oil, which is supplied from the above-
mentioned separate lubrtcation system for camshaft b8ariilgs ond railer guides. The
oil is odmitted at K, fram where the oil pass.s to the spaces Nin the roller guides.
When the engi.- is running, the oil passes to the spaces P through the nOn-return
valves 5909, Which are opened partly by the oil pressure and partly by the mamen-
tary suction .ffect which is produced when the pistons aadlftedby the springs
54S<f while the rollers are running on •••• circular part of the c:ams.

When the .ngine is started, the upward thetmal expansion of the valve spindles
will .automatically be eqllalized, in as much as the expansion of the spindles is
transmitted through the rocker armS to the- push 'rods, which are gradually lowered
into the spoces P, so that port of the oil' in these spaces Is pressed out at the
top, which tak.s place il'l the following way:

~el'l the cams begin to lift the ..oller guides, the no":retUrn'valv~s 5909 are
dOSed so that the'oil in the spaces P is trapped in the pressure cylil'lders. Thus
the mation of the railer guides is transmitted to the valves through the olleushion
in the spaces P, which fOrmsa connection between roller guides and push rods.
In the opening period of the exhaostvalves there is a rather high pressure on the
oil trapped In the cylinders, of which a I1ttl. is Prened out along thep/stans
5365 to the spaces N. When the valves again startclClling, the oil pressure together
with the springs S<f54 will lift the push rods, so that the oil pressed out from the
pressure ciylinders is replaced by new aUto fhe extentpetmitted, by the thermal
expansion of the valve spindles'. Consequently, the Pressure cylinders wilf always
enclose exactly the quantity of oil required to'make the valves just clos.tightly
against the seats. The mentionediCfesignthus ensures an autOmcitic clearance ab-
sorption when temperatures change from cold to hot engine and vice versa.

To guide the exhaust valve spring guide, t~ pull rods are fitted between this and
bracket 0904, at either and provided with bushes. (See section 810).
809.04
809.51

VALVE GEAR

1. Loosen the nuts 81000/5175 for the spring guide 81000/5808, and loosen the
lock nut 80900/3763 of the thrust screw 80900/3674. C. Tools

2. Acljust the length of the push rad by means of the thrust screw 80900/3674,
measuring the clearance D 809-1 between the rocker arm and the push rod. Plate 80951
It is important to make sure that the rocker arm rests against the valve spindle.
The clearance is indicated by its max. and min. limits and should, as pre- The rocker-arm shafts are withdrawn and inserted by means of the tool 0245 as shown.
viously mentioned. be checked with the feeler.
During the adjustment, do not press the push rod down. Su&pensionof the roller guides of the exhaust valves is carried out by means of
the tool 0334, which is secured to the two pins 80900/5098 arranged for this purpose,
3. When the correct clearance has been established, tighten the lock nut 80900/ after which the roll.r guide is lifted clear of the cam and secured in the shown
3763. Now attach the spring guide 81000/5808 to the rocker arm by means "position by means of the disc and the split pin 0423.
of the nuts 81000/5175 while keeping the rocker arm down against the valve
spindle. Check that the clearance D 809-2 between the distance pieces Regarding dismontling of the push rod, see section 810 C.
81000/5442 and the bushes 81000/5620 for the rocker arm shaft 81000;2772
has been observed after the nuts 81000/5175 have been tightened. Malee sure Dismantling of needle-bearing pins.
that the rocker arm shaft 81000;2772 is well oiled so that it can turn in the
bushes 81000/5620.
Plote 80952.

PIate 80900 1. The bush 80900/6700 (small hole) is removed by means of the tool
0214-0581 (Fl).
After a prolonged standstill, the valve gear will often rattle immediately after the 2. The bush 80900/1705 (large hole) is removed by means of the same
start, which is due to accumulation of air in the pressure cylinders 6077. The valve tool. however, in this case the washer 0125 is fitted under the head of
noise will soon disappear when the air has been expelled.
the ~xtractcr bolt 0581 (F2).

If a strong noise arises in a valve during the runni"Q, the cause may be a fault in
the automati c clearance absorber, and it is therefore recommended to exchange the
non-return valve 5909 at the fj rst opportunity.
If an exhaust valve works sluggishly (sticks) so that the valve gear does not follow
the lower part of the carn, the oil will flow into the preSsure cylinder, preventing
the exhaust valve from closing tightly. During the compression and combustion the
valve spindle is pressed against its seat, whereby the excess .,il in the pressure
cylinder is usually pressed out.
If the pressure in the oil supply pipe to the pressure cylinder drops, the cause may
be that the oil filter is clogged up. The oil filter is cleaned by turning the hondle
on the fi Iter one turn.
3. After removal of the stop screw 80900/6433, the needle-bearing pin
80900/1527 can be extracted, the distance piece 1104 being used in
connection with the long extractor bolt 0769 with the washers 0670 and
1293(F3) •
4. Insertion of the needle-bearing pin is effected with the same tools
supplemented by the washer 1015 and the guide bushes 0947"1>858
(F4). When the pin is in place, the stop screw 80900/6433 and the lock-
ing plate 80900/6344 are fitted.
5. Insertion of the bushes 80900/1705 and 80900/6700 is effected by means
of the washers 0670 and 1293, which are used together with the long
extractor bolt 0769 as shown (F5).

Before a pressure cylinder with spring, piston, and non-return valve is fitted in
place In the roller guide, the bore in the latter should be completely filled up
with oil. Care should also be taken, when fitting the piston 5365 in the pressure
cylinder 6077, to relieve the non-return valve 5909 so that the air in the cylinder
is expelled.
VALVE GEAR PLATE80900(06)
VALVE GEAR PLATE 80951(06)
 810.01

EXHAUST VALVE

A. Description

Plate 81000

The valve housings 3028 have built-in water cooling spaces. The housings are
furthermore provided with detachable seats 4374 of molybdenum steel with a
welded-on hard layer on the conical seating surface. The seats are attached
by means of the screws 4285. If the seats are burnt through or worn they can
easily be replaced.

The exhaust valves are placed in the central bores of the cylinder covers, resting
against seats at the bottom of the bores; tightness between the joint surfaces is
obtained by grinding. The valve housings are attached to the covers by means
of studs and nuts and the liners 2683.

Each valve housing is provided with a spindle guide in two parts 0536 and 3117,
the guides 3117 be:ng prassed into bores in the valve housings and bearing against
their upper faces with a collar. Both the upper and the lower guides are provided
with wearing bushes 0714 and 2950.

The valve spindles 4463 have conical valve seats which, like the seats of the
housings, are ground to obtain the necessary tightness. The spindles have a
welded-on, hard loyer of great wear resistance on the coni cal seats and on the
contact foces on top for the rocker arms. To prevent burnt oi I deposits on
spindle guides and spindles, the latter are provided with shrunk-on guards.
A groove has been turned at the top of each spindle, in which is placed a
resilient split ring 1793, which prevents the spindle from falling out during
renewal of valve springs, which can be carried out without dismantling the
exhaust valves.

To prevent gas blow-by the spindles are provided with a sealing ring 2049, fitted
in a recess on top of the lower spindle guide.

Closing of the valves is effected by two helical springs 0358 and 0625 on each
valve. The outermost springs rest at the bottom agoinst the spring guides 2861,
while the innermost springs rest against the spring guides 0803. At top both springs
press against the spring guides 0170 which through two-port, conical lock rings
0269 transmit the spring pressure to the valve spindles.

The two halves of the conical rings are pressed by the spring pressure into the
recesses of the valve spindles in which they rest with two nar~, conical faces
below and above. The rings are made to fit with great accuracy both in the
recesses of the spindles and on the conical faces of the spring guides 0170, as
play at the contact faces would quickly cause wear. The ring halves for each
valve belong together' and must not be replaced by ri ng halves from other valves.
810.02
810.51

EXHAUST VALVE

The cooling water enters the cooling spaces of the valves at A and 8 through the C. Tools
short pipe bends 1426 and 3573 and ;s supplied from the cooling spaces of the
cylinder covers. The pipe bends fit into bores in the upper sides of the cylinder
covers where tightness is obtained by means of the rubber rings 1604 and 4007. DISMANTLING OF EXHAUST VALVE
The cooling water is let out through the openings C, whence the water passes
through pipe bends with thermometers and vent cocks to the common outlet line. Plate 81000
The cooling spaces are provided with the cleaning covers 4196.
1. Turn the crankshaft until the push rod is free to be turned by hand.
Through exhaust bend5 the exhoust gas is directed to the turbochargers.
2. Drain the exhaust valve of cooling water and open the vent cock on the
cooling water outlet. Dismantle the cooling water outlet. Dismantle and
B. Maintenance block up the exhaust bend.

The exhaust valves are te be overhauled at intervals, the permissible service 3. Remove the safety strap around the push rod. Loosen the lock nut 80900/
periods being dependent on the load on the engine and the quality of the fuel 3763 on top of the push rod, and screw home the adjusting screw 80900/
oil used. See also the instruction book for operation and running of the main 3674. Loosen the cover above the roller guide 80900/2239 and then lift
engine (Volume K-7 "Operction"). out cover and scraper ring 80900/2784.

Renewal of a valve is most conveniently carried out by fitting a spare valve, 4. Dismantle the bolts 80900/3941 intended to hold the guide for the push rod,
whereupon the dismantled valve can be overhauled at the first opportunity. turn the push rod away, lift it out of the roller guide and land it on the
Overhaul of valves must comprise grinding of the seats and cleaning of the gallery .
spindles of burnt lubricating oil deposits. The clearance between the spindles
4463 and the wearing bushes 0714 and 2950 should be checked. the clearance 5. Loosen the nuts securing the valve by means of the impact spoMer 81051/
as well as the maximum permissible increase from wear of the bushes are stated 0788, and remove the sleeves 2683 and the nuts.
in D 810.
6. Fit the lifting claw 81051/0966 on the valve spindle. Remove the cover on
The exhaust valve spindles are lubricated from a central lubrication system, which the hole for exhaust valve in the gallery. Lift up the exhaust valve and let
automatically distributes an amount of oil to each valve (see D 809). it hang over the hole in the gallery. Disconnect the cooling water inlet pipes
and lower the exhaust valve into the hole in the gallery.
Before· a valve is fitted, the valve bore in the cylinder cover should be carefully
cleaned, and the valve housing smeared with graphite outside.
INSPECTION OF VALVE

Plate 81052

To inspect the valve, this is placed in the hale intended for this purpose in the
gallery •

a. Dismantling of valve springs

Plate 81051
•
1. Fit the stays 0322, the crossbar 0233, and the plate 0411 on the valve as
shawn.
810.52

7. To dismantle the valve seot 4374, loosen the screws 4285, mount the
2. Attach the claw 1034 to the valve spindle as shown, and connect a
collar iron 81052/0480, and lift the seot clear of the valve housing by
crane hook by means of a strap, to hold the valve spindle.
means of a crane.

3. Compress the valve springs sufficiently by means of the jack 0500 to allow
the two-part lock ring at the upper end of the spindle to be taken out.
d. Inspection of spindles and seats

4. Lower the valve spindle by means of the crane until the stop ring of
Plate 81053
the spindle rests on the edge of the spindle guide. Now remove the strap.
The valve seats are inspected as described below, the table mentioned being
5. Relieve and remove the jack, after which the springs can be taken out.
included in D 810.

If necessary, the springs may be dismantled while the valve is fitted in place
1. Press the checking template 1438 against the valve spindle and check the
on the engine.
wear limits of the spindle by measuring at each of the points A, B, C, D
and E, taki ng these measurements at four di ametri cally opposite points on
the circumference of the spindle.
b. Dismantling of bushes in spindle guides.
The measurements taken by means of the template are the differential values
Plate 81051
between the normal and the defective profile of the valve spindle. The
measuring points are indicated by slots in .I,e template, and the maximum
The bushes are dismantled as shown by means of the tool 1301 or the dismantling
screws 1212. measurement "5:1" indicated on the template and in D 810 must not be
exceeded. The valve spindle can be used again if the grinding required to
restore a perfect seat is less than the value "~".
c. Dismantling of valve spindle and seat
2. The seats on the valve housi ngs are checked in a simi lar way by means of
Plate 81000 the template 1527. The maximum permissible grinding "51" is stoted in D 810.

3. Furthermore the clearances in the spindle bushes are checked. Clearances as

1. Place the exhaust valve in the hole in the gallery so that the valve spindle
well as wear limits are stated in D 810.
rests in the cage under the gallery.

