Marine

M A R I N E PROPULSION UNIT

OPERATING MANUAL

6 4 5 / 7 1 0

ELECTRO-MOTIVE

134A587 © 1988 Electro-Motive Division, General Motors Corporation

FOREWORD This manual has been prepared to serve as a guide to personnel engaged in the operation of EMD marine propulsion units with Model 645 or Model 710 engines. It is the intent of this manual that the information contained herein be applicable to a complete unit consisting of the engine, with basic accessories inc lud ing a p n e u m a t i c reverse - reduc t ion gear and p i lo t -house con t ro l components which are supplied by the manufacturer and installed by the customer.

This information was compiled for a typical marine propulsion unit with basic e q u i p m e n t and f requent ly requested extras. The equ ipmen t selected for coverage was chosen as representative and does not imply that the equipment is part of any specific purchase order. Wiring diagrams and assembly drawings for specific units take precedence over information presented in this general manual.

Addi t iona l i n fo rma t ion on instal la t ion, appl ica t ion , ma in tenance , field c o n n e c t i o n s , and electr ical c ircui ts m a y be found in the M a i n t e n a n c e I n s t r u c t i o n s , the Engine Main tenance Manua l , the appl icable mar ine Specifications, and the schematic diagrams. For specific equipment, it is advised that due consideration be given to manufacturer's pamphlets and bulletins.

NOTE These instructions do not purport to cover all details or variations in equipment nor to provide for every possible contingency to be met in connection with ins ta l la t ion, operat ion, or main tenance . Shou ld further information be desired or should particular problems arise which are not covered sufficiently for the purchase r ' s purposes , the ma t t e r should be referred to the Electro-Motive Division.

134A587

INDEX

GENERAL DESCRIPTION

ENGINE OPERATING DATA

ENGINE STARTING SYSTEM

FUEL SYSTEM

LUBRICATING OIL SYSTEM

COOLING SYSTEM

PROTECTIVE DEVICES

AIR INTAKE AND EXHAUST SYSTEMS

ENGINE CONTROLS

INSTALLATION

OPERATION

TROUBLESHOOTING

Section

1

2

3

4

5

6

7

8

9

10

11

12

134A587

SECTION 1

GENERAL DESCRIPTION

CONTENTS

GENERAL

MODEL DESIGNATIONS

DIESEL ENGINES

ACCESSORY RACK

PAGE

1-1

1-1

1-5

1-5

134A587

ELECTRO-MOTIVE

S E C T I O N

1 MARINE PROPULSION UNIT

GENERAL A Genera l Moto r s mar ine p r o p u l s i o n unit (GM unit) consists of a Model 645 or Model 710 diesel engine with engine associated accessories. The basic accessories are the lubricating oil cooler, fresh water heat exchange r , water expans ion tank , cool ing sys tem t h e r m o s t a t i c valve and the fuel p r iming pump and strainer. These accessories may be rack mounted or furnished loose for installation by the shipbuilder.

Many c o m b i n a t i o n s of diesel engines and basic accessories can be provided to make up a unit.

G E N E R A L D E S C R I P T I O N MODEL DESIGNATIONS In order to identify the arrangement, a standard code system of model designations is used. The code symbols and their meaning follow.

A typical GM unit with a 645E6 (Mod.) blower-type engine is shown in Fig. 1-1 and a typical GMB unit with a 645F7BR turbocharged engine is shown in Fig. 1-2. A genera l a r r a n g e m e n t of a typical propulsion unit with a GMBE6 engine is shown in Fig. 1-3, and a general arrangement of a unit with a GME7CA (Mod.), F7BA (Mod.), or G7A (Mod.) engine is shown in Fig. 1-4. Each of the more important components is numbered and identified. For more detailed descriptions of the engine, engine mounted components, and basic engine accessories, refer to the app rqpr i a t e Mar ine Engine Mainte- nance Manual.

MODEL IDENTIFICATION NUMBER

SYMBOL DESIGNATION

PROPULSION DRIVE

GM X

' 1 GM

B

X X X

8, 12 16 or 20

E6

F7B o r

G7

- Marine diesel reverse - reduction gear propulsion drive.

- If used, indicates the inclusion of the Common Base Option.*

- Number of cylinders in diesel engine.

- Series 645 marine diesel engine with Roots-type blower.

- Series 645 marine diesel engine with turbocharger, aftercoolers, and "F" engine crankcase.

- Series 710 marine diesel engine with turbocharger, aftercoolers, and "G" engine crankcase.

Left-hand construction of the accessory rack (rack constructed to be operated from the left side).

Right-hand construction of the accessory rack (rack constructed to be operated from the right side).

Engine accessories are furnished as loose items for shipbuilder installation. Usually indicates use of engine mounted raw water pump.

L

R

m m

and/or (Mod.) -

*Base may include reverse-reduction gear, the diesel engine, and accessory rack or may include just the reverse- reduction gear and the diesel engine with the accessory rack separate or the accessory components shipped loose.

134A587 1-1

Section 1

r"

O~ C:

W t - O (/)

:3

13.

"O O

W

" 0 0

I

"7,

] - 2 134A587

Sect ion l

c-

c- o

Q.. o

13_

¢- . m

t-r- r n

u_ O cq 133

(.9

"o Q

I ¢'4

I

I J_

1 3 4 A 5 8 7 1 - 3

Section 1

I,T, ,7, - - "

J: ® ® ® ®

I . CLUTCH CONTROL PANEL 2. REDUCTION GEAR 3. GEAR LUBE OIL FILTER OPENING

e 4 . BLOWER (TWO) eB. AIR INTAKE FILTER (TWO)

6. EXHAUST MANIFOLD 7. HEAT SHIELD

8. GOVERNOR (ACTUATOR) 9. WATER EXPANSION TANK

I0. LUBE OIL COOLER I I . WATER TEMPERATURE REGULATOR 12. LUBE OIL FILTER 13. FUEL PRIMIMG PUMP 14. RAW WATER PUMP

15.' DuPLEx FUEL SUCTION STRAINER 16. LUBE OIL STRAINER 17. LUBE OIL CIRCULATING PUMP 18. OIL LEVEL GAUGE

e l g . AIR STARTING MOTOR (TWO) 20. PNEUMATIC CLUTCH 21. REDUCTION GEAR LUBE OIL PUMP

• ONLY ONE ON 8-CYLINDER ENGINE 30284

Fig.1-3 - Typical Model GMB8E6, GMB12E6, And GMB16E6 General Arrangement

A +®®®®i

I . CLLrrcI-I CONTROL PANEL 2 . R ~ C T I O N GEAR 3. GEAR LUBE OIL FILTER OPENING 4. AIR INTAKE S I L V E R ~ ADAPTER 5. EXHAUST OUTLET ADAPTER 6. EXHAUST HANIFOLD 7. HEAT SHIELD 8 . GOVERNOR 9 . TACHOMETER GENERATOR

I 0 . THERMOMETER (FRESH WATER TO ENGINE] I I . THERMC~,IE-TER (LUBE OIL TO F.NGINE} 12. FRESH WATER DRAIN CONNECTION

13. RAW WATER PL/MP 14. AIR BOX DRAIN (BOTH SIDES. EACH ENI)) lB. LOW OIL P R E ~ R E ALARM CONNECTION FOR

PRIME AND SO,a3( BACK PUMP 16, LLIBE OIL SOAK BACK PLIhfl:~ CONNECTION 17. LUBE OIL SOAK BACK FILTER 18. L ~ E OIL LE~/EI_ ALARM SWITCH 19. L ~ E OIL LEVEL ALARM SWITCH CON~qECTION 20. OIL LE'~/EL G A ~ 21. AIR STARTING MOTOR [TWO] ~ . PNELU, b~TIC CLUTON 23. R ~ C T I O N GEAR LLIBE OIL PUMP

• ONLY ONE STARTING MOTOR ON B-CYLINDER ENGINE.

Fig.1-4 - Typical Model GM8E7CA (Mod)/G7A (Mod). GM 1 2F7BA (Mod)/G7A (Mod), GM 1 6F7BA (Mod)/G7A (Mod), And GM2OF7BA (Mod)/G7A (Mod)

General Arrangement

302~

]-4 134A587

DIESEL ENGINES

Model 645E6 (blower-type) 8, 12 and 16-cylinder and Model 645E7B or 710G7 (turbocharged) 8, 12, 16 and 20-cylinder engines are used as the power source for marine propulsion units. For a detailed d e s c r i p t i o n of the engine and engine moun ted components , including the governor, refer to the 645E6, 645F7B or 710G7 Engine Ma in t enance Manual.

A 16-cylinder engine is illustrated in Fig. 1-5 to identify the cylinder arrangement, ends, and banks of an engine. The governor, water pumps, and lube oil pumps are mounted on the "front end." The engine air inlet and flywheel are at the "back end." "Left" and "right" are referenced facing toward the front end of an engine while standing at the back end.

ACCESSORY RACK

The accessory rack (if provided), Fig. 1-6, is a steel fabricated frame which holds the required engine external supporting auxiliaries for the water cooling system, lubricating oil system, and the fuel system.

Since components and systems vary in accordance with specific applications, the illustration should be

Section 1

Front End

Left Bank

Lube Oil & Water Pumps

- Governor

G @ ® @ @ @ ® G @ @ ® @ @ @ ® Engine Air

Inlet & Flywheel

Rear End

Right Bank

16181

Fig. 1 -5 - Cyl inder A r rangement

considered typical. For operation of accessory rack components, refer to applicable system section in this manual. For detailed, description and maintenance of accessory rack components, refer to applicable Engine Maintenance Manual.

er

r

qS

Heat Exchanger

Fig.1-6 - Accessory Rack

30286

134A587 1-5

SECTION 2


CONTENTS

GENERAL DATA

OPERATING DATA

PAGE

2-1

2-5

134A587

SECTION

2 ELECTRO-MOTIVE MARINE PROPULSION UNIT


GENERAL DATA Cyl inde r Ar r angemen t . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 45°-"V ''

Cy l inde r Bore And S t roke 645 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230.19 x 254.0 m m (9-1 / 16" x 10") 710 Engines . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 230.19 x 279.4 m m (9-1/16" x I1")

Ope ra t i ng Principle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . Blower Scavenged Or T u r b o c h a r g e d T w o S t roke Cycle

Unit Fuel Inject ion Wate r Cooled

Engine Speed

Full . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 900 R P M

Idle . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 350 R P M

C o m p r e s s i o n Ra t io . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16:1

Brake H o r s e p o w e r (ABS Rat ing)

M o d e l 645E6 Engines - 900 R P M

8-cyl inder . . . . . . . . . . 1050 12-cylinder . . . . . . . . . . 1500 16-cylinder . . . . . . . . . . 1950

M o d e l 6 4 5 E 7 C / F 7 B Engines - 800 R P M 900 R P M

8-cylinder . . . . . . . . . . . . . - - 1525 12-cylinder . . . . . . . . . . . 2305 2550 16-cylinder . . . . . . . . . . . 3070 3400 20-cyl inder . . . . . . . . . . . 3600 4000

900 R P M Mode l 710G7 Engines

8-cyl inder 12-cylinder 16-cylinder 20-cyl inder

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 1800

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 2800

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 3600

. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 4300

134A587 2-1

Section 2

ROOTS-BLOWER ENGINES

0c

0 13.

u} n-

O "I"

UJ Z

z w

2000

1900

1800

1700

R A T I N G C O N D I T I O N S : - AIR INTAKE TEMPERATURE

DIESEL FUEL (HHV) FUEL TEMPERATURE . . . . . . . . . . . . . . 32,2" C (90 ° I

- INLET DEPRESSION . . . . . . . . . . . . 381 mm (15") H2 EXHAUST BACK PRESSURE

NOTE 1600 - The standard overload rating of the engine permits an output of

10% in excess of full load rating for two continuous hours, but not to exceed a total of two hours out of any 24 consecutive hours of

1500 - operation.

I ' 1400 , , , I

/

1300 , , ,t / • Engine Brake Horsepower

Cont inuous Rating / 1200 A , / ,

/ ,I

1100 , / : :

/ / 1000 /

/ / / 900 , / : ~ .' /

800 ~ I / I II / / ,, , 700 , / /

/ / 600 , / j

/ A = " ' t

", . ,4/ / 500 , / /__

/I I /I .oo . , j . / /

300 ' / p i / '

/ I I 200 , ./ / . / , ,

100 i / / I I

32.2 t' C (90 ̀> F) 4 5 . 6 4 M J / k g ( 1 9 . 6 2 0 B T U / L B ) . . . . . . . . . . . . . . . __ F) . . . . . . . 381 mm (15") H20

533 mm (21") H20 J ' / I I i

i ''p / I , ,I /

l//~ / j

!

,,';i / / / / . /

• /

/ , '" i , / / • J

/ /

# f ~ . 12-C

, ; , ' / !

i ~ Propel le r Ho rsepower Cube Curve

300 400 500 600 700 800 900

~ f ) ) 8-Cy

.y' I '

.1 16-Cv1.

II.

E N G I N E S P E E D - - R P M 27187

Fig.2-1 - 6 4 5 E 6 Engine H P / R P M Curves

2-2 134A587

TURBOCHARGED ENGINES

Section 2

tw LU 3¢ 0 0. W O0 i-,, 0 -r

LU z i-I z w

4000

3600

3400

3200

2800

2550

2400

2000

1600

1200

800

400

I ' I I I I I I RATING CONDITIONS:

AIR INTAKE TEMPERATURE 32.2"C (90"F) DIESEL FUEL (HHV) . . . . . . . 45.64 MJ/kg (19,620 BTU/LB) FUEL TEMPERATURE 32.2"C 90"F) INLET DEPRESSION 152 MM (6")H=O EXHAUST BACK PRESSURE 127 MM (5")H=O

NOTE THE STANDARD OVERLOAD RATING OF THE ENGINE PERMITS AN OUTPUT OF I OX ZN EXCESS OF FULL LOAD RATING FOR TWO CONTINU~ H ~ S , BUT NOT TO EXCEED A TOTAL OF TWO HOURS O~JT OF ANY 24 CONGECUTIVE HOL~ OF OPERATION,

I i !

ENGINE BRAKE HORSEPOWER CONTINUOUS RATING

PROPELLER HORSEPOWER CUBE CURVE

I I / I I

I I I I

I I

I I

I I I I

I I I I

I l I

I I I I

i ,? / / ! I I / ' I I 't / /

I i I i

I i I # r

I i n i # , / I / I ~' /

l ~ / I t /

' / l / / / ' L , ' /

/ /

I

/ I #

I ¢1 /

" " " f / ) " / J J I / I #~ / ~ ja

j ~ r

. 7 / . j .

J __//// / / " / " • p,~~ 20-C (FTB)

J / / / ~ , ] 16-C' (F7B)

/ / •

/ / / / ;

i /. , , ' / /

I / / . . S~'''''? 12-C'v (FTB)

s"/ / /

/,'] // /

/ . , " " ' 7 8-CYL. [E7C) / / . . .--/

i ~ j

J

/

300 400 500 600 700 800 900 ENGINE SPEED - RPM 30287

Fig.2-2 - Model 645E7C/F7B Engine HP/Engine RPM Curves

134A587 2-3

Section 2

TURBOCHARGED ENGINES

Data Not Avai lable To Be Supplied At A Later Date

Fig.2-3 - Model 710G7 Engine HP/Engine RPM Curves

2-4 134A587

ENGINE OPERATING DATA Section 2

M O D E L 6 4 5 E 6 - N O R M A L L Y A S P I R A T E D / R O O T S - B L O W E R E N G I N E

Engine Models 8-645E6 12-645E6 1 6-645E6

Volumes gal. liters

Lube Oil In Engine Lube Oil in Accessories* Water in Engine Water in Accessories*

gal. liters

106 401 120 454 60 227 88 333

gal. liters

142 537 120 454 85 322 88 333

194 140 125 91

734 530 473 344

*Data does not include liquid weights/volumes in any ship's piping, skin coolers, etc.