Regarding dismantling of bushes in spindle guides, see section b.

2. Remove the stop ring from the valve spindle, and dismantle the upper
spindle guide.

e . 0 ve r h a u I 0 f s pin die san d sea t s

3. Loosen and remove the screws 1882. Take out the guide ring 1971 from
the valve housing and dismantle the sealing ring 2049 complete with spring.
1. Exchange the exhaust valves with spare valves, whi ch should always be
available in overhauled condition and ready for installation.
4. Fit the collar iron 81052/0202 for holding the valve spindle as shown.
Fit the lifting tool 81052/0113, attached to the valve housing, instead of
2. Grinding of the valve spindles and the seats on the housings is effected
the cleaning cover and the exhaust bend.
with the supplied grinding machine, plate 81053 (see seporate instruction),
which can be used to grind both the valve seats and the contact faces on
5. Lift the valve clear of the hole in the gallery and turn it 90°, and land
the seats of the housings against the cylinder covers, Reg~rding permissible
the valve on the gallery.
grinding values, see D 810.

6. Remove the collar iron 81052/0202 and dismantle the valve spindle by,
When grinding spindles and seats it should be checked that the maximum
means of a strap as shown in F 3 on plate 81052. To place the spindle
permissible grinding has not been exceeded.
on the grinding table, use the eye screw 81052/0391.
810.54
EXHAUST VALVE PLATE 81000(08)

3. Before fitting volve seats and spindles in place, they should be carefully
cleaned of deposits of burnt oi I, soot, and carbon.

4. For flushing and, if necessary, boiling-out of the cooling spaces in the

exhaust valve, remove the cleaning cover 81000/4196.

f. Assembly of exhaust val ve

The exhaust valve components are assembl ed occordi ng to the some procedure
CISthe dismantl ing, but in the rever.;e order.

MOUNTING OF EXHAUST VALVE

PIate 81000

Before mounting the exhaust valve, the bore in the cylinder cover should be care-
fully cleaned, and the contact face on the valve seat should be smeared with a
mixture of graphite and oi I.

Mounting of the exhaust valve is carried out according to the same procedure
as the dismantling, but in the rever.;e order.

When tightening the nuts on the exhaust valve studs, the procedure is as follows:

1. The contact faces of the nuts are carefully cleaned, and so is the thread on
nuts ond studs, after whi ch the threads are smeared with a mixture of
graphi te and oi I or with molybdenum disulphide (Molykote). It is checked
that the nuts fit easi Iy on the thread.

2. The two slots in the tightening gauge 81051/0877 are marked with chalk on
the spanner and valve housing.

3. Two diametrically opposite nuts are tightened according ta the angle stated
in D 802, which is achieved when the two chalk marks register. Then the
two remaining nuts are tightened in the same way.
 810.01

EXHAUST VALVE

A. Description

Plate 81000

The valve housings 1337 have built-in water cooling chambers. The housings are
furthermore provided with detachable molybdenum steel seats 3939, which have
Stelliteweided on to the seating surface, and which are attached by means of the
screws 3840. If the seats are bumt through or worn they can easily be replaced.

The exhaustvalves are placed in the central bares of the cylinder covers, . rest-
ing against seats at the bottom of the bares. The valve housings are attached to
the covers by means ofstuds anc!nuts and the liners 4463; tightness betwefll the
joinfsurfaces is obtained by grinding.

Each valve housing Is provided with a spindle guide in two parts, 2316 and 3028,
the guides 2316 being pressed into bares in the valve housings and bearing against
their upper faces with a collar. Both the upper and the lower guides are provided
with wearing bushes, 2405 and 2950.

The valve spindles 1971 have conical valve seats, which IIlcethe seats of the
housings are ground to provide •••• I'IItcessary tightness. The spindles are provided
'with a welded-on, hord layer of great wear resistance on the conical seats and on
the contCict faces on top for the rocker arms. To prevent burnt oil deposits on spindle
guides and spindles, the latter are provided with shrunk-on guards 2594, secured
with the screw 2683. A groove hCIIbeen tumed at the top af each spindle, in which
is placed a resilient split 'ring 0447 which prevents the spindle fram fallil\Jl out durina
renewol of valve springs,' which con be carried out without di5lllQntling the
exhaust valves.

To prevent gas blow-by, the spindles are provided witha sealing ring 0714, fitted
in a recess betwee" the two spindle guides.

Closing of the valves is effected by two sets of helical springs 0536 and 0625
on each valve. Ore set of springs is placed within the other, and bath consist of
two'springs, one placed an top af the other, which in the middle bear against a
common spring guide 5808, which is connected to the rocker arms by means of
studs 2712. The lower springs rest at the bottom in the spring guides 'P.'Zl,. while
th,e ~ sPrings at top presl agolNt th4t spring guIdes 2138, which ttansmit the
IfIIint pressure to the valve spindles through bipattlte, conical lack rings '2049.
a 10.02
 2. Attach the claw 2102 to the valve spindle as shown and connect it with the
pull rods 1490-1589.

3. Compress the valve springs sufficiently by meons of the jack 0144 to allow
the two-part lock ring 81000/2049 at the upper end of the spindle to be
taken out.

4. Lower the valve spindle by means of the lever 1589 until the stop ring of
the spindle rests on the edge of the spindle guide.

5. Relieve the jock, and remave some as well as the pull rods 1490-1589, after
which the springs can be token out.

If necessary, the springs may be dismantled while the valve is fitted in place on
the engine.

b. Dismantling of bushes in spindle guides

Plate 81051

The bushes are. dismantled as shown by means of the tool 0788 or the dismantling
screws 0699.

c. Dismantling of valve spindle and seat

Plate 81000

1. Plac;e the exhaust valve in the hole in the gallery so that the valve spindle
rests in the cage under the gallery.

2. Remove the stop ring from the valve spindle, and dismantle the upper spindle
guide.

3. loosen and remove the screws 0170. Take out the guide ring 0358 from the
valve housing and dismantle the seal ing ring 0714 complete with spring.

4. Fit the collar iron 81052/0202 for halding the valve spindle as shown. Fit
the lifting tool 81052/0113, attached to the valve housing. instead of the
cleaning cover and the exhaust bend.

5. lift the valve clear of the hole in the gallery and turn it 90°, and land the
valve on the gallery.
810.54

When grinding spindles and seats it should be checked that the maximum
permissible grinding has not been exceeded.

3. Before fitting valve seats and spindles in place, they should be carefully
cleaned of deposits of burnt oil, soat, and c.arbon.

4. For flushing and, if necessary, boiling-out of the coaling spaces in the

exhaust valve, remove the cleaning cover 81000/3573.

f. Assembly of exhaust valve

The exhaust valve components are assembled according to the same procedure as
the dismantling, but in the reverse order. If js recommended to place the springs
as shown on plate 81051.

MOUNTING OF EXHAUST VALVE

Plate 81000

Before 1fto","ting the exhaust valve, the bore in the cylinder cover should be care-
fuJlydeoneo, .and the .contact face on the valve seat should besmeared with a
mixture of graphite and oil. Mounting of the exhaust valve is c:orri.d out accord-
ing to the same procedure as the dismantling, but in the reverse order.

When tightening the nuts on the exhaust valve studs, the procedure is as follows:

1. The contact faces of the nuts are carefully cleaned, and so is the thread on
f'utsand studs, after which thethreods are smeared with a mixture of graphite
and oil or with molybdenum disulphide (Molykote). It is checked that the nuts
fit easily on the thread.

2. The two slots in the tightening gauge 81051/2479 are morked with chalk on
the sponner and valve housing.

3. Two diametrically opposite nuts are tightened according to the angle stated in
D 802, which is achieved when the two chalk marks. register. Then the two
remaining nuts are tightened in the same way.
EXHAUST VALVE PLATE 81051 (06)
 812.01

FUEL PUMPS

A. Description

Plate 81200

The fuel pumps, of which there is one for each cylinder, are fitted on the cast
frames 81202/4043, which together with the pans 81202/4954 form a closed casing
for the shaft sections at the cams for each cylinder.

Each fuel pump consists of a cast housing 0623 incorporating a foot with a recess
tor the collection of leakage oil. The oil is drained away at AE.

The top cover 5262 is attached to the fuel pump housing by means of the studs
2869 and the nuts 5173.

The pump housing 0623 is together with the footplate 81202/0483 attached to the
frame 81202/4043 by means of the studs 81202/0205-2807 and the nuts 81202/0116-
2996-2718. The ports are guided by the studs, as there are two recesses at the
bottom of the pump housing for the nuts 81202/2996, so that the pump hausing
cannot be turned the wrong way during the mounting. At the same time these
nuts serve during mounting and dismantling of the housing to keep the springs
81202/0661-0750 partially compressed. The two studs 81202/2807 are of ample
length, so that the springs between footplate and roller guide are relieved gradu-
ally during removal of the footplate.

The pump housing 0623 is provided with a movable pump barrel 0990, guided at the
top by the suction valve 5995 and at the bottom by the pump housing.

The pump borrel 0990 has a shrunk-in liner 1068, i1 which the pump plunger
1157 is accurately ground. The suction valve at the top fits accurately in the
liner, thus providing oil tightness when the pump is working.

Below, the pump barrel 0990 is guided in the pump housing 0623, and in this
place the pump borrel is provided with two rubber rings 3848 to prevent fuel
oil from flowing into the lubricating oil.

The liner has a drain groove which directs leakage oil into the oil around
the pump barrel at AS. A scraper ring 6063 is located in the pump borrel, kept
in place by the nut 6152. The purpose of the scraper ring is to prevent fuel oil
from flowing into the lubricating oil along the pump plunger. The liner 4372
has four drain holes. and the oil is led away at AC through a connected pipe .
•
The oil enters the pump at V. from where the oil is directed upwards along the
pump borrel 0990 to the chamber around the suction valve 5995. The oil flow
along the pump borrel keeps the latter suitably heated.
812.02 812.03

The pump plunger 1157 is provided with a guide block, whase plane surfaces slide Oil leaking from the lubrication points is collected in the closed space round
in grooves in the regulating guide 2592, which is free to turn in the lower part of the cams, where the oil level is kept at such a height that the cams dip approx.
the pump housing. The regulating guide is held in place by the flange 2681 10 mm into the oil. The desired oil level is determined by the location of the
screwed into the bottom of the pump housing by means of the screws 2770. The drain T above the bottom of the space. Excess oil is drained away to a receiv-
regulating arm 2314 is attached to the regulating guide by means of the screws er, which forms a reservoir for the circulating oil. To prevent leakage of oil,
2225 and the pin 2403. The regulating arm 2314 is fitted with a ball a scraper ring 81202/6001 has been fitted at each shaft passage in the frame
1791-2136, which through levers and pull rods is connected to the regulating 81202/4043.
shaft. The pump housing is furthermore provided with a graduation 1513 which
in relation to a mark on the regulating arm indicates the position of the pump Plate 81200
plunger.
The pump cam is so shaped that the pump has a short fill ing period. The pump
Plate 81202 is filled with fuel oil supplied from the fuel oil primary pump through a pipe
connected at V. When the plunger is travelling upwards, the suction valve 5995
The pump plunger terminates below in a foot, which is fixed in the roller guide is closed and the oil delivered to the fuel valves, which open when their pre-set
by means of a bayonet joint at the top of the neck of the roller guide. The openi ng pressure is reached.
plunger foot rests in the joint against the steel disc 0572 with a clearance D 812
between plunger foot and disc. For regulation of the oil quantity injected, the pump plunger has two milled re-
cesses, each limited on one side by a steep,helical edge. Regulation is effected
The roller guide 0849 works in the frame 4043, in which it is guided by a key by turning the pump plunger, so that the helical edges alter their position in
3519. At its lower end the roller guide carries the pin 1462 with a needle bear- relation to the cut-off holes G. This means that the holes are uncovered earlier
ing 1373 and the roller 1284. The pin is secured with the stop screw 1195. or later, with the resulting earlier or later communication between the inlet pipe
connected at V and the delivery chamber of the pump. When this communication
The fuel pump is operated by means of the cam 6556 through the roller 1284, the is established the pressure drops at once and the fuel valves close. Through the
latter being constantly kept against the cam by the springs 0661-0750 compressed pipe connected at R the oil surplus is led either to the boiler oil service tanks
between footplate and roller guide. or to the diesel oil service tank, according as one or the other kind of oil is
used. By this arrangement a constant stream of oi I wi II flow through the pump.
Plate 81200 thus keeping it heated and simulta~eously removing air which may have accumulated.