8-645E6 12-645 E6 1 6-645 E6 Air Supply System

Intake Air Volume @ 90 ° F (32.22 ° C) 3350 cfm (1 581 I/sec)

5050 cfm (2 384 I/sec)

6750 cfm (3 186 I/sec)

Fuel System

Fuel Supply Pump Engine-driven, positive displacement

Fuel Supply Pump Suction Lift 12 ft. (3.66 m)

Pressure At Filter Inlet (from pump) 40-50 psi (276-345 kPa)

8-645 E6 12-645 E6 1 6-645 E6

Fuel Pump Capacities 2.1 gal /min (7.9 I/min)

2.1 gal/min (7.9 I/min)


Brake Specific Fuel Consumption Rate, 0.392 Ibs./bhp-hr 0.393 Ibs./bhp-hr 0.393 Ibs./bhp-hr 36API Fuel (238 g/kW-hr) (239 g/kW-hr) (239 g/kW-hr)

Lube Oil System

Pressure @ Normal Operating Temperature 40-70 psi (276-483 kPa) At Governor Connection

With Accessory Rack With Loose Accessories Temperatures To Engine (from cooler) From Engine (to cooler) Temperature Differential

Oil Pump Capacities Scavenging Main Lube Oil Piston Cooling

Lube Oil Consumption Rate (representative)

Alarm Settings LOS, Lube Oil Switch

Rated Speed Idle Speed

HOS, High Oil Temperature Switch (into engine)

1 65-200 ° F (74-93 ° C) 185-220 ° F (85-104 ° C)

20-250 ° F (11-14 ° C)

8-645E6

gal/min (I/min) 140 (530)

71 (269) 36 (136)

gal /hr (I/hr) 0.3 (1.14)

175-200 ° F (79-93 ° C) 195-220 ° F (91-104 ° C)

20-25 ° F (11-14 ° C)

12-645E6 16-645E6

gal/min (I/min) 205 (776) 105 (397) 48 (I 82)

gal/hr (I/hr) 0.45 (1.7)

gal/min (I/min) 279 (1 056) 157 (594)

66 (250)

gal /hr (I/hr) 0.6 (2.3)

17-21 psi (117-145 kPa) 5-9 psi (34-62 kPa) 220 ° F (104 ° C)

134A587 2-5 (continued

Section 2 E N G I N E O P E R A T I N G D A T A

MODEL 645E6 - NORMALLY ASPIRATED/ROOTS-BLOWER ENGINE

Fresh Water System

Fresh Water Flow Rate

8-645E6

325 gal/min (1 230 I/min)

Pressure Rise Across Fresh Water Pump 29 (+5) psi (Total System Pressure Drop) [200 (-I-34.4) kPa]

Temperatures To Engine From Engine Temperature Rise Across Engine Temperature Rise Across Lube Oil Cooler Design Water Temperature To Raw Water Cooler or Keel Cooler

12-645E6


16-645E6


39 (-I-4) psi 38 (+4) psi [269 (+28) kPa] [262 (+28) kPa]

155-170 ° F(68-77 ° C) 165-180 ° F(74-82 ° C) 7-9 ° F(3.9-5 ° C) 3-5 ° F(1.5-3 ° C) 180 ° F(82 o C)

Alarm Setting ETS, Engine Water Temperature 208 ° F (98 ° C) - Models with Accessory Rack (from engine) 190 ° F (88 ° C) - Models with Loose Accessories

Raw Water, System

Maximum Allowable Temperature - Raw Water to Fresh Water Cooler

Raw Water Temperature Rise Across Fresh Water Cooler

Pressure Rise Across Belt Driven Raw Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Pressure Rise Across Engine Driven Raw Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

85 ° F (29.4 ° C)

8-645E6

9-13 ° F (5-7°C)

35.5-37 psi (245-255 kPa)

39-43 psi (269-296 kPa)

12-645E6

7-10 ° F (4-5.5 ° C)

25-29 psi (172-200 kPa)

41-45 psi (283-310 kPa)

16-645E6

10-13 ° F (5.5-7 ° C)

25-29 psi (172-200 kPa)

41-45 psi (283-310 kPa)

Raw Water Pump Flow, including 370 gal/min 720 gal/min 720 gal/min allowance for gear oil cooler (1 400 I/min) (2 725 I/min) (2 725 I/min)

Air Starting System

Starting Air Pressure 150 psi (1034 k P a ) - 8-cylinder engine 150 or 200 psi (1380 kPa) - - 12- and 16-cylinder engines

Exhaust System

Exhaust Back Pressure - 21 inches H20 (5.23 kPa) Maximum Allowable

8-645E6 12-645 E6 16-645E6

Exhaust Gas Volume 7550 cfm (2 564 I/sec)

11,000 cfm (5 192 I/sec)

14,500 cfm (6 844 I/sec)

Exhaust Temperature 770 ° F (410 ° C) 740 ° F (393 ° C) 725 ° F (385 ° C)

Engine Radiation

Radiation (approx.) (1 5330 BTU/min 7650 BTU/min 9950 BTU/min 343 kg. cal/min) (1 930 kg. cal/min) (2 510 kg. cal/min)

2-6 134A587

ENGINE OPERATING DATA Section 2

M O D E L 6 4 5 E 7 0 A n d 6 4 5 F 7 B - T U R B O C H A R G E D E N G I N E S

Engine Models 8 - 6 4 5 E 7 C 12-645F7B 16 -645F7B 20 -645F7B

Volumes

Lube Oil in Engine Lube Oil in Accessories* Water in Engine Water in Accessories*

gal. liters

106 401 120 454

7O 265 88 333

gal. liters

142 537 120 454

95 360 91 344

gal. liters

194 734 210 795 135 511 100 379

gal. liters

174 659 210 795 165 625 100 379

*Data does not include l iquid weight /vo lumes in any ship's piping, keel coolers, etc.

Air Supply System

Intake Air Volume

@ 90 ° F (32.22 ° C)

8 -645E7C 12-645F7B 16-645F7B 20-645F7B

@ 900 rpm - - 7640 cfm 9225 cfm 10,725 cfm - - (3 606 I/sec) (4 354 I/sec) (5 062 I/sec)

6710 cfm (3 167 I/sec)

D

m

8975 cfm (4 236 I/sec)

@ 800 rpm 10,049 cfm (4 743 I/sec)

Fuel System


Pressure At Filter Inlet (from pump) 35-50 psi (276-345 kPa)

Fuel Pump Capacities

Brake Specific Fuel Consumption Rate, 36API Fuel

8 - 6 4 5 E 7 C 1 2 -645F7B

@ 900 rpm

@ 800 rpm

2.1 ga l /m in (7.9 I /min)

4.5 ga l /m in (1 7.01 I /min) i

4 ga l /m in (1 5.1 I /min)

@ 900 rpm - - 0.338 Ibs/bhp-hr - - (205.5 g/kW-hr)

@ 800 rpm p

m

0.340 Ibs/bhp-hr ! (206.7 g/kW-hr)

16-645F7B 20 -645F7B

4.5 ga l /m in (17.01 I /min)

4 ga l /m in (15.1 I /min)

4.5 ga l /m in (1 7.01 I /min)

4 ga l /m in (15.1 I /rain)

0.341 Ibs/bhp-hr 0.345 Ibs/bhp-hr (207.3 g/kW-hr) (209.7 g/kW-hr)

0.338 Ibs/bhp-hr (205.5 g/kW-hr)

0.340 Ibs/bhp-hr (206.7 g/kW-hr)

Lube Oil System

Pressure @ Normal Operating Temperature At Governor Connection

Temperatures To Engine (from cooler) From Engine (to cooler) Temperature Differential



@ 900 rpm

@ 800 rpm

60-100 psi (414-690 kPa)

With Accessory Rack 165-200 ° F (74-93 ° C)

185-225 ° F (85-107 ° C) 22-28 ° F(12-15 ° C)

8-645E7C 1 2-645F7B

gal/min (I/min) gal/min (I/min)

With Loose Accessories 175-200 ° F (79-93 ° C)

195-225 ° F (91-107 ° C) 22-28 ° F(12-15 ° C)

16-645F7B 20-645F7B

gal/min (I/min) gal/min (I/min) 205 (776) 105 (397) 48 (182)

279 (1 056) 157 (594) 66 (250)

390 (1 476) 390 (1 476) 185 (700) 229 (867) 92 (348) 109 (413)

gal/min (I/min) gal/min (I/min) 248 (939) 347 (1 313) 140 (530) 164 (621) 59 (223) 82 (310)

gal/min (I/rain) 347 (1 313) 204 (772)

97 (367)

(continued)

134A587 2-7

Section 2

E N G I N E O P E R A T I N G D A T A

MODEL 645E7C And 645F7B - TURBOCHARGED ENGINES

Lube Oil System - (cont'd)


Alarm Settings LOS, Lube Oil Switch Rated Speed Idle Speed


8 - 6 4 5 E7C 1 2 - 6 4 5 F7B 1 6 - 6 4 5 F7B 2 0 - 6 4 5 F 7 B

@ 900rpm gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) 0.43 1.62 0.64 (2.42) 0.85 (3.22) 1.06 (4.01)

26-30 psi (179-207 kPa) 10-14 psi (69-97 kPa)

220 ° F (104 ° C)

TOS, Turbo Lube Pump Low 0il Pressure (rising pressure) 10 psi (69 kPa)

Capacity, Turbo Bearing Priming and Shutdown Cooling Pump 3 gal/min ( i l .41 I/min)

Fresh Water System


Pressure Rise Across Fresh Water Pump (Total System Pressure Drop)

Temperatures To Engine From Engine Temperature Rise Across

Lube Oil Cooler Temperature Rise Across

Engine To Lube Oil Cooler Design Water Temperature To Raw Water Cooler or Keel Cooler

Alarm Setting ETS, Engine Water Temperature (from engine)

@900 rpm

8 - 6 4 5 E 7 C

525 gal/min (1 987 I/rain)

12-645F7B


16-645F7B

1070 gal/min (4 049 I/min)

@800 rpm 710 gal/min 950 gal/min (2 688 I/min) (3 596 I/min)

@900 rpm 42 (+2) psi 43 (-I-4) psi 53 (:t:.3) psi [290 (+13.8) kPa] • [296 (+28) kPa] [365 (+21) kPa]

@800 rpm, 34 (-I-3) psi 42 (+2) psi [234 (+21) kPa! [290 (+13.8) I&a]

155-170 ° F(68-77 ° C) 165-180 ° F (74-82 ° C)

3-5 ° F (1.5-3 ° C)

8-11 o F (4.5-6 ° C) 150-165 ° F (66-74 ° C)

180 ° F (82 ° C)

208 ° F (98 ° C) - Models with Accessory Rack 190 ° F (88 ° C) - Models with Loose Accessories

2 0 - 6 4 5 F 7 B

1100 gal/min (4 164 I/min)


52 (-t-2) psi [359 (-t-13.8) kPa]

41 (-t-2) psi [283 (+13.81 kPa]

(continued)

2-8 134A587


M O D E L 6 4 5 E 7 C A n d 6 4 5 F 7 B - T U R B O C H A R G E D E N G I N E S

R a w Water System

Section 2

Maximum Allowable Temperature - 85 ° F (29.4 ° C) Raw Water to Fresh Water Cooler

8 - 6 4 5 E7C 1 2 - 6 4 5 FTB 1 6 - 6 4 5 F7B 2 0 - 6 4 5 F 7 B


Pressure Rise Across Belt Driven Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Pressure Rise Across Engine Driven Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Raw Water Pump Flow, including allowance for gear oil cooler

@ 900 rpm

@ 800 rpm

@ 900 rpm

@ 800 rpm

@ 900 rpm

@ 800 rpm

@ 900 rpmi

@ 800 rpm

9-12 ° F (5-6.6 ° C)

27 (±2) psi [186 (±14) kPa]

14-17 ° F (7.8-9.4 ° C)

15-18 ° F (8.5-10 ° C)

27 (±2) psi [186 (+14) kPa]

16-19 ° F (8.8-10.5 ° C)

17-20 ° F (9.4-11.1 ° C)

33 (±2) psi [228 (+13.8) kPa]

22 (±2) psi [152 (±14) kPa]

19-23 ° F (10.6-12.8 ° C)

20-24 ° F) (11.1-13.3 ° C)

22 (±2) psi [152 (±14) kPa]

25 (+2) psi [173 (+13.8) kPa

- - 21.5 (±2) psi 17 (±2) psi 17 (+2) psi - - [148 (+13.8) kPa] [117 (+13.8) kPa]i [117 (+13.8) kPa]

43 (+2) psi 43 (±2) psi 32 (+2) psi 32 (±2) psi [297 (±14) kPa] [297 (±14) kPa] [221 (±14) kPa [221 (±14) kPa]

720 gal /min (2 725 I/min)


845 gal /min (3 198 I/min)

25 (+2) psi [173 (+13.8)kPa]


- - 640 gal /min 750 gal /min 750 gal/min - - (2 422 I/min) (2 839 I/min) (2 839 I/min)

Air Start ing System

Starting Air Pressure 150 psi (1 034 kPa) - 8-cylinder engine 150 psi (1 034 kPa) or 200 psi (1380 kPa) - 12 and 16-cyl. engines 200 psi (1 380 kPa) - 20-cylinder engine

Air Starting Control Solenoid 120 volts AC

Exhaust System

Exhaust Back Pressure - Maximum Allowable 5 inches H20 (1.25 kPa)

8 - 6 4 5 E7C 1 2 - 6 4 5 F 7 B 1 6 - 6 4 5 F7B 2 0 - 6 4 5 F7B

Exhaust Gas Volume

Exhaust Temperature

@ 900 rprn

@ 800 rpm

@ 900 rpm

@ 800 rpm

15,430 cfm (7 283 I/sec)

13860 cfm (6 542 I/sec)

650 ° F (343 ° C)

675 ° F (357 ° C)

19,200 cfm (9 063 I/sec)

17950 cfm (8 473 I/sec)

685 ° F (363 ° C)

640 ° F (338 ° C)

21,350 cfm (10 077 I/sec)

19740 cfm (9 317 I/sec)

635 ° F (335 ° C)

620 ° F (327 ° C)

Engine Radiation

Radiation (approx.) 81 60BTU/min 12240BTU/min (2 056 kg (3 084 kg cal/min) cal/min)

6320 BTU/min (4 113 kg cal/min)

19225 BTU/min I (4 845 kg cal/m n)

(continued)

134A587 2-9


MODEL 710G7 - TURBOCHARGED ENGINES

Engine Models 8-710G7 12-710G7 16-710G7 20-710G7

Volumes

Lube Oil in Engine Lube Oil in Accessories* Water in Engine Water in Accessories*

gal. litres

106 401 120 454 70 265 88 333

gal. litres

142 537 120 454 95 360 91 344

gal. litres

194 734 210 795 135 511 100 379

*Data does not include liquid weight/volumes in any ship's piping, keel coolers, etc.

gal. litres

174 659 210 795 165 625 100 379

Air Supply System

Intake Air Volume @ 81 ° F (27,2 ° C)

8-710G7 12-710G7 • 1 6 - 7 1 0 G 7

10,375 cfm (4 897 I/sec)

20-710G7

12,050 cfm (5 688 I/sec)

Fuel System


Pressure At Filter inlet (from pump) 35-50 psi (276-345 kPa)

Fuel Pump Capacities 8-710G7 12-710G7 16-710G7 20-710G7

Brake Specific Fuel Consumption Rate, 36API Fuel



0.338 Ibs/bhp. hr (205.5 g/kW-hrl


0.341 Ibs/bhp. hr (207.3 g/kW-hrl


0.345 Ibs/bhp. hr (209.7 g/kW-hr)

Lube Oil System

Pressure @ Normal Operating Temperature At Governor Connection

Temperatures To Engine (from cooler) From Engine (to cooler) Temperature Differential



Alarm Settings LOS, Lube Oil Switch Rated Speed Idle Speed


60-100 psi (414-689 kPa)

170-195 ° F (71"91 ° C) 190-215 ° F (88-102 ° C) 17-23 ° F (9-13 ° C)

8 - 7 1 0 G 7

gal/min (I/min) 279 (1 056) 157 (594) 54 (204)

gal/hr (I/hr) 0.35 (1.32)

12-710G7

gal/min (I/rain) = 390 (1 476) 185 (700) 92 (348)

gal/hr (I/hr) 0.53 (2.01)

26-30 psi (179-207 kPa) 10-14 psi (69-97 kPa)

220 ° F (104 ° C)

16-710G7

gal/min (I/min) 450 (1 703) 229 (867) 109 (413)

gal/hr (I/hr) 0.70 (2.65)

20-710G7

gal/min (I/min) 500 (1 893) 281 (1 064) 138 (515)

gal/hr (I/hr) 0.90 (3.41)

2-10

(continued)

134A587


M O D E L 7 1 0 G 7 - T U R B O C H A R G E D E N G I N E S

Section 2

Lube Oil System - (continued)

TOS, Turbo/ube Pump Low Oil Pressure (rising pressure) 10 psi (69 kPa)

Capacity, Turbo Bearing Priming and Shutdown Cooling Pump 3 gal /min (11.41 I/rain)

Fresh Water System

Fresh Water Pumps Two, engine-driven, Centrifugal

8 -710G7 12-710G7 16-710G7 20-710G7


Pressure Rise Across Fresh Water Pump (Total System Pressure Drop)

Temperatures To Engine From Engine Temperature Rise Across

Lube Oil Cooler Temperature Rise Across

Engine To Lube Oil Cooler Design Water Temperature To Raw Water Cooler or Keel Cooler

Alarm Setting ETS, Engine Water Temperature (from engine)


42 (±2) psi [290 (±13.8) kPa]


43 (4-4) psi [296 (±28) kPa]

1070 gal/min (4 050 I/min)

53 (4-3) psi [365 (4-21) kPa]

155-170 ° F (68-77 ° C) 165-180 ° F (74-82 ° C)

3-5 ° F (1.5-3 ° C)

8-10 ° F (4.4-5.6 ° C) 150-165 ° F (66-74 ° C)

180 ° F (82 ° C)

190 ° F (88 ° C) - Models with Loose Accessories

1155 gal/min (4 372 I/min)

50 (4-2) psi [345 (+13.8)kPa]

R a w Wate r System

Maximum Allowable Temperature - 85 ° F (29.4 ° C) Raw Water to Fresh Water Cooler

8 -710G7 12-710G7 16-710G7 20-710G7


Pressure Rise Across Belt Driven Raw Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Pressure Rise Across Engine Driven Raw Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

15-17 ° F (8.3-9.4 ° C)

27 (4-2) psi 186 (±14) kPa]

43 (4-2) psi [297 (±14) kPa]

I- Raw Water Pump Flow, | 720ga l /m in

including allowance for gear oil cooler / (2 725 I/min)

17-19 ° F (9.4-10.6 ° C)

27 (+2) psi 186 (+14) kPa]

43 (±2) psi [297 (4-14) kPa]


14-16 ° F (7.8-8.9 ° C)

22 (4-2) psi 152 (__+14) kPa]

32 (4-2) psi [221 (__+14) kPa]


21-24 ° F (11.7-13.3 ° C)

22 (+2) psi 152 (+14) kPa]

32 (+__2) psi [221 (-I-14) kPa]


(cont inued)

134A587 2-11


MODEL 710G7 - TURBOCHARGED ENGINES

Air Starting System

Starting Air Pressure 150 psi (1 034 kPa) - 8 and 20-cylinder engines 150 psi (1 034 kPa) or 200 psi (1 380 kPa) - 12-cylinder engine 200 psi (1 380 kPa) - 16-cylinder engine

Air Starting Control Solenoid 120 volts AC

Exhaust System

Exhaust Back Pressure -

Maximum Allowable

Exhaust Gas Volume

5 inches H20 (1.25 kPa)

8 - 7 1 0 G 7

Exhaust Temperature

Engine Radiation

Radiation (approx.)

12-710G7 16-71 OG7 20-71 OG7

21,800 cfm 24,350 cfm (10 290 I/sec) (11 494 I/sec)

625 ° F - - (329 ° C)

635 ° F (335 ° 'C)

8640 BTU/min (2 177 kg cal/min)

13,440 BTU/min 17,280 BTU/min120,667 BTU/min (3 386kg (4 355kg | (5 208kg ca /m n) cal/min) / cal/min)

2-12 134A587

SECTION 3


CONTENTS

GENERAL

OPERATION

TURNING ENGINE MANUALLY

PAGE

3-1

3-2

3-2

134A587

ELECTRO-MOTIVE

SECTION



GENERAL The engine starting system, Fig. 3-1, consists of an air supply, strainer, shutoff valve, air start valve, air line lubricator, solenoid valve, a start button, and either one or two .air starting motors.

oDIESEL ENGINE

/I//~IIscHPASGE ~ ~ ///7// /

"AIR STARTING ~ ~ MOTORS (ATTACHED) ~------.-r-I] n"d'~P;::;~--~ / /

o .,SOLENOID AIR VALVE--'

Two air starting motors are supplied on all engines with the exception of the 8-cylinder engines which use ony one starting motor.

• FLEXIBLE HOSE

,CHECK V A L V E ] ' ~

/ (SEE N~jJ]BL E ~ <

/ UNATTACHED ON ~ LUBRICATOR / UNITS WITH | AIR RELAY VALVE t LOOSE ACCESSORIES ~ SHUT-OFF VALVE ATTACHED ON UNITS J qTDATNF#-WYF WITH ACCESSORY ~ . . . . . . . ] - - - RACK (TWO ON 20-CYLINDER G7 UNITS) AIR TO CLUTCH

SAFETY POP VALVES SET AT 220 PSI

AIR COMPRESSORS (200 PSI) AS REQUIRED

STARTING AIR TO OTHER ENGINE • (IF REQUIRED)

CLUTCH AIR TO OTHER ENGINE (IF REQUIRED)

SAFETY POP VALVES _ ~ / SET AT 220 PSI

STARTING DRAIN AIR TANK

!

NUMBER OF TANKS AS REQUIRED

NOTE= ON UNITS WITH LOOSE ACCESSORIES, STARTING AIR PRESSURE GAUGE IS MOUNTED ON THE INSTRUMENT PANEL AND PIPED BY THE SHIPBUILDER.

Fig.3-1 - Typical Engine Air Starting System

134A587 3- l

30288

Section 3

The basic engine s tar t ing system utilizes the air motors with pinion gears to engage and drive the engine flywheel ring gear. Operational control is the same for either single or dual air starting motor starting system. An ENGINE START pushbutton is located on the engine or control cabinet. The pushbutton is a single contact switch which remains closed during the engine cranking period.

The starting system control ofturbocharged engines is interlocked to require the turbocharger lube oil (soak back) circulating pump to be running, and the governor SPEED CONTROL to be set for idle speed before the engine may be started.

A lube oil presstire switch OPS is connected in the engine start circuit to prevent an in-adver tent starting attempt while the engine is already running.

NOTE In an extreme emergency, engine startup can be made without control using the manual "T" handle override on the air start solenoid valve. However, turbocharged engines started in this manner are riot pre-lubricated and therefore risk damage to turbocharger bearings.

OPERATION

Upon receiving a start Signal, the solenoid valve is energized to al low air from the tanks to pass through the solenoid valve to the pinion gear end of

the lower starting motor, Fig. 3-2. The entry of air moves the pinion gear forward to engage with the engine r ing gear. Movement of the p in ion gear uncovers a port allowing air pressure to be released to the upper starting motor which, in turn, engages its pinion gear with the engine ring gear. Both pinion gears being engaged, the air is released from the uncovered air relay valve, which in turn opens the air starting valve and releases the main starting air supply. S tar t ing air passes th rough the air line lubricator, releasing an oil-air mist into the starting motors, automatically lubricating the motors. The multivane motors drive the pinion gears, rotating the ring gear and cranking the engine.

TURNING ENGINE MANUALLY

Some prestart checks and maintenance procedures require a manual turning of the engine. There are several methods to do this. Crankover tool 9561844 with electric drive unit, Fig. 3-3, or with optional air drive kit 9560333, Fig. 3-4, can be used as jacking gear to rotate the engine.

Another method of turning the engine manually is to utilize the air starting motors as follows:

1. Close the shutoff valve in the main air line of the starting system, Fig. 3-5.

Con,ro, Voltage

Lube Oil r]_u_u "Engine Pressure L ~ Start" Switch

< Solenoid Flywheel Air Valve Ring Gear

/ r , Air Line ~ Air Pinion ~ Upper J J ubricator| Relay Retracted t ~ ~ / M o t o r ] 11 (..__~_._~ ~,~lve

Pinion t ~ l . ~ Lower 1 I I .J . - -Lc: : : :~ / Strainer Engaged ~L ~ I I Motor I "~---'] ~ ~ ~L ( ~ : = = = Air

I=;I I L.. ! . [ ~ - - ~ " ' - Supply

/ " ~ Pin-~on Engaging / Solenoid Air Line

Check Valve" Valve With Dump Vent 2s29s

Fig.3-2 - Typical Air Starting System Operation Diagram

3-2 134A587

Section 3

/ Crankover Tool Electric Drive

Fig.3-3 - Crankover Tool 9561844 And Electric Drive Unit 9543867

28804

l Air Drive Kit

i{ t

Remote Control

28805

Fig.3-4 - Ai r Drive Kit 9560333 And Remote Control 9560338

2. Engage the pinion gears with the engine ring gear by one of the following methods:

a . Attach a jumper wire at the rear of the Engine Start switch to bypass the switch. This will energize the air s tar t solenoid allowing air to move the pinion gears forward.

b. Open the manual "T" handle override valve, Fig. 3-6, on the air start solenoid valve to move pinion gears forward.

CAUTION Ensure the override valve is closed when the turning operation is completed or the engine will crank when the main air line shutoff is opened.

3. Remove the housing cover end plug from the rear of either of the starting motors, Fig. 3-5. Insert a 5/16" allen wrench into housing cover end plug opening (barr ing hole). The allen

Fig.3-5 - A i r Start ing System

20220

wrench can either be rotated by hand or a 1 / 2" ratchet wrench can be used. Rotate the allen wrench slowly which will rotate the engine.

Fig.3-6 - Solenoid Valve Override

27186

134A587 3-3

SECTION 4

FUEL SYSTEM

CONTENTS

GENERAL

OPERATION

ENGINE DRIVEN FUEL PUMP

DUPLEX FUEL FILTER

DESCRIPTION

MAINTENANCE

FUEL PRIMING PUMP

DESCRIPTION

MAINTENANCE

DUPLEX FUEL SUCTION STRAINER

DESCRIPTION

MAINTENANCE

PAGE

4-1

4-1

4-2

4-2

4-3

4-3

4-3

4-3

4-4

134A587

ELECTRO-MOTIVE

SECTION

4 M A R I N E PROPULSION UNiT

FUEL SYSTEM

GENERAL The typical engine fuel system, Fig. 4-1, consists of fuel injectors, engine driven fuel pump, duplex fuel filter, and fuel supply and return manifolds, which are located on or within the engine. Components of the fuel system located external to the engine are the duplex fuel suction strainer, manual fuel priming pump or motor driven pump (whichever is applicable), check valves, and the fuel tank and associated piping.

OPERATION Fuel oil is drawn from the fuel tank through a duplex suct ion strainer , and into the engine mounted fuel pump, Fig.4-1. Fuel, under low pressure, then flows through an anti-flood check valve, t h rough the engine mounted duplex fuel filter, through a jumper line to the injector inlet filters, and into the injectors. A small portion of this fuel supplied to each injector is pumped into the cylinder at very high pressure. The quantity of fuel injected depends upon the rotative position of the plunger as set by the injector rack and the governor. The excess fuel not used by the injector flows through the injector , serving to lubr ica te and cool the working parts.

ANTI-FLOOD,CHECK VALVE SET AT I0 PSI ( 6 8 . 9 kPa)

RETURN FROM INJECTORS i

TO INJECTORS

FUEL PRESSURE GAUGE AND/OR FUEL PRESSURE SWITCH (FPS)

FUEL OIL PUMP PRESSURE RELIEF VALVE SET AT 65 PSI (448 kPa)

PRESSURE REGULATING VALVE 7 SET AT I0 PSI (68 .9 kP=)

FUEL MANIFOLD

ANTI-FLOOD CHECK VALVE SET AT I0 PSI (68.9 kPa)

DUPLEX FUEL FILTER

3 /4

3/4 RETURN FROM INJECTORS

PUMP 3 / 4 ~ PRIMING SUCTION

/ 3 / ~ ~ ~ - . . FUEL OIL HAND PRIMING PUMP

j SUCTION STRAINER- OPENINGS-O.020" (0.508 mm) FIAX. CAPACITY-SAME AS ENGINE PUMP

FUEL OIL PRESSURE DROP (CLEAN) PUMP I PSI (6.895 kPo) MAX.

VENT

SHUT-OFF VALVE

CAN BE COMBINATION UNIT-CAPACITY TO MATCH TRANSFER PUMP

~ FILLING LINE I

FUEL OIL I WATERI TANK SEPARATOR FUEL FILTER

l 15 MICRONS MAX.

DRAIN

SHUT-OFF VALVE AT TANK TO BE ARRANGED SO THAT IT CAN BE READILY OPERATED

NOTE: 3/4 INDICATES 3/4 INCH (19.05 mm) PIPE. MAXIMUM HEIGHT OF FUEL IN FUEL OIL TANK SHOULD NOT EXCEED 15 FEET (4.57 m) ABOVE ENGINE CRANKCASE

Fig.4-1 - Typical Engine Fuel System

30289

134A587 4-1

Section 4

The excess fuel leaves the in jec tors t h r o u g h the return fuel filter, passes through a relief valve in the return fuel line in the manifold, through a swing check valve, and back into the fuel tank. The relief valve restricts the return fuel and maintains a back pressure on the injectors. The swing check valve prevents a reversal of flow or siphoning.

A good quality of fuel should be used. Specifications for fuel are provided in Maintenance Instruction M.I. 1750.

Refer to the appl icable Engine Ma in t enance Manual for components of the fuel system internal to the engine. A brief description of the external engine fuel system components and accessory rack fuel system components follows. .

i

ENGINE DRIVEN FUEL PUMP

The single unit pump, Fig. 4-2, is mounted on and direct ly dr iven by the lubr ica t ing oil scavenging pump. It is an "internal" gear pump. Fuel is drawn into the inlet portion, Fig. 4-3, to fill space created by the gear teeth coming out of the mesh. The fuel is then trapped in the space between the gear teeth and carried to the outlet side of the pump. There the gears mesh, which forces the fuel from between the gear teeth and flow through the outlet. Refer to the appl icable Engine Ma in t enance M a n u a l for a detailed description and maintenance instructions of the engine driven fuel pump.

Idler

Crescent

Discharge Suction

4....__..- Body

~.V~"~.,~.'~ , -.,.,

Rotor

13398

Fig.4-3 - Engine Driven Fuel Pump, Cross Section

DUPLEX FUEL FILTER

DESCRIPTION

The engine mounted duplex fuel oil filters, Fig. 4-4, are installed at the right front of the engine. Each filter is a disposable type which is screwed directly to a common head.

1 2 9 5 9

Fig.4-2 - Engine Driven Fuel Pump

Fig.4-4 - Duplex Fuel Filter 17162

The filter is composed of a pleated paper element a round a perforated metal tube providing an 1100 sq. in. filtering area. The case is an enameled drawn steel shell capable of withstanding internal pressures in excess of 1 034 k P a (150 psi). A neoprene gasket attached to the top of the filter ensures sealing.

4-2 134A587

A tapered cock- type control valve in the head assembly directs the flow of fuel to either or both filters. One filter can be cut out of service to permit replacement without stopping the engine. The inlet and out le t connec t ions are located in the head assembly.

The flow of fuel through the filter is directed and regulated by the position of the control valve. When the control valve lever is set at the center or "BOTH" position, both filters are being used. When it is necessary to change filters, the flow of fuel can be directed through one filter while changing the other one. To do this, the control valve lever is moved to the "L" (left) or "R" (right) position. When the control valve lever is in the "R" position, only the right filter is in use, and the left can be removed. The reverse is true when the control valve lever is in the "L" position.

MAINTENANCE

The fil ters should be changed at intervals as specified in the Scheduled Maintenance Program, or more f requent ly as de te rmined by operating experience.

I. To change a filter while the engine is running, move the filter selector lever to the letter representing the opposite filter.

2. Unscrew the filter to be changed, using a strap wrench if necessary.

3. Apply a new filter to the filter head and tighten until the neoprene gasket is sealed.

. With the engine running, move the selector lever to the posit ion of the fil ter that was changed and check for leakage.

FUEL P R I M I N G PUMP

DESCRIPTION

The fuel priming pump, Fig. 4-5, is a manually operated pump located on the accessory rack (if provided). Its function is to prime the fuel system after the engine has been shut down for an extended period of time. The pump draws fuel from the fuel tank through the duplex fuel suction strainer, and into the engine mounted fuel manifold. The fuel flow from this point is the same as the engine driven pump flow, Fig. 4-I.

Section 4

29769

Fig.4-5 - Typical Accessory Rack Fuel System Components

The fuel priming pump has a built-in check valve at the discharge side of the pump which closes when the pump lever is repositioned during the suction stroke.

MAINTENANCE

No scheduled maintenance is required. If the pump is not operating properly, it can be disassembled for inspection by removing the lever, and then separating the shell and lid.

DUPLEX FUEL SUCTION STRAINER

DESCRIPTION

The duplex fuel suction strainer, typically mounted on the accessory rack, Fig. 4-5, is located in the fuel system to remove foreign material from the fuel being taken from the fuel tank. The strainer contains mesh elements. A cutaway view of the strainer is shown in Fig. 4-6. Fuel oil passing th rough the strainer goes directly to the engine mounted fuel pump.