The nut 5539, whose thread fits the thread of the tap cover 5262 and whase teeth
are in mesh with the adjusting spindle 3571, can be displaced up and down, so that
the pump barrel is displaced. This design permits fine adjustment of the fuel pump
lead to be effected by turning the adjusting spindle 3571. To facilitate the ad-
justment, the disc 3393 is provided with a graduation, and a mark is engraved
in the end of the tool square on the adjusting spindle 3571.
When the nut 5539 has been set to the desired lead, it is secured by tightening
the nuts 4916 on the studs 2958. The nuts 4916 are provided with rubber rings
to prevent leakage of oil from the pump housing.
Plate 81203
In connection with the chamber above the pump plunger is fitted a pulsation
dampener, which consists of a housing 4005 with a ground-in spring-loaded piston
4738. When the fuel pump is working the piston will take up the excess oil from
the fuel pump for each injection and thus prevent pulsations in the 'fuel supply pipe.
During the running-in of the engine on the testbed a final adjustment of the leads
has been made on the basis of indicator diagrams, and the final results are entered
in the adjustment table of the engine.
When changing to a fuel oil that differs considerably from the one used before, it
may be necessary to alter the leads of all fuel pumps, which is done by turning the
adjusting spindle 3571 as mentioned before.

lubrication of the roller guides of fuel pumps and valve gear is effected from a Adjustment of lead •
special pressure oil system, the oil pipes of whi ch are connected to the frame at H,
from where the oil is distributed through lubricating ducts, partly to the surfaces (Engine must be stopped or fuel pump put out of action when adjustment of lead is
of the roller guides, partly to the needle bearings 81202/1551-1373 incorporated carried out).
in the roller guide 81202/0849. The camshaft bearing 81202/4132-4865 is lubricated
through a pipe connected at S. When turning the adjusting spindle, corresponding to the desired change of the
lead, it should be noted that:
812.04
812.05

1 counter-clockwise revolution increasesthe lead by 2 mm;

Plate 81201
1 clockwise revolution reduces the lead by 2 mm.
Each fuel pump is equipped with an automatic lifting device. By means of this,
Change of the lead corresponds to change of the maximum pressure as stated in D 812 the fuel pumps may be put out of operation individually and the oil supply to a
If adjustment of the lead is desired beyond the possible displacement of the pump cylinder thus be cut off during a possible breakdown or if compression diagrams
barrel, it will be necessary to turn the cams. One mark on the graduation of the are to be taken.
devi ce 80651/2701 for adjustment of fuel pump cams corresponds to a change of
the lead of 1 mm. Note: The lifting device can only be used when the camshaft is rotating. If a
-fu-e-I-pump is to be lifted or lowered while the engine is stopped, the camshaft
must be tu rned .
8. Maintenance
The air cylinder0969 is double-acting, so that air is applied both when lifting and
The fuel pumps may remain in service for a long time without dismantling and lowering the fuel pump.
overhaul being necessary. Only when it is established that a service trouble is
due to the pumps should these be dismantled, and the directions given for the On the roller guide is fitted the cam 1215, attached by means of the screws
fuel valves will mainly apply in that case. 1037, which together with the dowel pin 1126 are secured by means of caulking.
In case of removal and fitting of the cams, it is necessary to carry out this se-
The pump barrels and plungers are not interchangeable and should therefore al- curing again.
ways go together if any of them are to be replaced Or sent to a repair shop.
The lifting device is actuated by the valve 2016, which has three positions:
As regards checking of the fuel pump adjustment, the adjustment table of the en-
gine contains particulars of the positionof the pump plungers (Index) with the Position I. LIFTI NG (Air inlet at A)
regulating handle in the stop and start notches as well as in the notches for nOr-
mal load and maximum fuel delivery. The checking is effected by putting the Position II. LOWERING (Air inletat B)
handle in the mentioned notches and then reading the position on the graduation,
which should correspond to the indications in the table. Position III. NEUTRAL

The adjustment of the fuel pumps must not be altered, and when refitting pumps Lifting of fuel pump:
after repoir, etc. the adjustment should be checked as mentioned above.
1. Put the valve 2016 into position I, thus locking the lifting arm. When mani-
If a roller guide is to be taken out for inspection, this is done by removing the pulating for instance the roller guide, let the valve remain in position I. If
pump housing 0623 from the footplate 81202/0483 and the latter from the frame the work is of prolonged duration, the valve may be put in neutral position
81202/4043. III.

If it becomes necessary to exchange the gasket 3660, care should be taken that 2. Cut off the fue I supply to the pump.
none of its edges projects into the supply duct in the pump. The oil flow might
disintegrate such edges and carry the fragments into pumps and valves, which Lowering of fuel pump:
might result in seizure and clogging-up.
To start the fuel pump again, turn on the fuel oil supply and lower the pump
After the mounting, the shaft scraper rings 81202/6001 incorporated in the pump roller on the fuel cam by putting the valve 2016 into position II, and then
frame should have a slight play, both radially and axially. See D 812. Prior to again into neutral position. •
mounting it should be checked that the drain grooves of the scraper rings are
not clogged up, and that the shaft surface has no scratches or seizures. Note: To avoid burst gaskets in the suction pipe it is important to proceed in
the order stated above.

Reference is further made to the instruction book K-7 "Operation".

 812.51

FUEL PUMP

C. Tools

Plate 81251

a. Dismantling of pump barrel and plunger

The fuel pump barrel and plunger should remain assembled during removal from
and Fitting in the fuel pump housing. The tool 2100 is used for both jobs.

1. Dismantle the nuts 81200/5173 whereupon the cover 81200/5262 can be

removed.

If the cover sticks after removal of the nuts 81200/5173. it may be neces-
sary to loosen the suction valve 81200/5995 from the barrel by turning the
adjusting spindle 81200/3571.

2. Fit the tool 2100. The stud C in the lower flange of the tool should fit the recess
D in the pump barrel, and the dowel pins E should fit the holes F on top of the
pump plunger. Secure the tool to the pump plunger by means of the screw 0142,
and to the pump barrel by means of the nuts 0697.

3. Dismantle the regulating arm 81200/2314 of the pump.

4. Before lifting the barrel and plunger out of the pump housing, turn the guide
0875 until the spring-loaded ball 1032 is guided in the recess in the guide
0875. This will ensure fixing of the plunger, so that the plunger foot is free
to pass through the neck in the roller guide 81202/0849 and the regulating
guide 81200/2592.

5. If it is not possible to turn the guide 0875, place a pin in the hole of the
regulating guide and then turn the regulating guide as shown,' until the pin
touches the edge of the recess in the pump housing.

6. If the plunger foot is not guided exactly in the regulating guide when lifted
carefully, relieve at once the crane and turn the pump plunger by means of
the handle 0231 until the plunger foot is felt to enter the regulating guide.

7. When lifting the plunger and barrel, take care not to damage that port of
the ground plunger surface which extends below the barrel .

8. Place the components

•
on a worktable or the like, covered with a clean piece
of poper or cardboard, so that no fi lings or the like can damage the ground
po rts .
812.52
812.53

9. For cleaning of barrel and plunger, only clean linen rags may be used.
3. Lift the tool with barrel and plunger in place with a crane or tackle and
b. Dismantling of fuel pump plunger from barrel lower carefully into the pump housing.

1. Remove the nut 81200/6152 which holds the sealing ring 81200/6063. 4. If the plunger foot hits the regulating guide 0875, the latter will be lifted;
Note that duri ng this procedure the plunger may only be pulled so for then turn the guide carefully with the handle 0231 until the plunger foot
out that the distance between guide block and barrel does not exceed enters the recess in the regulating guide.
a maximum of 100 mm as, otherwise, the above sealing ring might be
damaged. 5. Push the plunger down until the stop ring 0320 bears against the top plate
on the tool 0508 and the plunger is fitted in place in the roller guide.
2. Now plunger with nut and sealing ring can be removed. Check that
the sealing ring does not pass the oil grooves of the plunger, as the 6. Turn the regulating guide back in place by means of the guide 0875 or a
ri ng might be damaged, as mentioned above. pin so that the dowel pin and the two tapped holes are positioned just
opposite the recess in the pump housing.
3. If the ring is dismantled, it_m_ust be scrapped.
7. By trying to lift the guide 0875 it can now be checked whether the plunger
foot is correctly fitted in the bayonet joint on the roller-guide neck. It must
c. Fitting of fuel pump plunger in barrel
not be possible to lift the plunger.
1. If nut and seal ing ring have been dismantled, they should be fitted on the
8. Now fit the regulating arm 81200/2314. Remove the lifting tool and mount
plunger in the above-mentioned order, before the plunger is placed in the
the top cover 81200/5262 on the pump housing.
barrel. Great care must be exercised when mounting the sealing ring.
(Always fit a new sealing ring, see point b.3.).
After the mounting, adjust the fuel pump lead by means of the adjusting
2. Place the plunger i nthe barrel so that a maximum distance of 100 mm is spindle 81200/3571 as described under h.
left between the guide block of the plunger and the barrel.
Then screw on the nut 81200/6152. e. Dismantling of seized plunger

d. Mounting of pump barrel and plunger If the pump plunger sticks in the barrel owing to seizure, use the tool 3090 to turn
the regulating guide to the proper position before dismantling of pump plunger and
The same tool is used for the mounting as for the dismantling. barrel. Take out the seized plunger from the barrel by means of the extractor 2744.

1. If the camshaft has been turned in the meantime, fix the lock ring 0320 in f. Dismantling of needle-bearing pins
the correct position on the guide 0875 before commencing the mounting of
plunger and barrel. The fixing of the lock ring 0320 is effected by screw- Dismantling of the pins of the needle bearings is effected according to the proce-
"ing the distance piece 0786 into the tool as shown, and when the distance dure for the exhoust valve rollers. See section 809.
piece bears against the disc 81202/0572 in the bayonet joint in the roller
guide neck, secure the lock ring by means of the screw 0419" g. Measuring of fuel pump lead

2. Now remove the distance piece 0786 and fit the barrel and plunger in the Use the tool 2833 for measuring the fuel pump lead.
tool.. Make sure that the dowel pin C fits the recess D in the barrel.
1. Turn the engine into such a position that the power piston corresponding to
the fuel pump whose lead in to be measured is in top dead c~ntre.
Secure the tool to the barrel by means of the nuts 0697, and screw the screw
0142 into the plunger. Check that the ball 1032 is guided in the recess in the
2. Dismantle the high-pressure pipe on top of the pump.
guide 0875, and that the dowel pins E are correctly located in the holes F
on top of the plunger. Also make sure that the regulating guide is in the
shown position. 3. Loosen and remove the screws 81200/3026.
812.54
812.55

4. Place the legs af the tool in the measuring holes thus formed, so that they 7. Check the maximum pressure during running, and adjust it, if necessary, by
rest on the adjusting nut 81200/5539, and insert the measuring pin 2566 so turning the adjusting spindle.
that it rests at the bottom of the centre hole in the fuel pump plunger.
j. When replacing parts which influence the compression:

5. The lead may now be read direct on the scale of the measuring pin. I. Check the maximum pressure of the engine, and adjust it, if necessary, by
turning the adjusting spindle. (See 812.03, "Adjustment of lead").
Ad'ustment of fuel pump after replacemEl1t of parts which influence the lead ad-
justment or the compression.

When replacing parts whi ch influence:

h. THE FUEL PUMP lEAD; for instance cam, fuel pump plunger, roller guide, etc.

i· THE COMPRESSION,. for instance piston, piston rings, cylinder cover, etc.

the fuel pump lead should be checked and, if necessary, adjusted.

h. When replacing parts which influence the fuel pump lead:

1. Measure the fuel pump lead after mounting (see 812.53, section g).

2. Adjust the lead by means of the adjusting spindle 81200/3571 until reaching
the lead stated in the adjustment table of the engine. (See 812.03, section
"Adjustment of lead".

3. Measure the distance Y. If Y measured deviates more than ~ 2mm from the value
Ynom .stated in D 812 correspanding to the normal position of the pump barrel,
adjust the cam position on the camshaft as, otherwise, the adjustment range of
the pump would be limited too much.