134A587 4-3

Section 4

"O"-Ring Seal

Shell Gasket ~

Mesh Element

Cover Nut r-

F~" ~

"1

I i

J,

1/2"-14 NPT Head (Inlet & Outlet) Assembly

°

Contro, Valve Lever

'Assembly • 3 0 1 7 9

Fig.4-6 - Duplex Fuel Suction Strainer

A tapered cock- type control valve in the head assembly directs the flow of fuel to either or both elements. One element can be cut out of service to permit cleaning without stopping the engine. The inlet and outlet connections are located in the top of the head assembly.

The flow of fuel through the strainer is directed and regulated by the position of the control valve. When the control valve lever is set at the center or "BOTH" position, bothe lements arebeing used. When it is necessary to clean elements, the flow of fuel can be directed through one element while cleaning the other one. To do this, the control valve lever is mov ed to the " L " (left) o r " R " ( r ight) pos i t ion . When the control valve lever is in the "R" position, only the right element is in use, and the left can be removed. The reverse is true when the control valve lever is in the "L" position.

MAINTENANCE

The fuel suction strainer elements should be cleaned and inspected as specified in the Scheduled Maintenance Program, or at shorter time periods, if operating conditions warrant.

. To clean a strainer element while the engine is running, move the selector lever to the letter representing the opposite element.

. Remove cover nut holding the strainer shell to the head assembly of the element to be cleaned, and remove shell assembly with element from head assembly.

3. Withdraw the mesh element, and discard the oil and sediment held in the strainer shell.

C A U T I O N

Chlorinated hydrocarbon solvents and temperatures above 82 ° C (180 ° F) will damage the epoxy material bonding the strainer element to the end caps.

. Clean the mesh element in a container of clean fuel oil. A brush may be used, but no special cleaning tools are necessary.

5. Clean the shell with fuel oil and wipe it clean.

. Inspect the cover nut "O" ring, and replace it with a new ring if necessary. Replace strainer shell to head assembly gasket.

. Place the cleaned strainer element in the shell and reapply the shell to the head assembly. App ly cover nu t wi th " O " r ing and t igh ten firmly into place after making certain the "O" ring is properly seated.

4-4 134A587

SECTION 5


CONTENTS

GENERAL 5-1

MAIN LUBRICANT, PISTON COOLING, AND SCAVENGING OIL SYSTEM 5-3

SOAK BACK OIL SYSTEM 5-3

SOAK BACK PUMP CIRCUIT 5-3

MAINTENANCE 5-4

LUBRICATING OIL LEVEL 5-4

FILLING OR ADDING LUBRICATING OIL 5-4

DRAINING LUBRICATING OIL 5-5

OIL COOLER INSPECTION AND MAINTENANCE 5-5

OIL FILTER INSPECTION AND MAINTENANCE 5-5

PRELUBRICATING OF ENGINES 5-5

PAGE

134A587

ELECTRO-MOTIVE

SECTION

5



GENERAL The lubricating oil system, Fig. 5-1 and Fig. 5-2, can vary in accordance with specific application. Because of options and customer supplied equipment, the exact operation for the lubricating oil system can only be determined from schematic diagrams and assembly drawings for that par t icu lar installat ion. However, most lubricat ing systems have basic character is t ics and can, with minor interpretation, be applied to most installations.

The three systems (common to both type engines) are the main lubr icat ing system, piston cooling system, and scavenging oil system. Each system has its own pump. The main lubricating oil pump and piston cooling oil pump, a l though individual pumps, are both contained in one housing and are driven from a common shaft. The main lubricating, piston cooling and scavenging oil pumps are driven from the accessory gear train at the front of the engine. An auxiliary system for the turbocharged engines has a motor driven circulating pump.

The engine lubricating system is a combination of three separate systems for instal la t ions with blower-type engines, and four separate systems for installations with turbocharged engines.

For a detai led descr ip t ion of the main tenance instructions for the lubricating oil system components, refer to appl icable Engine Main tenance Manual.

LUBE OIL AIR STARTING CUT-OFF CONTACTOR; ALSO TURBO PRIMING/SOAK-BACK PUMP CONTROL (OPS)

LUBE OIL TO ENG. PRESS. GAUGE

TURBO PRIME AND SOAKBACK PUMP (TURBO UNITS ONLY)

MAIN LUBE OIL PUMP DISCHARGE

/ PRELUBE VALVES

/- PISTON COOLING PUMP DISCHARGE

/ SCAVENGING PUMP

STRAINER - /

THERMOMETER- LUBE OIL FROM ENG.

LUBE OIL HIGH TEMP. ALARM CONTACTOR (HOS)

LUBE OIL FILTER

BYPASS RELIEF VALVE

PRIMING PUMP ' o , . coo ,

CHECK VALVE ~ 1

DRAIN VALVES LUBE OIL TO ENGINE THERMOMETER

Fig.5-1 - Typical Lube Oil System Piping (Units With Loose Accessories And

Engine Driven Raw Water Pump)

30290

134A587 5-J

Section 5

PISTON PUMP 01

LUBE OIL

LUBE OIL TO ENG. THERMOMETER

OIL PAN

PRIMING PUMP

NOTE OPEN LUBE OIL SYSTEM PRIMING VALVE TO PRIME ACCESSORIES AND PIPING AND TO FILL STRAINER. CLOSE TO PRELUBRICATE ENGINE,

LUBE OIL AIR STARTING CUT-OFF CONTACTOR; ALSO TURBO PRIMING/SOAK-BACK PUMP CONTROL (OPS)

LUBE OIL TO ENG, PRESS. GAUGE

LUBE OIL PRESS. AND PISTON COOLING PUMPS

MAIN LUBE OIL PUMP DISCHARGE

~RELUBE VALVES

SCAVENGING PuMp

THERMOMETER LUBE OIL FROM ENG.

-~CHECK VALVE ~

, ~ i,7" LUBE OIL SYSTEM PRIMING VALVE (SEE NOTE)

~-- LINE STRAINER

CONTACTOR 4 BYPASS RELIEF VALVE,,,~

LUBE OIL FILTER

BYPASS RELIEF VALVE

~ J LUBE OIL COOLER

NOTE ON GMB UNITS (COMMON BASE OPTION) THE TURBOCHARGER LUBE OIL PUMP AND ASSOCIATED PIPING IS INSTALLED BY THE ENGINE MANUFACTURER. T ENGINE

CRANKSHAFT

I

BYPASS / " ~ TO SUMP w

TO TURBOCHARGER

LUBE OIL SOAK BACK FILTER (ATTACHED)

FLEXIBLE CONNECTION

PRIMING AND SOAK BACK LUBE OIL PUMP

I " LUBE OIL SUPPLY IN SUHP

Fig.5-2 - Typical Lube Oil System Piping (Units Wi th Accessory Rack A n d Belt Driven Raw Water Pump)

30291

5-2 134A587

MAIN LUBRICATING, PISTON COOLING, AND SCAVENGING OIL SYSTEM

G E N E R A L

The main lubricating oil system supplies oil under pressure to the various moving parts of the engine. The piston cooling system supplies oil for piston cooling and lubrication of the piston pin bearing surface. The scavenging oil system supplies other systems with cooled and filtered oil.

O P E R A T I O N

Oil is drawn from the engine sump by the scavenging oil pump through a strainer in the strainer housing. From the strainer, the oil is pumped through the lube oil filter and lube oil cooler. The cooler absorbs heat from the lube oil to maintain proper operating t e m p e r a t u r e . The oil then f lows to the strainer housing to supply the main lubricating and piston cooling pumps. After being pumped through the engine, the oil returns to the engine sump to be recirculated through the system.

A lube oil high temperature alarm contactor (HOS) is located in the return line from the lube oil cooler to the engine.

SOAK BACK OIL SYSTEM (TURBOCHARGED ENGINES ONLY)

G E N E R A L

To ensure lubrication of the turbocharger bearings prior to engine start, and the removal of residual heat f r o m the tu rbo after engine shu tdown, a separate lube oil pressure source is provided. This pressure source is controlled automatically through the engine "start" and "stop" controls.

O P E R A T I O N

An electrically driven soak back pump draws lube oil from the oil pan, pumps the oil through the soak back filter, Fig. 5-2, and through the head of the engine m o u n t e d t u r b o c h a r g e r oil f i l ter into the turbocharger bearing area.

The soak back filter purifies the oil supplied to the turbocharger by the soak back pump. A relief valve al lows oil to re turn to the oil pan when outlet pressure exceeds 379 kPa (55 psi).

Section 5

Upon engine start, the soak back pump momentarily lubricates the turbocharger until the main lube oil p ressure f rom the engine dr iven p u m p becomes greater than the soak back pressure.

At engine shutdown, the soak back pump operates for 25 minutes to remove residual heat from the turbocharger.

The soak back filter also contains a 483 kPa (70 psi) bypass valve. This valve will open to bypass a plugged filter so that lubrication can be supplied to the turbocharged and prevent damage.

S O A K B A C K P U M P C I R C U I T

With control power applied, momentary actuation of the engine start switch, Fig. 5-3, energizes the engine start relays STR and STRX which in turn pickup the engine run ER relay, the soak back pump timer PT relay and the soak back pump M contactor to operate the soak back pump.

EL7- - ,, ,, L L ,

I TRX

. . . . . . . . . . . . . . . . . . O P S "i )---'n ', o ER R

)U-~j R ~ - P--

2C_ISTR 5 PT

1 > x <

,m0q 2NO

i l L

Fig.5-3 - Typical Soak Back Pump Circui t 3°2~

(LUBE OIL LEVEL)

After approximately 60 seconds of soak back pump operation, engine start switch is pressed and held until engine starts (within 10 seconds), and then released. When engine oil pressure reaches 145 kPa (21 psi), oil pressure switch OPS closes contact IA to actuate the ER and PT relays, and de-energize the M contactor to stop soak back pump operation.

Upon engine shutdown, oil pressure drops below 117 kPa(17 psi) and OPS contact 1A opens, ER and PT relays de-energize to start the 25 minute timed operation of the soak back pump.

134A587 5-3

Section 5

The lube oil level must be at or above a predetermined level to hold the low oil level switch open and keep lube oil level relay OL normally closed contacts closed completing circuit to the soak back pump M contactor.

MAINTENANCE

LUBRICATING OIL LEVEL

Engine oil level should be checked with the engine hot and running at idle speed. A dipstick, Fig. 5-4 extends from the side of the oil pan into the oil pan sump. The dipstick should show a level between the LOW and F U L L marks. The oil level with the engine stopped should be above the FULL mark.

22847

Fig.5-4 - Oil Level Gauge - Dipstick

FILLING OR ADDING LUBRICATING OIL

When fi l l ing or add ing oil to the system, it is r e c o m m e n d e d that the oil be p o u r e d in to the s t ra iner hous ing t h r o u g h the square open ing as shown in Fig. 5-5. Should it be found more desirable to add oil through a handhole opening in the engine oil pan, it is imperative that the strainer housing be filled before starting the engine. Failure to do this may result in serious engine damage due to the time delay before oil is completely circulated through the system and then to the working parts of the engine.

Fo r lube oil sys tem capaci t ies , refer to Eng ine Operating Data - Section 2.

i Stra in e~r~ ,D ra i n Vf l /~ ; ~

Fig.5-5 - Adding Oil To Engine 19243

If the system has not been drained, oil may be added to the strainer housing with the engine running or stopped.

W A R N I N G Do not r emove the round caps f rom the strainer housing while the engine is running as ho t oil under pressure will come f rom the openings and serious injury could result.

DRAINING LUBRICATING OIL

To drain the lubricating oil, it is first necessary to open both valves located under the filler cover of the strainer housing, Fig. 5-5. The front valve drains the oil from the lube oil filter housing into the engine sump and the rear valve drains the oil from the strainer housing into the engine sump.

Lubricating oil may be drained by removing the pipe plug from the oil sump drain valve, Fig. 5-6. If the maintenance conditions require more rapid lube oil transfer, it is possible for the customer to provide a h igh v o l u m e p u m p and and p ip ing for t rans fe r through the oil pan holes.

OIL COOLER INSPECTION AND MAINTENANCE

The lube oil cooler, Fig. 5-7, consists of a cylindrical shell with lube oil inlet and outlet flanges, a bundle of admiralty tubes, and flanged inlet and outlet fresh water headers. Combination tube sheets, supports, and baffles inside the shell support the cooler tubes in the assembly.

5-4 134A587

Section 5

{ NOTE

Oil sump drain can be connected

at either side. 19316A

19316B

Fig.5-6- Oil Sump Drain

Fig.5-7 - Typical

Flanged connections on either end of the oil cooler shell admit and discharge the lubricating oil. The fresh water, used for cooling the lube oil, enters through a flanged connection in one header, flows t h r o u g h the tubes and is d i scharged through a f langed c o n n e c t i o n at the oppos i t e end of the assembly.

Ma jo r servic ing of the oil cooler should not be undertaken until the need for such maintenance is definitely established by unsatisfactory operation, suspec ted oil cooler leaks, or wide t empera tu re differential between cooling water and engine oil.

Mos t cond i t i ons of unsa t i s f ac to ry oil cooler performance will show up during routine engine system checks, outlined in the Scheduled Mainte- nance Program, or be indicated by operation of the

Lube Oil Cooler

29785

oil t e m p e r a t u r e and pressure a larms. Refer to appl icab le Engine M a i n t e n a n c e Manua l for appropriate inspection and test procedures.

OIL FILTER INSPECTION A N D MAINTENANCE

The lubricating oil filter, Fig. 5-8, is a full flow type and consists of a circular tank containing the filter e lements which are m o u n t e d on s tandpipes . A hinged cover closes the open end of the tank and is held tightly by the cover holddown bolts. An "O" ring used between the cover and the rim of the tank to prevent oil leakage during operation. Flanged openings are provided for the oil inlet and outlet connections and for filter housing drain lines.

134A587 5-5

Section 5

29764

Fig.5-8 - Typical 1 0 Element Lube Oil Filter I

The purpoSe of the lube oil f i l ter is to remove insoluble mater ia l f rom the oil which, if left to accumulate, could cause or contribute to failure of the engine.

The capacity of the rack mounted lubricating oil filter varies for the various marine engines.

All of the oil flowing through the system passes through the filter assembly. Normally, the oil flows th rough the fi l ter elements into the per fora ted standpipes in the center of each element and then down to the filtered oil compartment, discharging into the system through the outlet connection.

Provis ion is made in the filters to permit oil circulation in the event of cold oil or dirty filters. A spring loaded bypass valve. Fig. 5-9, built into the

filter permits incoming oil to bypass into the oil discharge compartment. This bypass valve starts to open at 30 psi (207 kPa) and becomes fully open at 40 psi (276 kPa).

Oil f i l ter e lements should be replaced with new elements at the intervals stipulated in the Scheduled Ma in t enance P rogram. However , opera t ing conditions may warrant more frequent intervals. A routine inspection of filter condition can be made by installing pressure gauges (0-50 psi) at the filter tank connections labeled INLET and OUTLET to check pressure differential across the filter elements. Filter elements should be renewed if pressure differential exceeds:

69 kPa (10 psi) at normal idle engine speed. 138 kPa (20 psi) at full speed.

For more i n fo rma t ion about the lube oil f i l ter assemblies, refer to Maintenance Instruct ion M.I. 926.

PRELU BRICATION OF ENGINES

Prelubrication of a new engine, an engine that has been overhauled , or an engine which has been inoperative for more than 48 hours, is a necessary and important practice. Prelubricat ion alleviates loading of un lubr ica ted engine parts dur ing the interval when the lube oil pump is filling the passages with oil. It also offers protection by giving visual evidence that oil distribution in the engine is satisfactory.

Refer to Operation-Section 11 for engine starting procedure which includes the p re lubr ica t ion procedure.

5-6 134A587

FILTER ELEHENT

,/

i 1

l,

FILTER ELEMENT STANDPIPE

BYPASS VALVE HOUNTING BOLTS-

TEMPERATURE GAUGE CONNECTION

DRAIN STANDPIPE

Fig.5-9 - Typical Lube Oil Filter Assembly (W/Internal Bypass Valve)

INLET PRESSURE

Section 5

OUTLET PRESSURE . . . . 3E

'PASS ,LVE

~ S Y .