4. When the pump barrel is in its normal position corresponding to Y ' it cannot
nom
be raised beyond Ymin (reduction of maximum pressure), or lowered beyond Y
max
(increase of maximum pressure) by means of the adjusting spindle.
Ynom, Ymin, and Ymax are stated in D 812.

5. If it is necessary to adjust the cam, first set the pump barrel at Y by means
of the adjusting spindle. nom

6. Turn the cam z division marks on the tool for adjustment of fuel cams. (See
section 806).

z = Ynom - Ymeasured

For z < 0, turn the cam in "Ahead" direction of the engine.

For z > 0, turn the cam in "Astern" direction of the engine.

 813.01

FUEL VALVES

A. Description

Plate 81300
Each of the fuel valves, which are mounted in the cylinder covers, consists of a
valve housing 0761 to which the nozzle 1928 and the spindle guide 1651 are
attached by means of the sleeve nut 1384. Tightness between the valve housing
and the sleeve nut is ensured by means of the rubber ring 1295, which is fixed in
a turned recess.
The relative positions of the nozzle, the spindle guide, and the valve housing are
secured by the dowel pins 1562 and 1839.

The. valve spindle 1473 and the spindle guide 1651 are ground together to furnish
aptlmum oil tightness. Furthermore, oil tightness has been achieved by grinding of
the jaint surfaces between the valve housing and the spindle guide and between
this and the nozzle as well as the conical valve-spindle and nozzle seats.

The valve spindle is loaded by the spring 1106, the pressure of which is transmit-
ted to the spindle through the spring guide 3520. The spring is compressed by
means af the thrust spindle 0949 and the thrust screw 0494, the tightening of
which determines the opening pressure of the valve.

Th~ lift (D 813) of the valve spindle is limited by the head of the spindle, which
strikes against the stop disc 3619 when the spindle is in its upper position.

By means of the test pin 0216 fitted in the thrust screw it may be checked wheth-
er the valve is functioning, as the knocking from the opening movements of the
valve can be felt when a finger is placed on the top of the test pin. To avoid
leakage oil during the circulatian of warm oil the thrust screw is provided with
? cap nut 0583 in which the rubber ring 0672 prevents the leakage oil from flow-
Ing up along the thrust screw. The rubber ring 0850 prevents t!ie oi I from flowing
up alang the test pin.

The oil supply duct D of the valve extends inta the flange of the valve housing,
where it ends in the bare for the edge-type filter in the flange. The seal of the
edge-type filter against the valve housing is oil-proof.

T.he purpose of the nan-return valve incarporated in the edge-type filter and de-
signed for the opening pressure stated in D 813 is partly to prevent fuel oi I from
entering the cylinders, partly to prevent gas from the cylinders from entering the
fuel system in the event of sticking valve spindles. •
813.02 813.51

FUEL VALVES

The edge-type filter a/so incorporates a vent screw, which is apened in case of
C. Tools
pralonged stopping, so that warm oil can circulate through the edge-type filter.
The screw is further used for the venting of the valve.

The fuel valves are cooled with diesel oil which by means of electrically' driven
Plate 81351
pumps is circulated through all fuel valves. The cooling oil is admitted at E,
For further reference, see the special manual "Overhoul of fuel valves".
whence it passes through the duct F to the cooling space in the nozzle. From
the nozzle the oi I returns to the diesel oi I tank through the duct G and a pipe
In case of sticking fuel valves the tool 3861 is used as shown.
connected at H. See also the instruction book "Operation".

Before dismantling a valve, the clearance "A" round the nozzle should be cleaned
From the bore for the valve spring there is finally a drain duct M, which drains
of carbon deposits, which is done by means of the cutter 1358 supplied for this
away leakage oil as well as drain oil from the vent screw.
purpose.
Under the fuel valve flange is fitted a rubber ring 1017 which, when the valve
The fuel valve is set up in the device 0191, fixed in the holder 3227 as shown.
is being fitted in the cylinder cover, prevents water from entering the bore in
The nozzle is secured with the screw 0646 after which the sleeve nut can be
the cylinder cover. This obviates the risk of a rustbound valve, which is difficult
to remove. slockened without the risk of shearing of the dowel pins in spindle guide and
nozzle.
Plate 81301
If the joint faces of the nozzle and spindle guide are free from scores, yet not
bright, they con be ground (lapped) direct on the grinding plate 1803. As abra-
This plate shows the high-pressure pipe from fuel pump to distributing piece, the
sive is used washed "Naxos emery powder No. 7/0", mixed with oil or oflnhibisol"
distributing piece, and the high-pressure pipes from distributing piece to fuel
in a suitable proportion.
valves. All the pipes are protected by steel hoses.

During the grinding, rotary motions must not be made, but the parts should be
B. Maintenance
moved forwards and backwards in one direction.

The fuel valves must be given the utmost attention and care, as the greater part
The valve housin!J and spindle guide are lapped together, guided by means of the
of the irregularities during the running of the engine can be attributed to defective
ring 3594.
fuel valves. If the engine gives normal performance, with smokeless exhaust and
without its speed dropping or the temperatures changing, it is only necessary
Wear of the spindle seat wi II gradually cause the Iift to be increased, and it
to inspect the fuel valves after the service period stated in D 813. The valves
should therefore be checked regularly. If the lift has been increased in the course
should then be taken out and nozzle, spindle guides, spindles, filters, and springs
of time by the measurement D 813-6, an adjustment should be' made, which is done
be inspected.
by renewing the stop disc 81300/3619 and adjusting its height. For dismantl ing of
stop 'discs, use the drift 2060.
When valves are being dismantled, all parts should be handled very carefully and
be kept completely clean; only clean non-fluffy rags, or pieces of wash leather,
If the seats are damaged by deep scores, the spindle and the spindle guide must
must be used for the cleaning. Cotton waste must not be used.
be sent to a workshop for grinding on a grinding machine. The spindle and spindle
guide of a valve belong together and must not be exchanged for the corresponding
Every time a fuel valve is dismantled, its edge-type filter and non-return valve
parts from other valves.
should also be dismantled. The disc is exchanged if worn, and the reat is ground.
After this, the non-return valve is tested for tightness.
It should be examined whether the spindle works with sufficient ease in the spindle
guide, after the parts have been wiped dry and bright with a c!lean rag. Hard or
Before a valve is assembled the various parts should be washed in clean kerosene.
oxidized spots or burnt oil are removed from the spindle with polishing paste, but
Great care should be exercised to ensure that no foreign matter enters the valve,
great care must be exercised in this op~ration, as the valve may otherwise become
as irregularities are otherwise certain to occur.
leaky.

When exchanging the fuel valves, care should be taken to protect the nozzle tips,
and these must not be exposed to blows or other injuries.
813.52 813.53

The centre bore of the nozzle as w••11 as the spray holes are cleaned of carbon
deposits by means of the special drills 4484 and 4573 supplied for this purpose.
Then test the spray holes wi th a drill whose diameter exceeds the original hole
diameter by the measurement stated in D 813. If this drill can enter just one
of the holes, the nozzle must be scrapped. If the holes have been worn oval,
which is ascertained by means of a magnifying glass, the nozzle must also be
scrapped.
The cooling spaces in the nozzle are cleaned by placing the latter in IIlnhibisol"
and then blowing them through with compressed air. The nozzle and the nozzle
cap are shrunk together and cannot be separated.
the valve disc must not be ground, but should be exchanged if required.
When the edge-type filter has been inspected and assembled, the opening pressure
is tested in the pressure testing device 0160-0893. The non-return valve should
open at D 813-3 and close at D 813-2. When this has been checked, the delivery
pipe is fitted at the other end of the pressure testing device, after which the
tightness of the non-return valve and the rubber rings 81300/2541 and 81300/3342
is tested.
Plate 81301

The sealing face of the fuel valve against the cylinder cover is ground by means To ensure a long life of the high-pressure coupling, the following must be observed
of the grinding ring 3405. when fitting pressure pipes:

To ensure uniform tightening of the edge-type filter, tighten it by stages as 1. Before fitting the pipes, make sure that the pipe-enq/seat are quite clean
prescribed in D 813. and free from scores.

The most efficient control of the fuel valves is the pressure testing, which should If scores are found, the pipe-end/seat must be reconditioned, using the cutters
preferably be carried out at each overhaul and which is described below. shown on plate 81353.

The fuel valve is set up in the device 0191, secured in horizontal position as 2. When fitting the pipes, the screws in the connections must be tightened only
shown. The valve is then pressure-tested according to the following procedure: lightly, and evenly, so that all screws give equal support.

The valve is first vented by opening the vent screw with the spanner 81352/1149. An extension must under no circumstances be used on the spanners.
Then slowly raise the pressure to the opening pressure, which is read on the
pressure gauge of the pressure-testing pump 4840. The opening pressure is the If a joint is not tight after mounting, it must again be inspected for dirt ond
pressure at which the oil slowly begins to flow out of the spray holes, and this scores as mentioned in point 1.
pressure should be as stated in the adjustment chart.
During and after dismantl ing, care must be taken that pipe-end/seat are not da-
After the opening pressure has been ascertained the pressure gauge shut-off valve maged.
H is closed, and with a few rapid pump strokes it is now tested that all spray
holes are open and that the sprays are directed through the holes in the plate After dismantling, pipes and seats should be plugged to avoid dirt entering into
0735. This is an indication that the dowel pins between ruel valve housing, spindle the high pressure system.
guide, and nozzle are intact. It is of no consequence that, for instance, the
sprays' liit the edges of the holes.

Finally the nozzle is wiped dry, and it should now remain dry when keeping a
pressure a little below the opening pressure. If the nozzle sweats or dribbles, the
spindle guide with spindle must be replaced.

Plate 81352

For reconditioning of the seat for the vent screw, use the pin drill 0982: Grinding
of the non-return valve seats is effected with the grinding handle 1238. However,
 814.01

SPEED CO NT ROL SYSTEM

A. Description

The engine is provided with 0 regulating device by means of which the number
of revolutions can be varied manually as required up to the number of revolu-
tions per minute stated in D 814.

The engine is provided with a pneumatically controlled governor (see D 814), the
object of which is to keep the engine running at approximately constant revolu-
tions under all circumstances. The terminal shaft of the governor controls the
pilot valve in a hydraulic governor amplifier.

As to design, operation and adjustment of the governor, reference is made to the

special instructions and to D 814.

The governor is mounted on the chain tronsmission casing and is driven from the
intermediate shaft of the chain transmission.

To prevent break-down in case of governor failure, an electric generator is fitted

to the gear box, and if the case should arise, this generator will actuate a solenoid
valve which, through an air cylinder, will move the fuel pumps to "no fuel" position.

See also section 815, Reversing and Starting.

BRIDGECONTROL

In the case of engine installations with bridge control system, the engine speed can be
regulated from the navigating bridge, the governor receiving its control pressure from
an electrically operated fine-regulating valve.

The moximum value of this control pressure is determined by the position of the
regulating handle ..

As to the bridge manoeuvring system, see separate instruction book.

 REVERSING AND STARTING MECHANISM

The manoeuvring system is pneumatic and serves to carry out orders from the navi-
gating bridge. It is designed to give the choice between the following forms of
control: "Bridge control", "Engine room control", and "Emergency running". In
addition, manual emergency running can be established.

During normal running, i.e. "Bridge control" or "Engine room control", all regu-
lation of the engine is effected through a pneumatically controlled governor whose
terminal shaft controls a regulating amplifier which is connected to the regulating
shaft via a coupling. In the event of damage to governor or regulating amplifier,
"Emergency running" is used. Regulation of the engine is effected through an air
positioner which, via regulating amplifier and coupling, is connected to the re-
gulating shaft.

In the event of failure of the pneumatic system, manual emergency running is used.

During "Bridge control" operation, telegraph orders are transmitted as signals to the
bridge manoeuvring panel, which actuates a servomotor that is mechanically con-
nected to a separate, pneumatic fine-regulating valve, which transmits control
pressure to the governor.

Furthermore, the bridge manoeuvring panel actuates three solenoid valves for
AHEAD, ASTERN, and stop cylinder for the regulating shaft, respectively. These
solenoid valves actuate the starting air system during starting and reversing.

When operating on "Engine room control", the orders are given from the naviga-
ting bridge telegraph to the reply telegraph of the engine room manoeuvring con-
sole.

Reversing orders are acknowledged by using the reply telegraph- handle, and regu-
lation is effected with the regulating handle, which is also fitted on the ma-
noeuvring console.