304.53

134A587 5-7

SECTION 6

COOLING SYSTEM

CONTENTS

DESCRIPTION 6-I

OPERATION 6-2

OPERATING WATER LEVEL 6-3

FILLING COOLING SYSTEM 6-3

DRAINING COOLING SYSTEM 6-4

COOLING SYSTEM PRESSURE TESTING 6-4

PRESSURE CAP REPLACEMENT 6-5

FILLER NECK REPLACEMENT 6-5

WATER EXPANSION TANK 6-5

TEMPERATURE REGULATING VALVE 6-5

IMMERSION WATER HEATER 6-6

UNATTACHED ACCESSORIES

FRESH WATER COOLER 6-7

GEAR LUBE OIL COOLING SYSTEM ACCESSORIES 6-8

PAGE

134A587

ELECTRO-MOTIVE

SECTION

M A R I N E PROPULSION UNIT 6

COOLING SYSTEM

DESCRIPTION The engine cooling system, Fig. 6-1 and Fig. 6-2, can vary in accordance with specific appl ica t ion . Because of options and customer supplied equipment, the exact operation for the cooling system can only be determined from schematic diagrams and assembly drawings for that particular installation. However, most cooling systems have basic characteristics and can, with minor interpretation, be applied to most installations.

The complete engine cooling system is a combination of two separate systems - a raw (external) water system and a fresh (engine) water system.

R A W WATER SYSTEM

The typical raw (external) water system, Fig. 6-1, has either an engine mounted and driven raw water pump or an accessory rack mounted pump that is belt driven off an engine power take-off. External water sys tem accessories , which may be rack m o u n t e d or fu rn i shed loose , inc lude a water e x p a n s i o n t ank , heat exchanger , t e m p e r a t u r e r egu la t ing valve, a lube oil cooler t e m p e r a t u r e control manifold and gauges, and an immersion hea te r on uni ts p rov ided with a layover hea t ing system.

The pump circulates raw water through the heat exchanger to cool the engine fresh water supply. The

REDUCTION GEAR LUBE OIL COOLER

OVERBOARD DISCHARGE

RAW WATER PUMP DISCHARGE PRESSURE GAUGE

OVERBOARD _ ~ DISCHARGE - " ~ ~

i ~,

~_~HEAT EXCHANGER ~ r " g C

FROM RAW WATER SUPPLY

RAW WATER PUMP PERMANENT BLEEDLINE

(PIPE UP AND OVERBOARD)

,< k ~ ~ RAW WATER PUMP- ~/~ '~-!" xl~"~"-l ENGINE MOUNTED

. ,,,,,,, ~ '~_}. ~ OR BELT DRIVEN

PUMP INLET MUST BE FLOODED

DUPLEX RAW q F- WATER STRAINER

FRONT END OF ENGINE 30293

Fig.6-1 - Typical Raw (External) Water System

134A587 6-1

Section 6

raw water flow is regulated by an orifice plate. Other components of the external (raw) water system, including strainers and piping, are supplied by the shipyard.

FRESH WATER SYSTEM

Typical fresh (engine) water systems, Fig. 6-2 and Fig. 6-3, consist of engine driven centrifugal water pump(s), replaceable inlet water manifolds with individual jumper lines (inlet tubes) to each cylinder liner, cylinder head discharge elbows, and an outlet (discharge) manifold. On turbocharged engines, water is also circulated through aftercoolers and discharged into the outlet manifold in the top of the engine.

O P E R A T I O N

In operat ion, heated water from the engine discharge mani fo ld flows to the t empera tu re regulating valve. The temperature regulating valve responds to the water temperature and either routes the water through the heat exchanger, Fig. 6-2, or a

skin cooler, Fig. 6-3, and then through the lube oil cooler, or directly to the cooler. The temperature regulating valve maintains the engine cooling water at a constant temperature. From the lube oil cooler, the water flows to the engine dr iven centr i fugal pump(s), then back through the engine. On units with loose accessories, fresh water flow is regulated by an orifice plate.

The cooling system is pressurized to increase the boiling point of the coolant solution and to prevent loss of water due to evaporation during operation. A pressure cap on the expansion tank filler opening opens to relieve excessive pressure and to prevent damage to cooling system components. The cap is also.equipped with a vacuum breaker valve that operates as the system cools. An overflow drain pipe is provided to allow run-offin the event of excessive pressure during operation.

A fresh water high temperature alarm contactor (ETS) is located in the engine fresh water discharge line to the fresh water cooler.

FRESH WATER OUT

FRESH WATER • I>T<I FILLING LINE

FRESH WATER EXPANSION TANK-APPROX. 30 GAL. (114 L.) CAP.-MUST BE LOCATED ABOVE ENGINE FRESH WATER SYSTEM

Y I

VENT

FRESH WATER RETURN HIGH TEMP ILINE ALARM CONTACTOR I (ETS)

THERMOMETER- J WATER . ~

l\ii! ! I ::::S REG." I

I GAUGE TO I ENGINE

RAW WATER OUT

FRESH ! WATER I IN )

HEAT EXC~N iGER~- 1 I .

1 RAW WATER

LUBE IN LUBE OIL OIL . out

= . . - +

LE~-~LUSE OIL C O O L E ~ J THERMOMETER

VENT--.-....~ TOP OF THIS

/ OVERFLOW MUST BE LOWER THAN

i = FILLING FUNNEL

I ~ TURBO AFTERCOOLER EACH SIDE OF ENGINE

VENT

11

Fig.6-2 - Typical Fresh (Engine) Water System-w/Heat Exchanger

TURBO END OF ENGINE

FRESH WATER PUMPS-ONE ONLY ON 8-645E6

FRONT END OF ENGINE

DRAIN VALVES

30294

6-2 134A587

Section 6

FRESH WATER KEEL COOLER INSTALLED IN VESSEL

THERMOMETER

FRESH WATER = pT~ FILLING LINE

FRESH WATER EXPANSION TANK-APPROX. 30 GAL. (114 L . ) CAP.-MUST BE LOCATED ABOVE ENGINE FRESH WATER SYSTEM

RETURN LINE

VENT----.--..._~

VENT

FRESH WATER HIGH TEMP. ALARM

THERMOMETER- CONTACTOR WATER FROM ENG. (ETS)

WATER IE TEMP, G.

out

LUBE OIL C O O L E R ~

LUBE LUBE OIL OIL

j l ORIFICE

THERMOMETER . WATER TO ENG.

WATER " PRESSURE GAUGE TO ENGINE

TOP OF THIS OVERFLOW MUST BE LOWER THAN FILLING FUNNEL

TURBO AFTERCOOLER EACH SIDE OF ENGINE

TURBO END OF ENGINE

FRESH WATER PUMPS-ONE ONLY ON 8-645E6

DRAIN VALVE

FRONT END OF ENGINE

30295

© FULL q

S T 0 P

FULL

I R U N

©

19318

Fig.6-4 Water Level Instruction Plate

Fig.6-3 - Typical Fresh (Engine) Water System - W / S k i n Cooler

OPERATING WATER LEVEL

An operating water instruction plate, Fig. 6-4, is provided next to the water level sight glass. The instructions indicate minimum and maximum water level with the engine running or stopped. The water level should not be al lowed to go below the applicable "low" water level mark.

A float switch-type low water indicator WLS (if provided) will be mounted on the water expansion tank. When the water recedes to a predetermined level, the switch triggers the alarm system.

FILLING COOLING SYSTEM

The cooling system is filled through the filler opening at the top of the water expansion tank.

WARNING Allow system to cool down before opening filler cap. System under pressure could cause severe personal injury. Partially open the filler cap to relieve pressure prior to complete removal of cap.

134A587 6-3

Section 6

The coo lan t used in the engine cool ing sys tem should be made up and tested in accordance with M a i n t e n a n c e Ins t ruc t ion M.I . 1748. C o o l a n t so lu t ions are c o m p o s e d of water and c o r r o s i o n inh ib i to r . The se lec t ion and m a i n t e n a n c e of a proper coolant solution are necessary for efficient cooling system operation. Failure to recognize the importance of these factors can result in cooling system damage, increased maintenance costs, and unnecessary equipment down time.

Coolant samples should be taken from the cooling system for analysis as specified in the applicable Scheduled Maintenance Program.

CAUTION If the cooling system of a hot engine has been drained, do not fill until the engine cools. A s u d d e n change in t e m p e r a t u r e may cause damage to the engine.

For coo l ing sys tem capacit ies, refer to Engine . Operating Data - Section 2.

DRAINING COOLING SYSTEM

Engine cooling water is drained by opening a valve located at the accessory end of the engine below the governor at about floor level.

CAUTION If unit is equipped with an immersion heater ensure that immersion heater switch IHS is in OFF position when the system or the immersion heater is not filled with water.

COOLING SYSTEM PRESSURE TESTING

A locally fabricated testing apparatus, Fig. 6-5, can be used to pressurize the cooling system with air while the engine is running and coolant is at normal level.

WARNING Do not sub jec t the water t ank to p ressure greater than 345 kPa (50 psi).

. Using the testing apparatus, operate the ball valve to gradually meter air into the cooling system until the pressure gauge shows a value near the relief rating of the pressure cap. Close the ball valve.

. Place a container of water below overflow pipe f r o m the fi l ler neck so that water level in container is above discharge end of pipe.

Male Fitting Female Quick 0-60 Ib 9321340 Disconnect Pressure Gauge

J J Fitting 9321341

Flexible I!1 Hose L

Water Expansion Tank I~ 1~/4 '' Ball Valve

-.-Air L Line ~i _.. -.- Air , Hose ~ , ~ ............. ! .................. ~:~,,;,,~ Flexible

H I ~ Female Quick "~ , I Disconnect Male Fitt ing Fitt ing 9321341 9321340 25305

Fig.6-5 - Cooling System Pressure Test Apparatus

. Intermittently crack ball valve open and closed to admit additional air pressure to the system. Note and record pressure read ihg at which bubbles appear in water container at end of overflow pipe, indicating pressure cap release.

The cap should release at between 45 kPa (6-1 / 2 psi) and 55 kPa (8 psi).

NOTE A quick system check can be made without the use of water at the end of the overflow pipe, p r o v i d i n g there are no sys tem leaks, by obse rv ing pressure gauge closely while operating ball valve intermittently. Position of pressure gauge in the testing apparatus allows for influence of gauge reading when air flow occurs due to release of pressure cap.

4. When the pressure cap resets, observe gauge for further pressure drop after bubbling stops. If leakage is appa ren t , inspec t filler neck and gasket, and cooling system piping connections.

PRESSURE CAP AND FILLER NECK

The pressure cap and filler neck should be inspected, tes ted , and replaced if d a m a g e d at in tervals indicated in the Scheduled Maintenance Program. Refer to Maintenance Instruction M.I. 1721 for units with blower-type engines or M.I. 1722 for units with turbocharged engines.

6-4 134A587

INSPECTION AND REPLACEMENT .

.

If the pressure cap bell housing or other metal surfaces are bent, replace the entire cap with a new cap.

If the filler neck sealing surface is damaged or distorted, replace the neck with a new assembly. Filler neck assemblies must be cut away from the tank and the replacement filler neck welded in place.

3. If seals are hardened or damaged, replace the cap with a new cap.

NOTE Rebuild of pressure caps is not recommended.

Pe r fo rm system pressure test, as previously described, to qualify new pressure cap or filler neck.

WATER EXPANSION TANK The water expansion tank, Fig. 6-6, is a welded steel tank with a water level sight glass mounted on the front. An operating water level instruction plate is provided next to the water level sight glass. The instructions indicate minimum and maximum water level with the engine running or stopped. The water level should not be permi t ted to go below the applicable "low" water level mark.

Section 6

cap is designed to open and relieve the system of excessive pressure during operation.

TEMPERATURE REGULATING VALVE

DESCRIPTION The t empera tu re regulat ing valve, Fig. 6-7 is a diverting valve that is used to maintain a constant temperature at the engine water outlet. When an engine is started and cold, the valve causes all water to bypass the engine cooler (heat exchanger or keel cooler) in the engine cooling system until the engine has warmed up. After warmup, part of the heated water bypasses and part is directed to the cooler. The bypassed water is mixed with the cold water re turning form the cooler before re-entering the engine. Valve action and mixing of water maintains the desired engine water temperature. However, if water f rom the engine reaches the nominal temperature for that particular valve, the valve will close the bypass side entirely, and all water will flow through the cooler.

Fig.6-6 - Water Expansion Tank

The system is filled through a filler opening located at the top of the expansion tank. Water should be added until it reaches the full mark on the upper instruction plate of the water sight glass.

An overfill drain pipe is provided to allow run-off in the event of overfilling or excessive water expansion during operation.

A 48 kPa (7 lb) pressure cap on the expansion tank prevents loss of water due to evaporation during operation, and maintains pressure on the cooling system to provide better cooling for the engine. The

6

Fig.6-7 - Temperature Regulating Valve

A similar temperature regulating valve may be used in the reduction gear lube oil cooling system, Fig. 6-12, with similar function characteristics.

NOTE There are different valve body designs for the temperature regulating valve. The location of bolts and flanges may vary with the design, but the general operation is the same.

OPERATION The valve is self-contained and self-powered. It contains thermostatic element assemblies that hold valve sleeves in the bypass position by spring tension when cold water from the engine outlet passes over the elements. As water t empera tu re increases, a thermosta t ic material that is highly sensitive to

134A587 6-5

Section 6

temperature changes, expands to develop pressure that overcomes the force of the return spring. The the rmos ta t i c ma.terial drives a molded synthe t ic rubber plug into a reduced diameter piston guide that by extruding action, multiplies the travel of the plug. The plug drives a piston that forces the valves sleeves to open the valve outlet to the radiator and at the same time constrict the bypass opening. This action is illustrated in Fig. 6-8.

I 5Bypass

~ l Valve Sleeve Outlet-""~pJr~--~ I ~--J~--p~ Guide l / w Plug~

~ D i a p h r a g m , ~ Thermostatic

: . . . . Material CLOSED FULLY STROKED

11147

Fig.6-8 - Thermostatic Element Assembly

Refer to Fig. 6-9 for a general location arrangement.

A PORT (Inlet)

MAINTENANCE

Disassembly and inspec t ion of the t e m p e r a t u r e regulating valve should be performed as prescribed in the applicable Scheduled Maintenance Program or at any time improper cooling of the engine is evident. Improper cooling may be due to the O-ring d e t e r i o r a t i o n or m a l f u n c t i o n i n g t h e r m o s t a t i c elements.

To p e r f o r m an inspec t ion on the t e m p e r a t u r e regulating valve, it may be necessary to remove the ent i re valve f rom the coo l ing sys tem piping. However, on some installations and under some circumstances, it may be easier to remove only the bolted housing and its attached piping from the valve. If the entire valve is to be removed, it is advisable to tag or otherwise mark the pipe flanges with the lettei" a p p e a r i n g a t tile ad jacen t valve f lange. The let ter " A " ident i f ies the valve inlet flange. The letter appears on the bolted housing. The letter "B" identifies the outlet to the bypass piping. The letter "C" identifies the outlet to the cooler. For more information about the temper- a tu re r egu la t ing valve, refer to M a i n t e n a n c e Instruction M.I. 581.

I M M E R S I O N WATER HEATER (OPTIONAL)

DESCRIPTION

The electric immersion heater, Fig. 6-10, is used to keep the engine in a constant state of readiness for an immediate start.

B PORT (Outlet "1 ByDass Piping)

]T ;t T o

roger)

1. Inlet Housing 6. O-Ring Sleeve *2. Thermostatic Element Assembly 7. O-Ring 3. Lower Valve Seat 8. Outlet Housing 4. Housing Gasket 9. Stainless Steel 5. Valve Sleeve Upper Valve Seat

*Includes Valve Sleeve (5) And Lower Valve Seat (3).

F i g . 6 - 9 - Temperature Regulating 30o47

Valve, Cutaway View

19113

F i g . 6 - 1 0 - Immers ion Heater

The hea te r is made up of a cy l indr ica l shell c o n t a i n i n g a r emovab le hea t ing e l emen t and is mounted at the bot tom of the accessory rack or provided as ship loose equipment for shipbuilder installation.

When an immersion heater is used on a marine propulsion system, the immersion heater heats the

6-6 134A587

engine cooling water which is circulated through the engine by a water pump mounted near the heater.

NOTE This system, when provided, is not intended to provide freezing protection - rather as an aid in starting in cold climates.

MAINTENANCE Disassembly and inspection of the immersion heater should be performed any time improper heating is evident. Improper heating may be caused by scale accumulation or damage to the heating element. Sludge deposits in the heater may be removed through the drain plug in the bottom of the heater.

W A R N I N G Be sure electrical power is disconnected before removing heat ing element from unit, or any t ime the cooling system or heater is drained.

U N A T T A C H E D ACCESSORIES The fresh water cooler, although not attached to the engine proper, is considered to be a component of the basic marine engine. As the coolers vary in accord with specific applications, the descriptive ma in tenance , and i l lustrat ive data should be considered as "typical".

FRESH WATER COOLER

DESCRIPTION

The fresh water cooler , Fig. 6-11, consists of a cylindrical shell with fresh water inlet and outlet

Section 6

flanges, a bundle of cooler tubes, a flanged inlet and outlet raw water header , and a header at the opposi te end to reverse the raw water flow. Combination tube supports and baffles inside the shell support the cooler tubes in the assembly.