Layout draw ing

Plate 81501

On this plate are shown those components in the manoeuvring console and on the
engine which form part of the pneumatic manoeuvring system. •

For the sake of cleorness some of the components 'have been drawn as symbols.

The symbols consist of one or more fields. The number of fields corresponds to
the number of valve positions.
815.02
The connecting lines ore connected to the field which represents the valve pasition
at the given moment of the process. The change of position is conceived to take
place by the fields being displaced at right angles to the connecting lines, which
are assumed to have a stationary position on the paper. A short crossline on a
broken line indicates a closed path.
The manoeuvring system consists of starting air components designed for 30 kp/ cm2,
and of control air components designed for 7 kp/ cm2 •
STARTING AIR COMPONENTS
Stop piston valve
Plate 81512
The stop piston valve is fitted in the main piping for starting air, controlling
air supply to and from the starting air pipes.
The stop piston valve is cantrolled by the pneumatic system.
Function
In the inlet before the stop piston volve 81512 is fitted a non-return valve, whose
spring-loaded discs with off-set passage holes prevent blow-back in the starting air
inlet in the event of an explosion.
The stop piston valve hos two positions, "BLOCKED" and "SERVICE". When the
handwheel is screwed into the position "SERVICE", the stop piston valve is ready
for storting and reversing. The switch for "SERVICE" position indicotes this to the
bridge manoeuvring automatics.
In this position the chambers K, M, and Z in the stop piston valve are under
pressure from the starting air receiver, the air in chamber M being supplied through
the master valve 81509, which is inactive. Air to the chomber Z is supplied
through the solenoid valve 7185, which is nat energized.
The starting air pressure on the piston 0766 will keep the stop piston valve closed.
During normal start the moster valve 81509 is actuated by the air cylinder 81511/
0242. Thereby the air supply through the master valve 81509 is cut aff. The cham-
bers M and Z are vented through the master valve 81509.
The air pressure in chamber K will lift the piston 0766, thus allowing starting air
to flow on to the engine. The lower part of the piston 0766 will cut off the vent-
ing.
815.03
After start the air cylinder 81511/0242 is to be vented. The air pressure passes
through the master valve 81509 to the chambers M and Z, and the valve piston
0766 will cut off the starting air supply to the engine and, at the same time,
ensure venting of the starting piping of the engine.
FUNCTIONING DURING "SLOW TURNING"
Plate 81512
If the engine has been stopped for 10 minutes or more, the starting procedure wi II
be as follows:
The master valve 81509 will be actuated as in the case of normal starting, and at
the some time a time relay will energize the solenoid valve 7185. This will cause
the chamber M to be vented through the master valve 81509, while the chamber
Z continues to be under air pressure. The valve piston 0766 will open to the ex-
the tent permitted by the setting of the adjusting screw 5949, and a reduced amount
of starting air will flow to the engine. The engine will now turn slowly for one
revolution, this being registered by 0 magnetic contact .on the camshaft, and this
contact will deenergize the solenoid valve 7185 through the time relay. Thereby
the chamber Z will be vented, the valve piston 0766 will open completely, and
the full amount of starting air will flow to the engine.
Note:
The stop piston valve must be in "BLOCKED" position before telegraph order
"Finished with engines". During overhauls the stop piston valve is to be in
·SERVICE" position.
To avoid alarm, set the bridge telegraph and reply telegrap'h in "STOP" position.
Starting air distributor
Plate 81507
The starting air distributor is fitted near the chain case. It controls the starting
valves 81510. The starting air distributor is driven from the chain transmission.
Two sets of cams are fitted on its shaft, one for AHEAD direction, and one for
ASTERN. The starting air distributor is reversed by displacing the shaft. Reversing
of the starting air distributor is pneumatically controlled.
815.04 815.05

Function Master valve

See also Plate 81505 Plate 81509

The master valve is located near the chain case, where it controls the stop piston
When the upper duct "R" of the starting air distributor is pressurized, the spring-
loaded distributor pistons are forced down towards the carns because of the dif- valve 81512 and the starting air distributor 81507.
ference in diameter of the pistons.
The master valve is pneumatically controlled.
Those cams which are in starting position allow starting air to pass through the
lower duct of the starting air distributor to the chambers over the starting valves, Function
which open.
See also Plate 81505
After starting on fuel, duct "R" is vented through th'e lower venting duct of the
Through the chamber l, the master valve makes the pipes to the chambers over
master valve 81509, so that only those distributor pistons which at this moment
are resting on the lowest section of the cams are kept down on account of the and under the piston of the stop piston valve 81512 communicate, and the stop
piston valve is kept closed by the compressed air. The lower spindle of the master
air trapped under the distributor pistons, as the lower edges of these block the
venting. valve cuts off the connection from the starting pipe, which is not pressurized, to
the upper starting air distributor duct.

Reversing valve When the master valve is actuated, the upper spindle cuts off the starting air to
the chambers above the piston of the stop piston valve, and these are vented
Plate 81508 through the vent hole N of the master valve, and the stop piston valve opens
for starting air to the engine.
The reversing valve is located near the chain case where it is inserted in the line
The lower spindle permits the starting pipe, which is now pressurized, to commu-
between the stop piston valve 81512 and the brake cylinder 81519. The reversing
valve controls the pressurizing and venting of brake cylinder 81519. nicate with the upper duct of the starting air distributor, through the chamber Q
of the master valve. At the same time the starting air passes through the duct S
function of the spindle to the chamber T.

When actuation of the master valve has been completed, the lower spindle wi II
The spindle of the reversing valve is mechanically connected both to the sliding
sink on to its seat and block the starting pipe whi Ie, at the same time, the
sleeve, which moves it into AHEAD Or ASTERN position, and to the shaft of the
starting air distributor, which turns it into AHEAD or ASTERN position. upper duct of the starting air distributor is vented through tne chamber Q of the
master valve, and the lower vent hole.
During reversing, when the starting air distributor shaft and the sl iding sleeve are
On the other hand, the chamber l in the master valve is not connected to the
in different positions, the reversing valve creates a flow path for starting air for
pipe from the chamber under the piston of the stop piston valve until a few
actuating broke cylinder 81519. The air flows through one of the two transverse
ducts of the spindle for AHEAD or ASTERN respectively. seconds later, as the upper valve spindle, which rests on the piston 0601, sinks
only slowly, according as the compressed air in the chamber T escapes through
the clearance V along the piston and leaves the valve through the duct X.
When reversing has been completed there is agreement between the starting air
distributor and the sliding slee/e. The spindle of the reversing valve blocks the
This ensures that starting air is supplied to cylinders to which fuel oil has not
air passage to the brake cylinder, which is vented through the vent holes of the
reversing volve. yet been supplied after firing has started in the other cylind:rs.
815.06
815.07

When the piston 0601 has reached its bottom position, starting air will again be
admitted via the chamber L to the chambers over the piston of the stop piston
valve, thereby closing the latter valve, the starting pipe being, at the same time,
vented through the drain pipe.
Starting valve
When the reversing has been completed, the brake cylinder is vented through the
vent holes of the reversing valve 81508, and the lifting spring keeps the roller of
the brake cyl inder clear of the braking wheel.
When carrying out reversing without compressed air, fit a screw 1738 to the top
of the brake cylinder cover and tighten it so that the brake cylinder piston is
pressed into its bottom position.

Plate 81510 Now the engine may be turned by means of the turning gear. Afterwards remove
the screw 1738.
The starting valve (spring-loaded) is fitted on the cylinder cover. It is controlled
by the starting air distributor 81507.
Reversing mechanism
Function
Plate 81517
When the stop piston valve is open, the chamber P of the starting valve is pres-
surized through the starting pipe. The reversing mechanism is arranged on the part of the camshaft which is encircled
by the chain transmission. Being pneumatically controlled it reverses the fuel pump
The storting valve is kept closed by the spring. When the chamber U above the and exhaust valve cams to AHEAD and ASTERN position, respectively.
upper piston of the starting valve is pressurized with air from the starting air
distributor, the starting valve will open; and starting air will now flow from the Function
starting pipe to the cylinder.
The choin wheel 5538, which is driven from the crankshaft, can turn on the hub
After starting, the chamber U is vented through the vent pipe of the starting air 4648, which is keyed to the camshaft together with the cams for fuel pumps and
distributor, and the starting valve will close. exhaust valves.

Venting of the starting air in the chamber P and the starting pipe takes place The hub 4648 has four arms with two pairs of bearings for the reversing crankshafts
through the droin pipe of the stop piston valve 81512. 4282, whose throws rest in bearings 4371, which can sl ide in guideways in the
chain wheel. During the running the two reversing crankshafts are in dead centre,
where they act as drivers, connecting the chain wheel with the camshaft.
Brake air cylinder
Each reversing crankshaft has a gear wheel 2779, which is in mesh with a gear
Plate 81519 wheel 2680. The latter can turn on the camshaft, and its hub has a flange to
which the braking wheel 0800 is bolted. At the end of the hub there are, be-
The brake air cylinder is fitted to the top casing. It is controlled by the reversing sides, two claws, which are in mesh with corresponding claws on the cam 1512
valve 81508. keyed to the camshaft. The distance between the claws is such as to permit a
turning of the gear wheel 2680 of 130 degrees in relation to the camshaft and
Function the cam 1512.

During the reversing the brake cylinder is pressurized through the reversing valve
81508.
Thereby the roller of the brake cyl inder is pressed against the braking wheel in
the reversing mechanism so as to retain this braking wheel.
The housing 0999, which is bolted to the flange of the gear wheel 2680, incor-
porates two spring-loaded rollers 0711, the purpose of whi~ is to secure the re-
versing crankshafts in ahead or astern position, as the rollers press against the
specially shaped cam 1512 and thus maintain the claws of the claw coupling in
mesh and cause the gear wheel 2680 to rotate with the camshaft.

815.08
CONTROL AIR COMPONENTS
Reversing of the fuel pump and exhaust valve cams is effected by turning the cam-
shaft 30 degrees ahead in relation to the desired direction of rotation. This is
Plate 81501
achieved when the braking wheel 0800 and its gear wheel 2680 are secured by
the roller of the brake cylinder 81519 simultaneously with the crankshaft and the The control air system comprises components in the manoeuvring console and on
chain wheel 5538 being caused to rotate in the new direction of rotation by
the engine.
means of compressed air. This will make the gear wheel 2779 roll on the braked
gear wheel 2680, so that the reversing crankshafts are turned from one extreme
position towards the camshaft and on to the opposite extreme position, and this 0194:
is equal to the fuel pump cams being advanced 15 degrees in the direction of
rotation in relation to the crankshaft, while the exhaust valve cams, which during
ahead-running have the advance D 815-1 degrees, will have the' advance D 815-2 0283:
degrees in astern-running.
In the extreme position the reversing crankshafts are self-locking, passing the dead 0372:
centres and, as previously mentioned, being secured by the rollers 0711 as well as
the 'Spring buffers 3847 fitted in the chain wheel.
0461:
The turning of the chain wheel 5538 in relation to the camshaft is utilized to
displace the sleeve 1423 which, by means of two sl iding keys, is fitted to the hub
of the cam 15] 2, ,so that it follows the turning of the camshaft. On the outside
the sleeve is provided with acme thread, which is in mesh with a corresponding
thread in the nut 1067 fastened to the housing 0999; during reversal, this nut is
secured together with the braking wheel 0800, at the same time as the camshaft
and the sleeve are turned. This will cause the sleeve to be displaced axially, the
tWo sliding keys preventing it from turning in relation to the hub. Through the
sl ide shoe and levers, the displacement of the sleeve (see plate 81501) is trans-
mitted to the reversing valve 81508, whose spindle is displaced. The brake cy-
linder 81519 is vented through the vent holes of the reversing valve.
This is timed to occur a ,little before the coupling is engaged in the new direction
of rotation at the conclusion of the reversal.
0738:
0827:
815.09
Pre s sur e g a u g e for control air for regulation.
Pressure gauge for control air supply.
Switch for alarm cut-out and resetting of overspeed shutdown.
Control unit
4 valves Nos. I, II, III, and IV are built into the control unit. Valve I
is a pneumatically controlled 2-position valv' ..•.•.
ith spring return. It couples
in the locking cylinder for control selector 1539. Valve II is a mechanical-
ly controlled 2-position valve for control air for reversing the starting air
distributor in "Ahead" or "Astern" direction, and for control air for the
master valve. Furthermore, it controls the increased regulating pressure to
the governor during starting procedure carried out fro'm the engine room.
Valve II can only be actuated by moving the regulating handle from "Stop"
to "Start". Valve III is a fine-regulating ,valve for ..-egulating of control
air to the governor 4932 or the air positioner 7513. This valve is actuated
when the regulating handle is in any position within th'e zone ranging from
22.50 from "Stop" up to 82.5° from "Stop", i.e. a total of 60°. This
corresponds to a variation of the control pressure to ,the governor or the
air positioner from 0.5 to 5 kp/cni2• Valve IV is a mechanically con-
trolled 2-position valve for control air for actuating stop cylinder 5000.
This valve is in the actuated condition when the regulating handle is in
any position between the "Start" and "Stop" positions.
Pneumatically controlled change-over switch for indication
of the position of the regulating handle during "Bridge control" operation.
Ta be' actuated at 4 kp/ cm2
•
Solenoid valve for scavenging air pressure to governor for limiting
the fuel pump il'\dex during running-up of the engine. When actuating this
815.10 815.11

1806: Do ubi e non - r e t urn val ve for control air to the manoeuvring unit
solenoid valve this limiting is cancelled by passing a "false" scavenging 4021 when starting in "Astern" or "Ahead" direction.
air pressure to the governor.