Fresh water enters the cooler at one end of the shell, flows transversely around the tubes and baffles, and discharges at the opposite end of the cylindrical shell. The raw water used for cooling, enters the cooler at the fresh water inlet end and flows through one-half of the tubes. The water reverses at the opposite end of the cooler and flows back through the remaining half of the discharge flange. Zinc electrodes are located in the headers at the end of the assembly to inhibit electrolytic action on the tubes.

Zinc electrodes should be examined 30 days after ins ta l la t ion and every 30 days thereaf ter . Any appreciable de te r io ra t ion within these periods indicates electrolytic action, caused by external g rounded electric currents . In that case, this condi t ion must be cor rec ted to avoid serious damage to the cooler. Internal electrolysis causes a gradual erosion of the electrodes, necessi tat ing periodic renewal.

Inspection may show that the zinc electrodes are coated with insulat ing foreign materials . This coat ing must be removed by wire brushing and scraping before reinstal l ing electrodes. The electrodes should be renewed when 50% eroded.

MAINTENANCE

The fresh water cooler should be c leaned as f requent ly as found necessary to provide an

Raw Water Inlet Fresh Water Inlet

Fresh Water C

Water Outlet

16419

134A587

Fig.6-1 1 - Typical Fresh Water Cooler

6-7

Section 6

unrestricted flow of water. This will vary, depending on operating conditions. In certain types of service deposits form more rapidly than others. Heavy deposits cause an objectionable increase in pressure drop th rough the cooler , and a decrease in the cooling effect. Cleaning at regular intervals will ensure maximum operating efficiency at all times.

The inside and outside of the cooler tubes may be cleaned with a pressure stream of water, and the inside of the tubes may be further cleaned by passing a round wire brush through them.

GEAR LUBE OIL COOLING SYSTEM ACCESSORIES

The basic system used to cool the propulsion drive gear lube oil is t h rough a keel (skin) cool ing a r rangement . A raw water type system is also available.

The gear oil keel cooler is to be sized compatible with the requirements of the drive gear used and built into the vessel by the shipbuilder. Accessories

normally furnished for the keel cooling system will include a motor driven fresh water cooling pump and a low water pressure alarm contactor (GCS), as well as the temperature regulating valve required by some systems. A typical gear oil keel cooling system is shown in Fig. 6-12.

Sizes of interconnecting piping between gear oil cooler equipment and keel cooler are determined by sh ipbui lder based on total installed equivalent length, keel cooler pressure loss, water flow, pressure drop available and max imum velocity desired.

If necessary orifice may be installed to obtain pump pressure adjustment, as shown in Fig. 6-12, or in a bypass immedia te ly before shut -off valves on a t tached gear oil cooler of some reduc t ion gear models.

Gear cool ing water pumps provided are moto r dr iven units, sized in accordance with system requ i rements fo r ' p re s su re and flow. Motors furnished meet ABS requirements. Motor starting switch is supplied by the shipbuilder.

VENT

EXPANSION TANK | CAPACITY / 2 GAL. (7.6 L.) HINIHUH- LOCATE ABOVE GEAR OIL COOLING SYSTEM

(

(

(

(

, C , p ~ "A" v ~ U B u - -

WATERT LEVEL /

5' (1524 HH) / HAXIMUH /

I !

MOTOR DRIVEN FRESH WATER PUMP

FRESH WATER AUTO. • ~ TEMP. REGULATOR (IF USED)

•

AUXILIARY KEEL COOLER

LOW WATER PRESSURE ALARM CONTACTOR (GC, S)

ORIFICE IF NECESSARY TO OBTAIN OIL COOLER PRESSURE

i ~ ADJUSTMENT

I REDUCTION GEAR OIL COOLER (ATTACHED)

VENT ALL POSSIBLE AIR TRAPS IN SYSTEH TO TAbO(

Fig.6-12 - Typical Gear Oil Cooling System

30296

6-8 134A587

SECTION 7

PROTECTIVE DEVICES

CONTENTS PAGE

GENERAL 7-1

OVERSPEED TRIP 7-1

CRANKCASE PRESSURE DETECTOR ASSEMBLY 7-1

LOW OIL LEVEL INDICATOR 7-2

LOW OIL PRESSURE ALARM 7-2

PGA GOVERNOR SHUTDOWN SOLENOID 7-4

PGA GOVERNOR MANUAL SHUTDOWN SWITCH 7-4

LOW WATER LEVEL INDICATOR 7-4

AIR FILTER VACUUM SWITCH 7-5

OIL TEMPERATURE SWITCHES

HIGH OIL TEMPERATURE SWITCH 7-5

LOW OIL TEMPERATURE SWITCH 7-5

TURBO OIL PRESSURE SWITCH 7-6

LUBE OIL PRESSURE SWITCH 7-6

LUBE OIL PRESSURE ALARM 7-6

ENGINE TEMPERATU RE SWITCH 7-7

LOW CLUTCH AIR PRESSURE SWITCH 7-7

GEAR COOLER LOW WATER PRESSURE SWITCH (OPTIONAL) 7-7

LOW FUEL PRESSURE SWITCH (OPTIONAL) 7-8

ELECTRO-MOTIVE

GENERAL

SECTION

7 M A R I N E P R O P U L S I O N U N I T

PROTECTION DEVICES

This sect ion contains descript ions of various protective devices and alarms which are considered typical of a basic installation. Due to the availability of many options, equipment configurations, and customer supplied equipment, some of the devices may or may not be provided for a par t icu la r installation.

NOTE Some of these devices are designed to, in some instances, shut down the engine in the event of a malfunction occurring during engine operation while others only produce an alarm.

OVERSPEED TRIP

DESCRIPTION An overspeed mechanism is provided as a safety feature to stop the injection of fuel into the cylinders should engine speed become excessive. If the engine speed is increased to the specified limit, the overspeed mechanism will trip to shut down the engine.

When the overspeed mechanism has been tripped, the overspeed trip limit switch OTLS is released causing the overspeed trip relay to de-energize, the OVERSPEED TRIP warning light comes on and the alarm bell sounds. The overspeed mechanism may also be act ivated by remotely tr ipping the shutdown lever, using a pull cable.

The overspeed trip can only be reset manually by moving the reset lever to the running (latched) position, as shown in Fig. 7-I.

For more information about the overspeed trip refer to the applicable Engine Maintenance Manual.

CRANKCASE PRESSURE DETECTOR ASSEMBLY

DESCRIPTION The crankcase pressure detector , Fig. 7-2, is a compact device for detecting a positive, rather than

Shutdown Lever

Tripped ~ ~kt~Tr i/p~ped Position Latched / /

Running 0 Position ~ /

o I \ Ovj[speed

OTLS

Fig.7-1 - Reset Lever Positions 29534

the normally negative pressure in the crankcase (oil pan). A switch CPS attached to the bottom side of the detector provides a signal to the alarm system.

29536

Fig.7-2- Crankcase Pressure Detector Assembly

134A587 7-1

Section 7

The reset stem is held in a latched position until a positive pressure builds up in the crankcase. This pressure is applied to a diagram which, in moving, releases the reset stem. Outward movement of the stem causes a switch lever to close the contacts in the switch, which shuts down the engine and activates the alarm system.

W A R N I N G Following an engine shutdown due to activation of the crankcase pressure detector, do NOT open any handhole or top deck covers to make an inspection until the engine has been stopped and allowed to cool off for at least two hours. Do NOT attempt to restart the engine until the cause of the t r ip has been d e t e r m i n e d and corrected.

The action of the pressure detector indicates the possibility of a condition within the engine, such as an overheated bearing, that may ignite the hot oil vapors with an explosive force if air is a l lowed to enter . If c rankcase pressure detector can not be reset, do NOT operate the engine until the detector has been replaced, since the d i a p h r a g m backup plates may be damaged.

MAINTENANCE

The detector should be tested periodically to ensure proper operation.

Without starting the engine, remove the cap from the vent on top of the detector. Using a hydrometer bulb, create a suction on the vent tube. This should trip the reset stem as it simulates a positive pressure being applied to the opposite side of the diaphragm.

CAUTION D i a p h r a g m can be damaged by apply ing a positive pressure through vent tube. Exhaust air from bulb before testing.

If the test is unsatisfactory, repeat the test. If the detector still does not trip, replace the detector.

For more information about the crankcase pressure detectors refer to M.I. 259 or M.I. 260.

LOW OIL LEVEL INDICATOR

DESCRIPTION

A float switch-type low oil level indicator LLS, Fig. 7-3, is installed in the side of the oil pan near the oil level gauge. The purpose of the device is to warn the operator of an insufficient oil supply. The switch

18725

Fig.7-3 - Low Oil Level Indicator

is connected to the alarm system. When the oil level is r educed to a p r e d e t e r m i n e d level, the f loa t pos i t i on will open the con tac t s in the switch, activating the alarm system.

MAINTENANCE

The switch assembly is a seaied unit and consequently must be replaced if found defective. If operating d i f f icul t ies arise, check the e lect r ical wir ing connections for tightness and the floats for binding in the f loa t casing. If this does no t p r o d u c e satisfactory results, replace the assembly with a new one.

Engines e q u i p p e d with p n e u m a t i c - h y d r a u l i c governors have the low oil pressure alarm device as an integral part of the governor. Under a low oil pressure condition, the governor will act to operate the alarm system.

LOW OIL PRESSURE ALARM

The low oil pressure alarm device LOS, Fig. 7-4 and 7-5, is not considered an accessory to the engine, but rather as a component of the governor.

A time delay of approximately 35-60 seconds at idle engine speed is provided before the alarm switch trips to allow operating pressures to be reached after starting engine, and to provide time to locate the

7-2 134A587

18493

Fig.7-4 - Low 0il Pressure Alarm Device

trouble spot in the event of malfunction. Repeated engine starting to locate cause of alarm should not be attempted. The time delay is voided at engine speed of 475 RPM and over.

Since oil pressure is the lowest at the rear of the engine, an oil line runs from this point to the alarm device in the governor.

The alarm device in the governor, Fig. 7-5, consists of an oil failure diaphragm and plunger, oil failure piston, ball valve, and an alarm switch.

Engine pressure oil is admitted to the left of the oil failure diaphragm. A spring also exerts pressure on the left side of the diaphragm. Pressure oil from the

Oil Failure Diaphragm

\

Engine Oil Pressure Inlet

,Oil Failure Plunger

Oil Failure Piston

Set Scr

Section 7

governor speed setting piston pushes against the right side of the oil failure diaphragm. The pressure of the oil from the speed setting piston varies with engine speed. The highest pressure is at full engine speed and the lowest is at idle engine speed. If engine oil pressure is reduced below a safe level, the speed setting piston oil pressure will become greater than engine oil pressure and move the oil fai lure diaphragm and plunger to the left. This permits governor oil pressure to move the shutdown plunger to the right tripping the alarm switch.

When the shutdown plunger moves out, an alarm switch is actuated and colored band is visible on the plunger indicating that the device has been tripped. After being tripped, the plunger must be manually pushed in to reset the switch.

The time delay feature of the device is controlled by engine speed. When engine speed is below 475 RPM, governor pressure oil must pass through a bypass valve assembly before reaching the oil failure piston. The time delay is brought about by the governor oil passing through an intermittent flow orifice toward the top of the speed control rotating bushing. At each revolution of the bushing, a slot in the bushing aligns with the oil line to the oil fai lure piston. The amount of oil d ischarged through the slot is regulated by adjusting the port sleeve. The amount of oil discharged determines the time required to admit a sufficient amount of oil to

Speed Setting Oil Pressure

/ Alarm Switch

Shutdown Plunc

ular Fulcrum Plate

Shutdown Rod

Piston Stop

Speed Settin! Piston

To Surnp

Engine Pressure Oil Trapped Oil Under Pressure

i 3 Governor Sump Oil Governor Oil Pressure Intermittent Gov. Oil Pressure

Time Delay Bypass Governor~

Oil Pressure

Speed Control Rotating Bushing

Port Sleeve

Time Delay Adjustment

Fig.7-5 - Low Oil Pressure Alarm Device Schematic Diagram

18494

134A587 7-3

Section 7

operate the oil failure piston. At engine speeds of 475 RPM.and above, the speeder spring servo lever lowers t.he bypass pin which opens the time delay b y p a s s . .

' !

When the bypass is open, governor oil goes directly to the oilfailure piston, and the alarm switch will be tripped in about two seconds.

SHUTDOWN SOLENOID (PGA GOVERNOR) DESCRIPTION The shutdown solenoid, Fig. 7-6, is provided as an electrical means to shut down the engine. The device can be used to effect shutdown ei ther when energized or de-energized.

the terminal shaft, repositions the rack, shutting off the fuel tO the engine.

The check ball seats against either an upper or lower seat in the check valve. In units adjusted to shutdown when the solenoid coil is energized, a spring holds the check ball against the upper seat during normal operation. When the coil is energized, the plunger rod moves down, unseating the check ball. In units adjusted to shut down when the solenoid is de-energized, the plunger rod is adjusted to hold the check ball on the lower seat during normal operation. When the solenoid coil is de- energized, the spring pushes the check ball upward, unseating it.

For maintenance and adjustment of solenoid, refer to governor manufacturer's bulletin No. 36650.

MANUAL SHUTDOWN SWITCH (PGA GOVERNOR) A spring-loaded manual shutdown switch button is located on the top of the governor cover, Fig. 7-7. When depressed, it pushes down the shutdown solenoid plunger rod displacing the check ball. This permits trapped oil holding the speed setting servo piston to be released and flow to the governor oil sump, and the servo piston to be raised by the piston springs..~s the piston moves up, the shutdown rod and nuts are raised. As the shutdown rod is, in effect, an extension of the pilot valve plunger, the raising of the pilot valve plunger permits the power piston to move to the fuel off position, shutting down the engine.

. . . 1 2 9 9 b

Fig.7-6 - Sl~utdown Sgleooid

The shutdown deviceconsists essentially of a check valve and solenoid. The check valve is positioned between the speed setting servo assembly and.the speed setting pilot valve plunger and bushing. When the ball in the check valve is unseated, Oil above the speed setting servo piston.escapes to the sump. This allows the speeder spring to expand :and push the speeder piston upward. As the piston moves up, the piston rod lifts the shutdown rod and shutdown nuts. Lifting the.shutd0wn rod, in turn, lifts the pilot valve plunger, the power piston goes down, rotating the terminal shaft to the no-fuel positio'n. The. engine injector rack linkage, which is connected t o

... :Fig 7-7.-,Manu~l Shutdown Button

LOW WATER LEVEL INDICATOR DESCRIPTION

13017

A float switch-type water level indicator WLS, Fig. 7-8, is installed in the cooling water expansion

7-"~ 134A587

19302

Fig.7-8 - Low Water Level Indicator

t ank . The pu rpose of the dev ice is to warn the operator of an insufficient supply of coolant. When the water level is reduce to a predetermined level, the float position will open the contacts in the switch, activating the alarm system.

Section 7

MAINTENANCE

The swi tch a s semb ly is a sea led uni t and consequently must be replaced if found defective. If o p e r a t i n g d i f f icul t ies arise, check the electr ical wiring connections for tightness and the floats for binding in the float casing. If this does not produce satisfactory results, replace the assembly with a new one.

AIR FILTER V A C U U M SWITCH

The turbocharged engine air filter assembly has a v a c u u m swi tch FVS, Fig. 7-9, tha t senses the pressure differential between ambient and pressure at the turbocharger compressor inlet.

When the switch trips, the alarm system activates to indicate a clogged filter condition.

The vacuum switch is equipped with a shielded test button that may be pressed with a pencil or thin object to test the warning light indication. Always press the reset lever on the vacuum switch after pressing the test button.

For more information about the air filter vacuum switch, refer to Maintenance Instruction M.I. 5525.

19303

Fig.7-9 - A i r Filter Vacuum Swi tch

OIL TEMPERATURE SWITCHES

HIGH OIL TEMPERATURE SWITCH

The high oil temperature switch HOS activates the alarm system when lube oil temperature rises above 104 ° C (220 ° F). The alarm signal will remain until the temperature is reduced to 99 ° C (21O ° F).

LOW OIL TEMPERATURE SWITCH (OPTIONAL)

The low oil temperature switch LTS may be used on marine units provided with an immersion heater system. This switch will trigger the alarm system when lube oil temperature falls below 29 ° C (85 ° F). The alarm signal will remain until the temperature is raised to 35 ° C (95 ° F).

Oil t e m p e r a t u r e switches , when used, will be mounted on the piping between the oil cooler and the oil strainer housing, as typically shown in Fig. 7-10. E i the r swi tch is equ ipped with a test button which can be pressed to test the warning lights.

134A587 7 -5

Section 7

For more information about the switch, refer to Maintenance Instruction M.I. 5512.

19362

Fig.7-10 - Typical Oil Temperature Swi tch

For more information about these switches, refer to Maintenance Instruction M.I. 5524.

TURBO OIL PRESSURE SWITCH

On turbocharged engines, the turbo oil pressure switch TOS is mounted on the engine frame next to the soak back pump, Fig. 7-11.

LUBE OIL PRESSURE SWITCH

The lube oil pressure switch OPS, Fig. 7-12, is connected directly to the engine lube oil system. The purpose of this switch is to prevent an inadvertent starting attempt while the engine is already running. The switch disconnects the starting system when l u b e o i l p r e s s u r e e x c e e d s 145 k P a (21 psi), indicating the engine is running. When lube oil pressure drops below 117 kPa (17 psi) the starting system can then be operated.

For more information about this switch, refer to Maintenance Instruction M.I. 5512.

19306

Fig.7-1 1 - Turbo Oil Pressure Swi tch

The turbo oil pressure switch is normally open and is held closed by 69 kPa (10 psi) turbo oil pressure. At engine shutdown, the turbo oil pressure pump (soak back pump) operates to main ta in this pressure. If turbo oil pressure drops below 48 kPa (7 psi), the switch opens and triggers the alarm system. The alarm signal will remain until the oil pressure rises to 69 kPa (10 psi).

19305

Fig.7-1 2 - Lube Oil Pressure Swi tch

LUBE OIL PRESSURE ALARM (OPTIONAL)

The lube oil pressure alarm syste m may be used on units equipped with a provision for remote starting of the engine. If the engine oil pressure, monitored by the lube oil pressure switch OPS, fails to reach 145 kPa (21 psi) within 60 seconds after engine fuel pressure reaches 83 kPa (12 psi), or falls below 117 kPa (17 psi) dur ing opera t ion , the lube oil pressure alarm system will activate and engine will shut down.

NOTE This alarm system may be used in place of a engine governor controlled low oil pressure alarm system.

7 - 6 134A587

ENGINE TEMPERATURE SWITCH

The engine temperature switch ETS is connected into the fresh water discharge line from the engine water outlet to the thermostatic valve, Fig. 7-13. This switch senses water temperature and triggers the a l a r m sys t em w h e n the wa te r t e m p e r a t u r e reaches 98 ° C (208 ° F). The alarm signal will remain until the temperature is reduced to 92 ° C (198 ° F).

19304

Fig.7-1 3 - Engine Temperature Switch

The switch is equipped with a test button which can be pressed to test the warning light indication.


LOW CLUTCH AIR PRESSURE SWITCH

Air pressure is used to operate the clutches that engage the diesel engine with the gear drive. The ship's compressed air supply provides air pressure through a regulator and filter to an air tank and valve arrangement before going to the clutches. The clutch air pressure gauge and a clutch air switch CAS. Fig. 7-14 are connected in the system at the air t ank . The gauge m o n i t o r s the air t a n k pressure ava i lab le for c lu t ch e n g a g e m e n t . The pressure switch is set at a falling pressure of 862 kPa (125 psi). When air pressure drops to 862 kPa (125 psi), the switch trips causing a low clutch air pressure alarm.


Section 7

21061

Fig.7-14 - Low Clutch Air P re s su re Swi tch

GEAR COOLER LOW WATER PRESSURE SWITCH (OPTIONAL)

The gear cooler low water pressure switch GCS, Fig. 7-15, will be connected into the discharge line of a fresh water pump on units with reduction gear oil cooling systems. The purpose of this switch is to

Fig.7-15 - Gear Cooler Low Water Pressure Switch

24Ol 6

134A587 7 -7

Section 7

activate the alarm system if the water pressure drops below a preset min imum value dur ing normal operation - 35 kPa ( 5 psi) or 103 kPa (15 psi), depending on reduction gear model furnished.


LOW FUEL PRESSURE SWITCH (OPTIONAL)

The fuel pressure switch FPS, Fig. 7-16, located in the engine control cabinet or provided as ship loose equipment for shipbuilder installation, is connected into the fuel system between the engine fuel pump and engine mounted fuel filter. Since the fuel pump is engine driven, the fuel pressure switch can be used to signal var ious engine running and shu tdown Conditions. To determine actual switch application, refer to schematic diagrams and assembly drawings provided for the particular installation.


Fig.7-16 - Low Fuel Pressure Swi tch

24016

7-8 134A587

SECTION 8

AIR INTAKE AND EXHAUST SYSTEMS

CONTENTS PAGE

GENERAL 8-1

BLOWER-TYPE SYSTEM DESCRIPTION

MAINTENANCE

AIR INTAKE FILTERS

BLOWERS

AIR BOX

AIR BOX DRAIN

EXHAUST MANIFOLD

OIL SEPARATOR

TURBOCHARGED SYSTEM DESCRIPTION

MAINTENANCE

AIR INTAKE FILTERS

AIR BOX

EXHAUST MANIFOLD

OIL SEPARATOR

PYROMETER TH ERMOCOU PLES

DESCRIPTION

MAINTENANCE

8-1

8-2

8-2

8-2

8-2

8-3

8-3

8-3

8-4

8-4

8-5

8-5

8-5

8-5

134A587

ELECTRO-MOTIVE

SECTION

8


AIR INTAKE A N D EXHAUST SYSTEMS

GENERAL

In a two cycle engine, each cylinder completes a power cycle in one revolution of the crankshaft. The piston does not function as an air pump during one crankshaft revolution, as is the case in a four cycle engine which requires two revolutions of the crankshaft to complete one power stroke in each cylinder. A separate means is provided in a two cycle engine to supply the needed air and to purge the combustion gases from the cylinders.

To efficiently provide the air needed for combustion and scaveng ing , the E6 engine is equ ipped with blowers and the E7C/F7B and G7 engines are each equipped with a turbocharger.

Because of the di f ferences in equ ipmen t , the blower-type and turbocharger-type engines will be discussed separately in the following paragraphs.

BLOWER-TYPE SYSTEM

DESCRIPTION

Air is drawn in through an opening in the front cover of the filter, Fig. 8-1, where dirt particles are trapped by the filter elements, Fig. 8-2.

The filtered air then enters the engine blowers and is pumped by the blowers to the engine air box areas surrounding the cylinders. Blower action pressurizes the air entering the air box. The pressurized air enters the cylinder through intake ports during the downstroke of the piston and pushes the exhaust gases left f rom the p rev ious power s t roke out through exhaust valves, filling the cylinder with a fresh supply of air.

As the p is ton moves upward , it compresses the trapped air into a very small volume. This compression

?

I . AIR INTAKE FILTER 2. EXHAUST ~CK 3. EXHAUST IIFOLD 4. EXHAUST lOW 5. CYLINDER LINER 6. AIR BOX 7. BLOWER

@@®

!

11 ®@@ ®®

Fig.8-1 - Air Intake And Exhaust System (Blower-Type Engines)

30298

134A587 8-]

Section 8

25296

Fig.8-2 - Blower-Type Engine, Disposable Fiberglass Cartridge

Element ,Filter

elevates the temperature of the air to approximately 538 ° C (1000 ° F), making it hot enough tO ignite fuel oil. Just before the piston reaches top dead center, fuel is sprayed into the cylinder. The fuel ignites instantaneously and is burned rapidly, forcing the piston down.

Upon completion of the power stroke, the piston continues downward and a new supply of pressurized air enters the cylinder which pushes the exhaust gases out through the exhaust valves. The piston is again at its or ig ina l s tar t ing poin t . The exhaus t gases f rom the cy l inder flow t h r o u g h exhaus t e lbows in to the exhaus t man i fo ld . F r o m the manifold, the exhaust gases are forced through the stack into the atmosphere.

The blower also provides suction to draw engine oil vapors from the oil pan through the rear gear train housing and into the lube oil separator which is mounted on the auxiliary drive housing. Oil collects on the lube oil separator element and drains back into the engine. The blower suction of engine oil vapors through the lube oil separator also create the required negative pressure in the crankcase.

M A I N T E N A N C E

AIR INTAKE FILTERS

The air intake filter elements should be replaced as specified in the Scheduled Maintenance Program in M a i n t e n a n c e I n s t r u c t i o n M.I. 1729. However , operating conditions may warrant more frequent intervals.

To replace the cartridge-type filter elements, release sealing frame retainers, remove elements from the housing one at a time. Slide in new elements and replace sealing frames.

BLOWERS

It is recommended that blowers be inspected as specified in the Scheduled Maintenance Program.

If blower bearings become worn enough to cause rotor interference, a luminum dust will appear in the blower support housing and in the air box. A blower in this condition should be replaced at once.

A leak at the b lower oil seals will resul t in an excessive amount of oil running down the blower support and into the air box, and excessive oil on rotors and end plates. A leaking oil seal condition should be c6rrected at once.

N,OTE Air pressrue should not be used to test blower seals.

AIR BOX

Inspec t air box as speci f ied in the Schedu led Maintenance Program.

AIR BOX DRAIN

Accumulation of liquid in the air box is removed through drain holes in the base rails of the crankcase which are aligned with a fitting, Fig. 8-3, on each side of the oil pan near the front of the engine. The fitting may be plugged, connected to a valve, or connected to external piping. The method used to

19308

Fig.8-3 - A i r B o x D r a i n Installation

8-2 134A587

accomplish air box draining is determined by the user of the engine to suit the installation. Draining should be done per iodica l ly as indica ted in the Scheduled Maintenance Program.

EXHAUST MANIFOLD

Check exhaust manifold for leaks and tighten bands connec t ing man i fo ld sect ions as specified in the Scheduled Maintenance Program.

OIL SEPARATOR

The oil separator screen should be removed and cleaned as specified in the Scheduled Maintenance Program.

T U R B O C H A R G E D SYSTEM

DESCRIPTION

On t u r b o c h a r g e d engines , the air in take filter a s sembly consis ts of a welded steel housing containing disposable filter elements of either bag- type fiberglass, Fig. 8-4, or rectangular pleated-type paper, Fig. 8-5.

~ ...,,= ~' :r~!!!!i!!! i } !

18029

Fig.8-4- Typical Disposable Fiberglass Bag ELement, Air Filter Assembly

Filter assemblies are equipped with a filter vacuum switch FVS, as prev ious ly descr ibed in the Pro tec t ive Devices Sect ion of this manual . This swi tch senses an air pressure d rop th rough the filters, indicat ing a clogged filter condi t ion, and alerts the operator by activating a warning light and an alarm device.

Air is drawn into the filter assembly where dirt particles are trapped by the filter elements, Fig. 8-6. The filtered air is then drawn into the turbocharger c o m p r e s s o r where it is pressur ized and , due to turbocharger action, heated to a high temperature. Air is then passed through aftercooler assemblies

Section 8

\ 24018

Fig.8-5 - Typical Disposable Pleated Paper Element, Air Filter Assembly

and rou ted in to the air box s u r r o u n d i n g the cylinders. The aftercoolers remove the excess heat from the air thereby increasing its density for greater combustion efficiency.

The pressur ized air f rom the air box enters the cyl inder t h r o u g h in take por t s dur ing the downstroke of the piston and pushes the exhaust gases left from the previous power stroke out through exhaust valves, filling the cylinder with a fresh supply of air.

As the p i s ton moves upward , it compresses the t r apped air into a very small vo lume. This compression elevates the temperature of the air to a p p r o x i m a t e l y 538 ° F(1000 ° F), m a k i n g it hot enough to ignite fuel oil. Just before the piston reaches top dead center, fuel is sprayed into the cylinder. The fuel ignites in s t an taneous ly and is burned rapidly, forcing the piston down.

Upon completion of the power stroke, the piston c o n t i n u e s d o w n w a r d and a new supp ly of pressurized air enters the cylinder which pushes the exhaust gases out through the exhaust valves. The piston is again at its original starting point. The

1 3 4 A 5 8 7 8 - 3

Section 8

I. AIR INTAKE FILTER 2. TURBOCHARGER 3. EXHAUST OUTLET 4. EXHAUST MANIFOLD 5. EXHAUST ELBOW 6. CYLINDER LINER 7. AIR BOX 8. AFTERCOOLER

® @®@ @ @ @ @

r - - - - - - - - - - -? ;30299

Fig.8-6 - Typical Air Intake And Exhaust Systems (Turbo-Type Engines)

exhaus t gases f rom the cyl inder f low t h r o u g h e x h a u s t e lbows into the exhaus t man i fo ld . The exhaust gases pass through the manifold to the rear of the turbocharger.

The turbocharger utilizes heat energy in the exhaust from the engine, as well as power from the camshaft gear t ra in , to dr ive its turbine. However , when exhaust heat energy is sufficient to drive the turbine a lone , the gear dr ive is d isengaged by an over- running clutch. The turbine then drives a centrifugal blower which furnishes air to the engine.

A lube oil separator is mounted on the turbocharger housing. A crankcase ejector assembly is mounted on top of the separator and is connected to the e d u c t o r tube in the exhaus t s tack by a f langed flexible tube. A line from the t u rbocha rge r afercooler duct passes through the ejector assembly creating a suction which draws oil vapor from the eng ine up t h r o u g h the separa to r e lement . In addition, the eductor tube inserted into the turbine exhaust also creates a suction on the oil vapors. The oil collects on the screen element and drains back into the engine. The remaining gaseous vapor is discharged into the exhaust stack and vented to the atmosphere.

The suction of the engine oil vapors through the lube oil s epa ra to r creates the requ i red negat ive pressure in the crankcase for proper oil seal control.


AIR INTAKE FILTERS

The air intake filters should be replaced as specified in the Scheduled Maintenance Program in Mainte- nance Instruction M.I. 1732. However, operating cond i t ions may war ran t more f requen t intervals which may be indicated by activation of the engine air filter alarm.

To replace the turbocharged engine filters, release retainers, remove filter elements from the frame one at a time. Slide in new filter elements and replace retainers.

AIR B O X

Inspect the air box as specified in the Scheduled Maintenance Program.

Accumulation of liquid in the air box is removed in the same manner as is done on the blower-type engine. See Fig. 8-3 and related paragraphs.

Remove all evidence of carbon deposits, chromate, and borate water stains. Also check air box drain p ip ing and remove any obs t ruc t i on caus ing restricted air or liquid flow.

8-4 134A587

E X H A U S T M A N I F O L D

Inspect the adapter and screen assembly between rear e x p a n s i o n jo in t and c h a m b e r assembly for condition of screen. If foreign material is present in the exhaust manifold, it is recommended that the screen be magnaflux inspected. If provided, remove i n spec t i on plates to view adap te r and screen assembly. Reapply using new gasket and torque bolts to specified value.

NOTE The trap type screen must be inspected and cleaned as specificed in the Scheduled Mainte- nance Program.

OIL S E P A R A T O R

Clean oil s epa ra to r screen and e jec tor tube at intervals specified in the Scheduled Maintenance Program.

PYROMETER THERMOCOUPLES

DESCRIPTION

A pyrometer system may be provided as optional e q u i p m e n t for measu r ing the t empera tu re of exhaust gases. The thermocouples, provided with the pyrometer, are located in the exhaust manifold risers for each cylinder and connected to junction boxes mounted on the exhaust manifold, Fig. 8-7.

Fig.8-7 - Typical Exhaust Manifold W/Pyrometer Thermocouples

2 5 7 3 9

Thermocouple lead wire is supplied for installation by the shipbuilder between the pyrometer and the junction boxes.


P y r o m e t e r ind ica tor should read in the forward (left-to-right) direction whenever selector switch is set to any thermocouple position. If not, connections should be checked for reversed polarity.

Section 8

Cold-end temperature of pyrometer can be checked against a qualified thermometer to verify accuracy of meter. With selector switch in the OFF position, i nd ica to r should read a " c o l d - e n d " (ambien t ) t e m p e r a t u r e at the py romete r indicator . An adjustment screw is provided to adjust pointer on meter to agree with thermometer. Screw end is then tach sealed with epoxy, enamel, or wax to secure adjustment.

NOTE I n d i c a t o r po in t e r shou ld not be set to " O " mark, as shown in Fig. 8-8, unless "cold-end" (ambient) temperature is actually 0 ° F.