1995: Sol e n 0 i d val ve for reversing the starting air distributor into "Ahead"
0916: Solenoid valve for reversing the starting air distributor into "Astern" direction, and for starting in "Ahead" direction when "Bridge control" is
direction and for starting in "Astern" direction when "Bridge Control" is coupled in.
coupled in.

2063: P n e u mat i c a II y con t roll e d c h a n g e - 0 v e r s wit c h

1084: Non-return va Ive for equalization of increased scavenging air pres-
sure after repeated starting. Pneumatically controlled with spring return, to indicate that "Bridge con-
trol" is coupled in.

1173: Reducing valve for "false" scavenging air pressure to the governor
when solenoid valve 0827 is actuated during repeated starting, and to 2152: Safety valve, set to open at 1.2 kp/cm2•
function as maximum limiter. To be set at about 0.9 kp/ cm2, correspond-
ing to normal scavenging air pressure at the engine condition "Overload
rating" .
2241: 2-position valve

Pneumatically controlled with spring return in the by-pass through the

1539: Con t r 0 I s e Ie c tor servomotor. Controlled via the outlet line from the port marked "3" of
the control selector. During "Engine room control" or "Emergency run-
A manually operated change-over valve with the following 3 positions: ning" the regulating pressure is directed past the servomotor to the gover-
"Bridge control", "Engine room control", and "Emergency running". The nor or the air positioner.
valve is provided with locking cylinder so that change-over from "Bridge
control" or "Engine room control" to "Emergency running" or vice versa
can be effected only with the regulating handle in "Stop" position. 2330: Air receiver placed in manoeuvring console to reduce time lags.
Change-over from "Bridge control" position to "Engine room control" posi-
tion or vice versa can be effected when the regulating handle is in any
position.
2429: F i It e r

1628: 2-position valve 2518: D ra in co ck for water in the system, if any.

Mechanically controlled with spring return for control air for reversing the
starting air distributor to "Astern" direction and starting in "Astern" direc- 2607: Fin e - reg u I a tin g val v e
tion.
Electrically controlled for regulation of control pressure to governor 4932,
when "Bridge control" is coupled in.
1717: 2-position valve
•
Mechanically controlled with spring return for control air for reversing the 2974: Quick release valve for quick venting of reversi-ng cylinder 4021-1
starting air distributor to "Ahead" direction and starting in "Ahead" direc- when starting in "Ahead" direction in the case of "Bridge control".
tion.
815.12 815.13

4665: 2-position valve; mechanically operated, with spring return. Controls

3042: Qui c k rei e a s e va Ive for quick venting of reversing cylinder 4021-1
air pressure for reversing of starting air distributor when fuel pumps are on
when starting in "Astern" direction in the case of "Bridge control".
index O.

3131: Shut-off cock; to be closed when pressure-testing starting valves.

4754: F i It e r

3220: Air c y I in d e r; for actuation of master va Ive when starting.

4843: F i I t e run it

3775: Solenoid valve; with 2 positions for actuation of stop cylinder 5000
5000: Stop air cylinder; moves the counter shaft for fuel pumps to "Stop·
in case of emergency stopping from the bridge, overspeed shutdown and
shutdown from pressure switches and thermostats. under the following conditions:
1) Emergency stopping of engine from bridge
2) Starting of engine
3) Overspeed
3864: Double non-return valve; for control air to reversing valve 81508.
4) Too low lubricating oil pressure, too high cooling y.tater temperature,
etc. and when the camshaft is not in "Ahead" or "Astern" position.
3953: Double non-return valve; for control air to air cylinder 3220.
5199: Qui c k rei e a s e val v e, to obtain quick venting of cylinder 5000
4021: Manoeuvring unit for reversing and starting. during starting.

The unit incorporates the following:

5288: 2-position change-over valve; pneumatically controlled, with
I) Air cylinder for reversing of starting air distributor.
spring return. For actuation of stop cylinder 5000.
II) & III) 2-position valves for "Astern" and "Ahead" manoeuvres,
respectively.
IV) 2-positio" valve for air to air cylinder 3220 for actuation of the
5377: Non - r e t urn va I v e, with adjustable by-pass throttle for time-lag when
master valve when the starting air distributor is in extreme position, and
venting the increased regulating pressure to governor 4932 during starting
for actuation of 2-position valve 5644 for increased regulating pressure
to the governor during starting procedures. procedures.

5466: Reducing valve; for increased regulating pressure to governor 4932

4209: 2-position change-over valve; mechanically controlled, with
during starting procedures. To be set at about 1.8 to 1.9 kp/cm2•
spring return for indication of camshaft position. At any intermediate
position of the sliding sleeve the 2-position valve 4209 passes control
air to valve 5288 so that the regulating shaft is retained at stop. This
5555: Air r e c e i ve r; for having a certain volume of air available at time
eliminates the possibility of oil being supplied to the engine in the case
of unfulfilled reversal. lag of the increased regulating pressure during starting procedures.

5644: 2-position change-over valve; pneumaticalty controlled, with

4576: Do ubi e non - r e t urn val ve for control air to change-over valve
spring return. Controls the increased regulating pressure from reducing
5288, and the various forms of actuation of stop cylinder 5000.
valve 5466 to governor 4932 during starting procedures.
815.14
815.15

5733: 2- position chonge-over volve; for diverting the reguloting pres-

sure to governor 4932 Or oir positioner 7513.
ing valve it is desired to use, and it will now be possible to clean the
other filter without interrupting the supply of air to the manoeuvring system.
5822: Reguloting omplifiers (hydroulic) e.0_ Honsen-type.

Working pressure 40 kp/cm2. With separote pump unit ploced on gollery. 8592: Sa fe t y val ve; set to open at 8 kp/ cm2 •

6534: 2-position change-over valve; pneumatically controlled, with 8681: Air r e c e i ve r; located near the components in the manoeuvring system
spring return. For change-over of air cylinder 6623. to reduce time lags.

6623: Air cylinder; for change-over from regulating amplifier I to II or 8770: Drain valve; for passible water in the system.
vice versa. This change-over can only be effected with the regulating
handle in "Stop" position.
8869: Emergency starting handle; for manual emergency running.
6712: Double non-return valve; to keep air cylinder 6623 in position
during manual emergency running.
8958: 2-position valve; mechanically controlled, with spring return. Opens
7068: Shut-off cock; with venting. To be closed after telegraph order control air passage when the emergency starting handle is pressed during
"Finished with engine". manual emergency running.

7157: Pressure switch; for indication of control pressure in manoeuvring 9026: Shut-off cock; with venting. To be opened in the case of manual
system. emergency running.

7513: Air positioner; converts control pressure from fine-regulating valve 9115: 2-position valve; mechanically controlled, with spring return. Opens
III, item 0461, to movement of slide in regulating amplifier II, item 5822. control air passage for charging of air cyl inder 3220 when the emergency
The control air pressure from 0.5 to 5 kp/cm2 corresponds to a travel of regulating handle is in "Stop" position. It blocks and vents in all other
60 mm of the slide in the regulating amplifier. positions. It is used only in the case of manual emergency running.

7602: Emergency regulating handle; for manual emergency running.

7791: S hut - 0 ff co c k; for ai r supply to the manoeuvring system; vented

through drain valve 8770.

7880: Air sup ply un it, consisting of a manually operated 2-position change-
over valve (I), 2 filters (II), 2 reducing valves (III), and 1 double non-
return valve (IV).

The reducing valves are adjusted to reduce the starting air pressure to
7 kp/cm2• Change-over valve (I) serves to choose which filter and reduc-
815.16 815.17

As the reversing valve 81508 and the sliding sleeve af the reversing mechanism
STARTING AND REVERSING THE ENGINE 81517, which are interconnected by a pull rod, are both in "Ahead" position,
the reversing valve 81508 is closed to supply of starting air to the brake air
Plate 81501 cylinder 81519.

The plate shaws the engine in "Ahead" pasitian. The bridge telegraph is in "Stap" Control air passes through 2-position valve IV in the manoeuvring unit 4021, and
pasitian, and an the engine raom manoeuvring console the regulating handle is set charges the air cylinder 3220. The master valve 81509 is actuated, and the stop
at "Stop". The control selector 1539 is set far "Bridge control" and the reply tele- piston valve 81512 opens for starting air to the starting valve 81510 and the start-
graph at "Stop". ing air distributor 81507, and starting air is supplied to the engine.

Sequence of manoeuvres in "Ahead" direction during "Bridge At the some time control air actuates 2-position valve 5644, thus allowing the
Control" reduced control air pressure from reducing valve 5466 to pass through 2-position
valve 5644 to the governor, which is thereby supplied with an increased regu-
Set the regulating handle at a position corresponding to the highest r.p.m. at lating pressure during starting procedures.
wh ich the bridge is desired to operate; the fine-regulating valve 2607 of the
bridge telegraph receives its feed control pressure from fine-regulating valve By means of the regulating amplifier 5822 I, the governor will attempt to turn the
0461/111 of the regulating handle. regulating shaft in "Mox." direction, but as stop cyl inder 5000 keeps the regulat-
ing shaft on "Stop", the resilient pull rod will be compressed.
Set the bridge telegraph in the desired position in the "Ahead" zone. The reply
telegraph of the separate engine room manoeuvring console is out of function As the venting of control air pressure to 2-position valve 5644 is throttled through
during "Bridge Control" operation and remains at "Stop". non-return valve 5377, the increased regulating pressure can be maintained for an
adjustable time beyond the starting zone.

ENGINE ROOM CONTROL When the engine has reached a suitable r.p.m. on starting air, move the regulat-
ing handle to the fue I supply ordered from the bridge.
Sequence of manoeuvres in "Ahead" direction.
The regulating handle actuates the fine-regulating valve III, item 0461, wh ich
Set the bridge telegraph in a chosen position in the "Ahead" zone. admits regulating pressure to the governor 4932.

Acknowledgment from the reply-telegraph in the manoeuvring console is given by 2-position valve II, item 0461, is no langer actuated.
moving the hondle to the announced position in the "Ahead" zone. This will actu-
ate the 2-position volve for "Ahead", item 1717, so as to change position. Air cylinder 3220 is vented through quick release valve 3953.

Move the reguloting hondle on the manoeuvring console to "Start". Stop piston valve 81512 will close, thereby cutting off the starting air supply to
the engine.
This will octuate the 2-position valve II in the control unit 0461, and control
air is passed through 2-position valve 1717 on to the manoeuvring unit for revers- Stop cylinder 5000 is vented through quick release valve 5199, and the resilient
ing and starting 4021 - located in the cabinet with pneumatic companents - in pull rod will set the pumps at a fuel supply which ensures safe starting.
which the 2-position valve III is actuated.
The governor is provided with a load limiter which is controlled by the scavenging
2-position valve 4665 is actuated by the pressurized stap cylinder 5000, and control air pressure of the engine. The load limiter ensures that fuel is not supplied to the
oir posses through 2-position valve III to pressurize air cylinder I. engine in greater proportions than what corresponds to the vo'ume of air available
to ensure good combustion.
The piston, which is mechanically connected to the reversing valve 81508 and the
starting air distributor 81507, will not affect their position, as they are already
in "Ahead" position ..
815.18 815.19

Furthermore, the engine is provided with a starting air booster which, during start- or vice lIersa can anly be made when the regulating handle is in "Stap" positian
ing of the engine, supplies oil pressure to the working piston of the governor, thus as in all other positions of the regulating handle the control selector is locked by
making the terminal arm of the governor move in "Max." direction. means of the locking cylinder.

Change-over valve 5733 changes the regulating pressure over to air positioner
Reversing to ASTERN 7513 instead of to P. G. governor 4932. Through non-return lIalve 6712, change-
over valve 6534 changes the compressed air over to the opposite side of the piston
Move the bridge ''''egraph handle into the chosen position in the ASTERN zone. in the air cylinder 6623, so that the resilient pull rod is coupled to the regulating
amplifier 5822-11. All regulating and reversing now take place from the engine
Acknowledgment from the reply-telegraph is given by moving the handle to the room by means of the regulating handle through air positioner 7513, as described
announced position in the ASTERN zone. under ENGINE ROOM CONTROL, except that the air positioner is not supplied
with increased regulating pressure during starting.
Thereby 2-position valve for ASTERN, item 1628, is actuated.

Move the regulating handle to "Stop", whereby stop cylinder 5000 is charged, MANUAL EMERGENCY RUNNING
and the regulating shaft is moved to "Stop".
Preliminaries
Move the regulating handle to "Start". The 2-position valve for ASTERN, item
1628, will charge air cylinder 14021 for reversing of the starting air distributor 1. Close the shut-off cock 7068 fitted at the air receiver on intermediate frame.
and the reversing valve 81508, and also air cylinder 3220 for octuation of the Thereby the pneumatic control system is vented.
master volve 81509.
2. Open the shut-off cock 9026 fitted under the governor bracket nearest the
The stop piston valve 81512 will open for starting air to the starting valve 81510, engine.
and to the starting oir distributor 81507. Starting air will pass to the brake air
3. The emergency control air system pressurizes air cylinder 6623 through double
cylinder 81519 through the reversed reversing valve 81508.
non-return valve 6712 and couples the spring-loaded pull rod to the regulat-

Reversing is effected as mentioned before under STARTING AIR COMPONENTS. ing amplifier 5822-'11.

The aheod-astern indicator
when the starting criterions
to the desired fuel supply.
4. Release the handles for emergency starting 8869 and emergency regulation
and tachometer of the manoeuvring console wi" show
7602 from the suspension on the engine near the innermost regulating ampli-
have been reached. Then move the regulating handle
fier.

5. Screw the emergency regulating handle 7602 into the arm for the regulating
Other procedures as described under "Sequence of manoeuvres in "Ahead" di-
rection" .
amplifier.

6. Fit the emergency starting handle 8869 on the 2-position lIolve 8958.
Rellersing to ASTERN has been completed.

Start without rellersal

Vent the starting pipe through the drain pipe of the stop piston vallie, and vent
the brake air cylinder through the vent holes of the reversing lIalve.
1. Keep the emergency regulating handle 7602 against its stop position,

2. Press down and keep down the emergency starting handlE!' 8869, Th is causes
EMERGENCY RUNNING
the 2-position valve 8958 to change position and open. Control 'air flows to
the air cylinder 3220, which actuates the master valve.
Place the cantrol selector 1539 in "Emergency running" position. This change-over
The stop piston valve opens, whereby starting air is supplied to the engine,
815.20 815.51

3. When a sufficient r.p.m. has been reached, move the regulating handle to
oil supply, and release the starting handle. Thereby the air cylinder 3220 is
REVERSING AND STARTING MECHANISM
vented, and the starting air supply to the engine is cut off.
C. lools
The regulating handle is secured in the desired fuel supply position by means
of the clamping piece.
All adjustable pull rods of the reversing mechanism are provided with punched
Start with reversal from "Ahead" to "Astern" marks at all heads for control of the lengths of the pull rods. The distance be-
tween the punched morks is stoted in the odiustment chart of the engine.
1. Move the arm for reversing of the starting air distributor manually to "Astern".
Plote 81519
The pull rod connection to the reversing valve will, at the same time, turn
its spindle so as to connect the supply pipes through the ducts of the revers- For overhaul ing, adjustment and checking, the camshaft can be reversed with-
ing valve. out compressed air by meons of the turning gem in connection with the screw
1738.
2. Keep the emergency regulating handle 7602 against its stop position.

3. Press down and keep down the emergency starting handle 8869. This causes
the 2-position valve 8958 to change position and open. Control air now flows
to the air cy Iinder 3220, wh ich actuates the master va Ive.

The stop piston valve opens and supplies starting air to the starting valve,
the starting air distributor, and the brake air cylinder, and the engine is
reversed.

Just before the reversal is fulfilled, the sliding sleeve arm displaces the re-
versing valve spindle through the pull rod connection, after which the brake
air cylinder is vented.

4. After having heard the venting and seen the camshaft run in "Astern" direction,
and obtaining a sufficient r.p.m. of the engine, move the emergency regulat-
ing handle to oil supply, and release the emergency starting handle. Thereby
the air cylinder 3220 is vented. Cut off the starting air supply to the engine.
Secure the emergency regulating handle at the desired fuel supply, using the
clamp.
ARRANGEMENT OF REVERSING AND STARTING SYSTEM PLATE 81500(08)
STARTING AIR DISTRIBUTOR PLATE 81507 (05)
REVERSING VALVE PLATE 81508(04) MASTER VALVE PLATE 81509(06)
STARTING VALVE PLATE 81510(08) STARTING MECHANISM PLATE 81511 (03)
BRAKE AIR CYLINDER PLATE 81519 (06)
 816.01

SAFETY DEVICES

A. Description

Plate 81600

Safety valves or shutters F/1 and F/3

In the places mentioned below, the engine plant is provided with safety valves
or shutters which are adjusted to the opening pressures stated in instruction book
K-l,

Cylinders, see D 816-1.

Starting air receivers, see D 816-2
Scavenging air spoce, see D 816-3

Safety caps

In addition to the above-mentioned safety valves, each inlet pipe to the starting
valves is provided with a safety cap, (see 81510), consisting of a thin copper cap
whi ch is enclosed in a metal mantle in order to protect the bystanders if the cop-
per cap bursts due to excessive pressure in the starting air line.

Relief valves F/2

Furthermore the doors of the crankcase are furnished with relief valves which are
fitted for the purpose of acting as safety valves in case the oil vapour should ignite,
for instan ce due to a hot beari ng .

Generally, however, a heating will be observed in time, as an increased outflow

of oil vapour will appear from the breather on top of the chain drive casing.

If an outflow of vapour is observed, the engine must be stopped. The crankcase

doors must not be opened until the engine is cold, as fresh air wour'd otherwise enter
the crankcase, whereby the vapour might ignite. Nor should starting on compres-
sed air be attempted until the engine is quite cold. See also sections701 and 708 in
the instruction book K-7 "Operation".

B. Maintenance

The safety valves are to be overhauled, cleaned and ground once every six months.
As grinding medium is first used finest carborundum powder and then oil alone .
•
If a valve is to be ground due to being leaky, the spring should be measured before
the dismantling so that the valve can be adjusted to the currect' opening pressure when
the grinding has been finished. If the length and compression of the spring cannot be
ascertained by measuring owing to the design of the valve, the valve should be pressure-
tested for checking the opening pressure, and this also appl ies to all the other valves
when these have been ground several times.
 816.51

SAFETY DEVICES

C. Tools

PRESSURE-TESTING OF SAFETY VALVE

Plate 81651

Set up the safety valve in the tool as shown, and connect the oil pump. Then check
the opening pressure (see D 816) of the valve.
 817.01

THRUST BEARING

The thrust bearing of the engine, which is fitted at the end of the crankshaft,
serves the purpose of taking up the axial thrust in the shafting when the pro-
peller is ratating.

The thrust bearing is either incorporated in the aftermost cross girder of the bed-
plate or made as a seporate bearing. The plates mentioned below show the two
designs.

INCORPORATED THRUST BEARING

Plate 81700

In the thrust bearing lower part two thrust shoes 6563 are mounted on either side
of the thrust flange of the shaft. The spoce between the thrust shoes and the
thrust flange is taken up by a number of segments 6107 and 6296, which are
guided in recesses in the thrust shoes and lined with white metal cast on the
wearing faces against the thrust collar. Thrust shoes and segments are kept in
place by means of the crossbars 5673.

The thrust bearing is lubricated thraugh the pipes 1835 and 4872, and the journal
bearing is lubricated through the pipe 1291. The oil is taken from the lubricating
oil main pipe via a branch pipe.

For control of lubricoting oil pressure and temperature, see section, "Oil control".

The lubricating oil drainage takes place through holes in the bearing lower port,
from where the oil is led to the oil pon of the engine. The location of the drain
holes ensures the desired oil level in the thrust bearing.

To prevent the oil from escaping from the bearing, the end cover 3437-6474 is
provided with an oil scraper ring 4149-6385,. from where the leakage oil is led
to the oil pon of the engine. Regarding the adjustment of scraper rings, see the
section "Fuel pumps·.

SEPARATETH~UST BEARING

Plate 81701

The thrust shaft 3228, which is supported by a journal bearing at either end of
the bearing housing, is placed with the thrust collar lying between the two inter-
nal, vertical walls of the thrust bearing, through which the axial thrust is trans-
mitted to the machinery foundation. The space between the vertical walls and the
thrust flange is taken up by a number of segments 3139 and 3317, which are
guided in recesses in the vertical walls and are lined with white "'etal cast on
the wearing faces against the thrust flange. The segments are kept in place by
means of the crossbars 3862.

The lubrication takes place as described above.

817.02
817.51

THRUST BEARING

The lubricating oil is drained at D, from where the oil is led to the lubricating C. Tools
oil bottom tank. The location of the hole D ensures the desired oil level in the
th rust beari ng.

To prevent the oil from escaping from the bearing, an oil scraper ring 1171-1448 Plate 81751
is fitted at each shaft possage, whence the leakage oil is led to the sump at the
bottom of the th rust beari ng. Place the bridge gauge 0197 on the edges of the bedplate for checking of journal
bearing wear. Then measure the wear with a feeler gauge at B.
OIL CONTROL FOR THRUST BEARING 182621;222342
Plate 81702 a. Dismantling of journal bearing lower shell

Oil control for thrust bearing 1. Clamp the collar iron 0286 on to the thrust shaft as shown.

The engine is provided with a thrust bearing control device consisting of pressure 2. Fit, as shown, the guide 0375, the purpose of which is to prevent the lower
gauge and thermometer as well as pressure switch and thermostat for control of shell from straightening out during the turning, making sure that the guide
lubri cating oil pressure for main bearings and thrust bearing and temperature in bears against both sides of the bedplate. Tighten the guide lightly by the
the thrust bearing segment respectively. See plate 81702.
nuts of the journal beari ng studs.
The lubricating oil is taken from the lubricating oil main pipe.
3. Now turn the engine until the lower shell is free and can be lifted.
Under normal service conditions, i.e. pressure and temperature within the pre-
scribed limits, the thrust bearing control device is connected for closed-circuit
operation, max. 220 volts=. b. Mounting of journal bearing lower shell
In case of temperature rise to D 817-2, the change-over terminals 1-2 in system
I (alarm and slow down) open. 1. Make sure that there are no sharp entrance edges on bedplate or lower shell.

In case of a further temperature rise to D 817-3, the changeover terminals 1-2 in 2. Carefully clean and lubricate all parts of the sliding surfaces between bed-
system II (shut down) open. plate and lower she II.

In case the oil pressure drops to D 817-4, the change-over terminals red-white in 3. Fit the collar iron 0286 and the guide 0375.
system I (alarm and slow down) open.

In case of further drop in the oi I pressure to D 817-5, the change-over terminals 4. Turn the engine until the lower shell is in position
yellow-brown in system II (shut down) open.
When it is possible to use the guide for the main bearing, no special guide will
be supplied for the journal" bearing.

Tightening of journal bearing studs is carried out with the hydraulic tensioning
tool for main bearing studs, to the values prescribed in D 817.
OIL CONTROL FOR THRUST BEARING PLATE 81702(02)
INCORPORATED THRUST BEARING PLATE 81751 (02)
 818.01

TURNING GEAR

A. Description

Plote 81800

The turning gear of the engine consists of a worm gearing and a planet gear driving
the gear wheel 1151, which can be put into mesh with the turning wheel of the engine.

The turning gear is attached to the engine bedplate .and is driven byan electric motor
with built-on gear. The electri c motor is furthermore equipped with a disc brake.

The gear wheel 1151 can be displaced axially, so that it is put into mesh with the
turning wheel of the engine.

The engaging and disengaging of the gear wheel is effected by turning the handwheel
0261.

The turning gear is provided with a safety device which, through the change-over
valve 1973, is connected to the starting air system of the engine, so that starting air
cannot be admitted to the engine so long as the gear wheel is in mesh with the turning
wheel. Further, a red lamp on the control console will be turned on when the turning
gear is engaged.

When the turning gear is out of mesh, the gear wheel is secured by means of the arm
2318, which is locked with the pin 3753.

1. The turning gear must be engaged whenever moving parts of the engine are
to be dismantled, to prevent any outside force from turning the engine and
damaging the machinery.

2. The turning gear must be disengaged during pressure testing of starting valves,
as a leaky valve may cause the engine to rotate, sa that the turning gear
would be damaged.

B. Maintenance

Plate 81800

The disengaging spindle 1339, the keyways in the gear wheel 1151, the bush 1428,
and the four keys 3575 should be protected against corrosion by applying a rust
preventive. •

When these parts have been protected against corrosion they should be greased.
818.02

The gear box of the turning gear should be kept filled with oil up to the sight glass
81801/5879. Regarding types of oil, see D 818.

The gear wheel 1151 should be greased with molybdenum disuJphide (Molykote).

If the planetary gearing has been dismantled, the screws 81801/2476 and the studs
81801/0785 should, during re-assembly, be tightened according to the directions
given in section 819, and in D 818.

In the case of temperatures below 10° C, the turning gear should be out of mesh
when started and should run idle for about 5 minutes.
 819.51

TIGHTENING-UP INSTRUCTIONS

HYDRAULICTIGHTENING

Plate 81951

Nuts on studs provided with threaded end for hydraulic tool should be loosened and
tightened up only by means of the special tools supplied and by following the instruct-
ions below.

The tiehtening tools should never be overloaded or exposed to blows or impacts.

To compress the hydraulic tightening tools, use the devices 2975 and 3043.

a. Dismantling of nuts

1. Carefully clean the nuts and the area around them. Also clean the threaded
stud ends and grease them with a mixture of graphite and oil or with
molybdenum disulphide (Molykote).

2. Fit the spacer rings 0640 around the nuts so that it is possible to use the
tommy bar 0917 through the cuts when the nuts are to be loosened.

3. Screw t~e tightening tools on the threaded ends of the bolts by means of the
tommy bar 1530, making sure that the piston 0373 and the cylinder 0462 bear
against each other and that the clearance "F" is approximately one-third of
the "Max. Lift" stamped on the tool.

4. Connect the pressure hose 2519 to tightening tools and pump unit, and loosen
the bleeder screws 0284.

5. Fill up the system by means of the pump until oil without bubbles flows out
at the bleeder screws 0284, which are then tightened again,.

6. Then increase the pressure to the value stated in D 819. Thereby the nut 0551
is relieved, the stud being lengthened accordingly.

Inorder to loosen the nuts it may be necessary to increase the pressure by

approx. 50 kp/cm2, but max. 10%, above the stated tightening pressure.

7. \\/hile maintaining the pressure, loosen the nuts so much by means of the
tommy bar that the clearonce "F" shown is approx. one-third of the "Max.
Lift" stamped on the tightening tool .•

8. Relieve the system of pressure, and remove the pump unit. The hydraulic
tightening tools and the nut con now be unscrewed by means of the tommy
bors.
819.52
819.53

b. Tightening of nuts
Subsequent checking of the tightening
1.
Corefully clean the contact faces for the nuts and for the Penn locks, if any, Charge the hydraulic tool slowly while trying constantly with the tommy bor
and also the thread of the nuts and the threaded ends of the studs. After
whether the nut is loose. Note the oi I pressurl' read on the pressure gauges when
cleaning, grease with a mixture of graphite and oil. Make sure that the nuts
the nut can be loosened.
fit the thread easily and that the Penn lacks, if aor, are mounted.
2. The tightening may also be checked by marking the position of the nut in relation
Tighten the nuts with the tommy bar and check with a feeler that the contact
to the bolt before the nut is loosened and then charging the tool until the nut
faces of the nuts bear on the entire circumference.
can be loosened. Now adjust the tool to the stated oil pressure without relieving
3. it entirely of pressure, tighten up the nut, and note the angle deviation from the
Fit the spacer rings so that it is possible to use the tommy bar through the cut.
initial position.
4.
Slacken the bleeder screws 0284 a couple of turns, but do not remove them,
Then tighten the nut again at the stated pressure, which is stamped on the tool.
and screw the hydraulic: tools, which should be completely compressed, on
the threaded ends af the bolts by mebns of the tommy bar 1530, tightening
until the spacer ring 0640 is firmly fixed. d. Maintenance.

5. The hydraulic tools require no maintenance except change of sealing rings, if

Connect the pressure hose to tightening tools and pump unit.
necessary. Each ring groove is provided with an O-ring and a supporting ring
6. 0828 and 1085. When exchanging rings it is imperative that these are fitted with
Fill the system by means of the pump until oil without bubbles flows out at
the supporting rings in the direction away from the pressure chamber as shown.
the open bleeder screws, which are then tightened again.
Before reassembling the piston and the cylinders it should be checked that the
7. sliding surfaces are clean and free from marks or scores. Metal particles, if any,
Then increase the pressure to the value stated in D 819, and check the tight-
will make the sealing rings defective. The oil used in the hydraulic pump must
ening pressure on the two pressure gauges, the readings of which must not
be a pure, acid-free lubricating oil with a viscosity of 8 Engler degrees at 50° C.
vary more than 10%. If the discrepancy exceeds this, adjust the gauges before
the procedure is continued.
Plate 81952 and 81953
8.
Tighten the nuts by means of the tommy bar, while maintaining the stated The above-mentioned plates show the bolts and nuts on the engine which are
pressure. Then check with a feeler that the nuts bear against the contact faces.
hydraulically tightened.
9.
Then rei ieve the system of the pressure, remove the pump and the pressure
TIGHTENING WITH SPANNER
hoses, and unscrew the hydraulic tightening tool.
10. Before tightening, threads and contact surfaces should be carefully cleaned and
After first tightening of new studs and bolts, charge the hydraulic tool again
to the pressure stated. greased with a mixture of graphite and oi I in the ratio 1:1•

11. Screw or nut is tightened up lightly with a quite short skeleton spanner and then
SIacken the nut and take the pressure off the system.
tightened the number of degrees stated in D 81"
12.
Then charge the hydraulic tool again and tighten the nut as stated under points
7, 8 and 9. After the initial tightening up of new studs or bolts these should be slackened
again, the light tightening-up with the skeleton sponner is repeated, and finally
NB: the tightening-up to the number of degrees stated is carried out. As for tightening
During dismantl ing of nuts the tightening pressure stated may only be exceeded
of nuts for cylinder cover studs, see section 802.
by approx. 50 kp/cm2, but max. 10%.
819.54 819.55

PNEUMATIC HIGH-PRESSURE PUMP FOR HYDRAULIC

TIGHTENING WITH TORQUE SPANNER TIGHTENING APPARATUS, ETC.

Before screwing the nuts on, the threads and the contact faces should be greased
with a mixture of graphite and oil (do not use molybdenum disulphide (M.olykote)
as the tightening torques are based on greasing with graphite and oil in the ratio
1: 1). Plate 81956

The nuts should fit easily on the thread, and it should be checked that they bear a. Before connecting the pump unit
on the enti re contact face.
1. Check the oil level in the oil tank by means of the dipstick 3810, which is
located next to the filler cap 2742. The oil tank should be topped up before
In the case of new nuts and studs, the nuts are tight~ned and loosened 2 or 3 times
start. Any good qual ity hydrauli c oil may be used.
in order that the thread may assume its definite shope, thus obviating the risk of
loose nuts.
2. Open the oil return valve 0140 (turn anti- clockwise) .
Nuts secured with 0 split pin are- tightened to the stated torque and then to the
next split-pin hole. 3. Turn the regulating valve knob 3454 anti-clockwise for 4 or 5 turns so as to
avoid starting the pump at too high a pressure level.
Regarding the use and maintenance of torque spanners, the following instructions
apply: 4. Close the stop valve 1763 (turn clockwise). This is done to ensure that the
pump does not functionunintentionally when the pneumati c system is connected.
Rahsol torque spanner
b. Connection of pump
The handle of the torque sponner is provided with a scale indicating the torques at
whi ch the sponner can be set. 1• Compressed ai r, max. 6 kp/ cm2, is to be connected at the snap-on coupl ing
3632. The male part of the snap-on coupling is to be fitted on the hose sup-
For setting the spanner at the wanted torque, there is a ball on a small arm at plying compressed air.
the end of the handle.
2. Connect the high-pressure hose (pipe) to the male part 2475 by means of the
When pulling the ball with the arm outwards, a small crank handle is formed. snap-on coupling. After use, fit the protective cop 7653.
A springlooded slide in the handle is provided with a mark which, when turning
the crank handle, can be set at the wanted torque on the scale. The functioning
of the torque spanner is as follows: c. Starting the pump

1.
The above-mentioned spring acts on a powl system in the handle, and when using
the sponner, this pawl system will be released when the pre-set torque has been
reached, at which moment a small jerk is felt in the spanner and a small click
is heard.
2.
The torque spanner must not be used for torques higher than those stomped on it,
and it must not be damaged by hammering on it or the like.
3.
Slowly open the stop valve 1763, and air will flow into the pump, which
will start working. The stop valve also functions as a regulating device for
the pump speed.
Now turn clockwise the regulating valve 3454, which is used for setting the
hydraulic high pressure, until the desired pressure hos been established. This
can be read in kp/ cm2 on the gauge for pressure control 1674.
Close the oil return valve 0140, and the oil will then flow intb the hydraulic
system. When the hydraulic system has been filled, and the pump has stopped,
the resulting high pressure can be read on the gauge for working pressure 0328.
The pump will stop automatically when the desired pressure has been reached,
and will maintain it indefinitely. The pump will start again automaticolly if
a pressure drop occurs in the hydraulic system.
819.56

4. The system canbe relieved of pressure by opening the oil return valve 0140.
Excess oil will then return to the tonk.

5. The pump is stopped by closing the stop valve 1763, and when this has been
done, the compressed-air hose and the connection on the high-pressure side
can be removed.

d. Setting the pump pressure

1. The pump unit is designed for a maximum pressure of 1,350 kp/cmz, but has
been preset, by means of the high-pressure safety and relief valve 3365 in-
corporated in the pump unit, to deliver a maximum pressure of 850 kp/cmZ .

2. When a pressure higher than the preset pressure is to be used, it is necessary

to set t"e high-pressure safety and relief valve 3365 to relieve at this higher
pressure. Furthermore, it is necessary to employ steel tubes instead of hoses.

3. For access to the high-pressure safety and relief valve, remove the backboard
of the pump unit. Prior to the setting of the valve, it is necessary to remove
the box nut which protects the valve spindle.

4. Shut off the delivery side of the pump by closing the stop valve 1763, and
then fully open the air inlet by turning the valve knob 3454 on the front
ponel. The pressure gouge 1674 will now indicate a pressure of 850 kp/cmz ..

5. Now adjust the high-pressure safety and relief valve until the gouge 1674
indicotes the desired pressure.

6. After use of the pump at the high pressure. reset it to relieve at 850 kp/cmz .
This is important, as the hose connections used for other jobs have a maximum
permissible working pressure of only 800 kp/cmz. For pressures above 800 kp/cmZ
steel tubing must be used.

e. Cleaning of oil filters

Toke out and clean the filter 2831 incorporated in the oil filler pipe if,during
filling up, the oil is found to pass only slowly through the filter.

The filter 3187 built into the outlet pipe from the oil tonk should be removed for
cleaning as soon as it shows signs of becoming clogged, and at least once every
six months.

Before removing the filter, empty the tank of oil by unscrewing the plug 3098 from
the bottom of the tank. Remember to fit the plug again before filling up with oil.
TIGHTENING-UP INSTRUCTIONS PLATE 81956(01)