©

o

r

O

(I)

O

O

d)

(1)

(b (b (I)

x \ \ \ 16~o/ / / / \ 300 900 //

~ F 1200 AHRENHEIT

@

© • •

E

0

©

30300

Fig.8-8 - Tyical Pyrometer And Selector Switch

134A587 8-5

SECTION 9

ENGINE CONTROLS

CONTENTS PAGE CONTENTS PAGE

ENGINE CONTROL CABINET SYSTEM RELAYS 9-7

LEGEND OF ELECTRICAL DEVICES ANNUNCIATOR RELAYS 9-7

SWITCH LEGEND 9-1 ANNUNCIATOR RELAY PANEL 9-7

RELAY LEGEND 9-2 ALARM SYSTEM LEGEND 9-10

EQUIPMENT LEGEND 9-3 TYPICAL ANNUNCIATOR OPERATION

RELAY AND SWITCH SETTINGS

ENGINE CONTROL PANEL

GAUGES

SWITCHES

WARNING LIGHTS

9-3

9-4

9-4

9-4

HOT ENGINE ALARM CIRCUIT

ALARM CABINET

ENGINE INSTRUMENT PANEL

OPTIONAL PYROMETER AND SELECTOR SWITCH

9-10

9-11

9-12

9-12

PYROMETER AND SELECTOR SWITCH 9-6

ALARM SIREN

ALARM SIGNAL LIGHT

9-13

9-13

134A587

ELECTRO-MOTIVE

SECTION

9 M A R I N E PROPULSION UNIT

E N G I N E C O N T R O L S

ENGINE CONTROL CABINET

The engine control cabinet, Figs. 9-1 and 9-2, is provided on units furnished with an accessory rack. The cabine t conta ins the switches, gauges, and controls to operate the unit and contains alarm indicators which signal engine or system malfunctions. This section contains a legend of switches and relays, switch and relay set t ings, and a brief description of engine control cabinet components. Refer to Sys tem T r o u b l e s h o o t i n g Sect ion for a functional checkout of the alarm circuits.

A particular unit may not have all the switches, relays, or electr ical e q u i p m e n t l isted. Actual equipment can only be determined from assembly d r a w i n g s and s chem a t i c d i a g r a m s for tha t particular installation.

LEGEND OF ELECTRICAL DEVICES Switches and relays bear names descriptive of their f u n c t i o n or r e l a t ionsh ip to o the r componen t s . Identification letters for components are generally direct abbreviations of the names.

SWITCH LEGEND

Legend

CAS

CPS

ETS

FVS

GCS

HOS

IHS

IHTS

Description

Clutch Air

Crankcase Pressure

Engine Temperature

Filter Vacuum

Gear Cooler

High Oil Temperature

Immersion Heater Switch

Immersion Heater Temperature

LLS

LOS

LTS

OPS

Fig.9-1 - Engine Control Cabinet, Front Exterior

Low Oil Level

Lube Oil Pressure

Low Oil Temperature

Oil Pressure

24140

134A587 9 - I

Section 9

I

@©©©© 0 0 -0-i

l cAs J l oPs~ ;~-~ . - ;~-i

F I F2 "F3F4

_T• F=5 TOSX

STRX I~.ul

ER

V

IHCBe @ II

T E R M I N A L BOARD --J k.--.

I.e. ! i ]WPCe l[I

I I I I I I ¢ . . J

r ~ ' t

I I I I I I I I 1"--3

i L_J I I --.~.

I

L ~ J

*OPTIONAL EOUIPHENT

Fig.9-2 - Engine Control Cabinet, Front Interior

30,301

OTLS Overspeed Trip Limit

TOS'f Turbo Oil Pressure

WLS Water Level

R E L A Y L E G E N D

A n n u n c i a t o r Relays

Legend

OP (Kl)

CP (K2)

HE (K3)

OL (K4)

TP (K5)~

WE (K6)

HO (K7)

CA (K8)

OT (K9)

FV (K10)

GC (K11)

AR (K13)

Description

Lube Oil Pressure

Crankcase Pressure

Hot Engine

Lube Oil Level

Turbo Oil Pressure

Water Level

High Oil Temperature

Low Clutch Air

Overspeed Tripped

Filter Vacuum

Gear Cooler

Alarm Relay

Legend

ERI"

LTR

Mt

PT~r

SD

STR

STRXt

TOSXt

S Y S T E M R E L A Y S

Description

Engine Run

Low Oil Temperature

Turbo Lube Pump

Turbo Pump Timer

Shut Down

Start

Start Auxiliary

Turbo Oil Pressure Auxiliary

t Turbocharged engines only.

9-2 134A587

E Q U I P M E N T L E G E N D

Legend

ETI

GS

IHC

IHCB (CBIH)

IHT

Description

Elapsed Time Indicator

Governor Solenoid

Immersion Heater Contactor

Immersion Heater Circuit Breaker

Immersion Heater Transformer

SM

TLPMt

TOCB (CBTO)t

WPC

Section 9

Starting Magnet Valve

Turbo Lube Pump Motor

Turbo Oil Circuit Breaker

Water Pump Contactor

RELAY A N D SWITCH SETTINGS Data relative to pickup and dropout of the system switches follow. Disregard any listing not applicable to a particular installation.

Switch/ Relay Pickup Value Dropout Value

862 kPa (125 psi) CAS

CPS

ER~

ETS

FPS

FVS

GCS

HOS

IHTS

LOS

LTS

OPS

PTt

TOSt

931 kPa (135 psi)

20-46 mm (0.8"-1.8") H20

980 C (208 ° F)

62 kPa (9 psi)

279 mm (11") H20* 178 mm (7") H20**

104 ° C (220 ° F)

38 ° C (100 ° F)

69-97 kPa (10-14 psi) Low Speed 179-207 kPa (26-30 psi) High Speed

35 ° C (95 ° F)

145 kPa (21 psi)

69 kPa (10 psi)

10 ___ 1 seconds

92 ° C (198 ° F)

76 kPa (11 psi)

35 kPa (5 psi)~ 103 kPa (15 psi)

99 ° C (210 ° F)

49 ° C (120 ° F)

29 ° C (85 ° F)

117 kPa (17 psi)

+3 25 minutes -0

48 kPa (7 psi)

*Pleated paper element filter applications. **Bag-type fiberglass element filter applications.

~Turbocharged engines only. ~bSetting will correspond to requirement of reduction gear lube oil cooling

system. NOTE

All settings without to lerance are nominal . For exact value see device drawing.

134A587 9-3

Section 9

NOTE The switch and relay settings listed are for a typical p ropu l s ion unit. Ind iv idua l con t ro l options and customer supplied equipment may require changing applicable switch and relay sett ings. All r emote moni to r ing e q u i p m e n t provided by customer must be connected at the appropr ia te annuncia tor contacts identified for customer use and not at the switches.

E N G I N E C O N T R O L PANEL

ALARM TEST AND A L A R M OFF Pushbuttons

A L A R M T E S T p u s h b u t t o n is used to test the operation of the warning lights and alarm device. Pressing the pushbutton will sound the alarm and turn on all the warning lights. Pressing the A L A R M OFF pushbutton will silence the alarm and turn off all the warning lights. During an actual alarm event, the ALARM OFF pushbut ton is used to silence the alarm, but the respective warning light will remain lit until the malfunction is corrected.

The engine control panel, Fig. 9-3, contains warning lights, pressure gauges, and controls required to operate the unit.

GAUGES

The following pressure gauges are provided on the engine control cabinet:

Raw Water (Optional) Start Air

FUEL PRIME Pushbutton (Optional)

A switch used to automatically prime the engine p r io r to s tar t up. Press ing the F U E L P R I M E pushbut ton establishes a circuit to the motor driven fuel pump. Button should be held in to operate the pump. until fuel pressure is indicated on the FUEL OIL pressure gauge.

IMMERSION HEATER Pushbuttons (Optional)

Lube Oil Clutch Air

Fuel Oil

SWITCHES

The following switches are available on the engine control cabinet:

ON and O F F p u s h b u t t o n s are used to con t ro l power to the immersion heater circuit and the Water c i r cu la t ing p u m p . Press ing the ON p u s h b u t t o n starts the water circulating pump and energizes the immersion heater. Pressing the OFF pushbutton turns pump and heater off. This switch is normally left in the ON position.

CONTROL POWER Pushbuttons SHUTDOWN SELECTOR Switch (Optional)

ON and OFF pushbuttons are used to control the input power to the engine control cabinet. Pressing the ON pushbut ton turns power on and actuates a " C o n t r o l P o w e r " ind ica tor l ight on the con t ro l power switch and the "ON" indicator light on the alarm test switch. Pressing the OFF pushbut ton turns power and indicator lights off.

ENGINE START/ENGINE STOP Pushbuttons

The E N G I N E S T A R T and E N G I N E S T O P pushbuttons are used to manually start and stop the engine. Prior to engine start, the start pushbut ton is pressed momentarily to start the turbo lube pump, then released. After a 60 second pause, the start pushbut ton is again pressed and held in to start the engine. Engine r u n n i n g speed after s tar t is con t ro l l ed by the governor . Press ing the s top pushbutton will shut down the engine.

NOTE Prior to pressing the ENGINE STOP pushbutton, engine should be brought down to idle speed for a 17 minute cool down period.

A switch used to select one of two possible responses to an alarm event caused by either an excessive crankcase pressure or low oil pressure condition. In the N O R M A L SHUTDOWN position, activation of the alarm system due to either condition will cause the engine to shutdown. Placing the selector switch in the E M E R G E N C Y A L A R M pos i t i on turns on a "SHUTDOWN SELECTOR" indicator light and allows only the alarm system to activate in response to these conditions.

WARNING LIGHTS

The following warning lights are available on the engine control cabinet:

C'CASE PRESSURE

Indicates that there is a positive pressure (rather than the normal negative pressure) in the crankcase. A crankcase pressure of 20-46 mm (0.8"-1.8") HaO will light a warning light, sound the alarm, and cause the engine to shutdown.

9-4 134A587

Section 9

RAW WATER LUEIE OIL FUEL OIL START AIR CLUTCH AIR (Optional}

O p t i o n a l P u s h b u t t o n S w i t c h e s , I n d i c a t o r L i g h t s Or P a n e l P lugs

o E ~ P S E O T i M E E n g i n e - S t a r t / S t o p

INDICATOR

/f , ~ 1 - ~ - " " - P u s h b u t t o n S w i t c h e s

~~--] ~~--~ ~ ~--~ [~--] ~--"~ , I ~i~ ~Control Power On/Off . . . . .

P u s h b u t t o n S w i t c h e s

A N N U N C I A T O R

• ~ A l a r m - T e s t / O f f P u s h b u t t o n S w i t c h e s

Q SHUTDOWN SWITCH

-----._~ Op t iona l S h u t d o w n S e l e c t o r S w i t c h

1. Circulate Oil Pressure" 2. Lube Oil Level 3. Lube Oil Pressure 4 Low Fuel Pressure* 5. Low Turbo Oil Pressure" 6. Overspeed Tripped 7, Water Level 8. Low Clutch Air*

9. Crankcase Pressure 10. Start Failure* 11 Gear Cooler Pressure" 12 Hot Engine 13 Low Oil Temperature* 14 Engine Air Filter" 15. High Oil Temperature

*Optional Or Unused Warning Lights 24755

Fig.9-3 - Engine Control Panel

134A587 9-5

Section 9

HOT ENGINE

Engine water temperature of 98 ° C (208 ° F) will light a warning light and sound the alarm.

LOW TURBO OIL PRESS

At engine shutdown, the turbo oil pump operates for 25 minutes to maintain turbo oil pressure. A pressure below 69 kPa (10 psi) will light a warning light and sound the alarm.

OVERSPEED TRIPPED

If engine R P M should exceed specified limit, a warning light comes on, alarm will sound, and engine will shut down.

HI-OIL TEMP.

Engine lube oil temperature of 104 ° C (220 ° F) will light a warning light and sound the alarm.

LOW OIL TEMP. (Optional)

Provided with immersion heater (optional). When engine is at standstill, immersion heater heats engine coolant , which heats the lubr icat ing oil being circulated to enable an immediate engine start. Lube oil temperature of below 29 ° C (85 ° F) will light a warning light and sound the alarm.

LOW CLUTCH AIR (Optional)

On units with turbocharged engines, when clutch air pressure drops to below 862 kPa (I 25 psi), a warning light comes on and alarm will sound.

On units with blower-type engines, when clutch air pressure drops to below 758 kPa (110 psi), a warning light comes on and alarm will sound.

LUB OIL LEVEL

Provided to alert opera to r of an insufficient oil supply. When lube oil supply is reduced to a predetermined level in the crankcase (oil pan) a warning light comes on and the alarm will sound.

LUB OIL PRESSURE

On units with turbocharged engines, when governor oil pressure drops below 83 kPa(12 psi) at low speed or below 193 kPa (28 psi) at high speed, a warnirlg light comes on and alarm will sound.

On units with blower-type engines, when governor oil pressure drops belc.w 48 kPa (7 psi) at low speed

or below 131 kPa (19 psi) at high speed, a warning light comes on and alarm will sound.

ENG. AIR FILTER (Optional)

Provided on engines equipped with disposable bag- type fiberglass or pleated paper element air filters. When air inlet depression in the air filter housing on blower- type engines or at the tu rbocha rge r compressor inlet on turbo-type engines is greater than 279 mm (11") H20 for pleated paper element filters or 178 mm (7") H20 for fiberglass element filters, a warning light comes on and the alarm will sound.

WATER LEVEL

Provided to alert operator of an insufficient water supply. When water supply is reduced to a predetermined level in the expansion tank, a warning light comes on and the alarm sounds.

GEAR COOLER PRESSURE (Optional)

When skin cooler water pressure in the reduction gear lube oil cooling system drops to below 35 kPa (5 psi), a warning light comes on and the alarm will sound.

PYROMETER AND SELECTOR SWITCH (Optional) A unit can be equipped with a py romete r and selector switch mounted on the side o f the engine control cabinet, Fig. 9-4. The pyrometer is to be

30302

Fig.9-4 - Typical Cabinet Mounted Pyrometer And Selector Switch

9-6 134A587

connec t ed by the sh ipbu i lde r to j u n c t i o n boxes m o u n t e d a long the engine exhaus t manifold. T h e r m o c o u p l e s are instal led in the exhaust manifold risers for each cylinder to indicate the exhaus t gas t e m p e r a t u r e . The p y r o m e t e r has a temperature range of 0 to 649 ° C (1200 ° F) and the selector switch can monitor up to 20 cylinders. Refer to Air Intake And Exhaust Systems section of this manua l for j u n c t i o n box and the rmocouple connections, and pyrometer indicator adjustment.

SYSTEM RELAYS

The system relays, Fig. 9-5, are located on the back wall of the engine control cabinet. Each relay, Fig. 9-6, is used in a respective engine start, run, or shutdown system function. Refer to Service Data for relay specifications, operational voltages and hi-pot test. Refer to Troubleshooting section of this manual for description of circuits involving these relays.

qe rol net

Section 9

Indicates Relay De-Energized. 27198

Fig.9-6 - System Relay

~m

~s

A N N U N C I A T O R RELAYS

Basically, each main engine system is monitored by a switch which keeps a respective annunciator relay energized during normal operation, preventing an alarm. If a malfunction should occur, the switch opens and de-energizes a relay which operates the alarm system. A typical alarm system circuit with switch, corresponding annunciator relay, warning light and alarm is described on page 9-9.

Fig.9-5 - System Relays

)35

A N N U N C I A T O R RELAY PANEL

The annunciator relay panel, Fig. 9-7, is located on the inside of the engine control cabinet door. The pane l con t a in s the a n n u n c i a t o r relays and

134A587 9 - 7

Section 9

associated electronics which control the warning lights and alarm bell. Refer to Fig. 9-8 for annunciator relay schematic diagram. Refer to

-,U=JJJJJJJ! , ljjjiU_

-F1F K2

I K l 1 "

n

m

m m

- - A n n u n c i a t o r - " ~- K3 Panel KIO* --

K9

-" I K5* K6* K7 K8*

n u

- [ " ~ [j j ji i i i i = i i i i r~_~ * A v a i l a b l e for op t i ona l a larms 2 4 0 3 7

Service Data for operational voltages.

Fig.9.7 - A n n u n c i a t o r Relay Panel

relay specifications and

Engine Control Cabinet Door

4 0 3 6

9-8 134A587

S e c t i o n 9

48- Alarm 24 V DC~120 V DC115 V AC Test/Off

4 10 14 12 13 11 15

. . . .

I I CURRENT I - - i I REGULATOR L~ I i K13 ~8o 1

INOL so= i J 90 I N ' 6 C

K1 930 I

20 t ~b~ N C I

950 I 90;4-~ . . N° l o I _~- : - :~--~_~ _ _

ALARM RELAY

r

~LFN c , I i

.ii-i!- i ~ I I 8~o-~ K3

7 2 ~ _ 7"7 74 K4 75 76

7O 87 K5 68 69

59 63 K6 61 6o

52 56 K7 54 53

48 48 K8 47 46

38 41 K9 40 39

31 34 K I O 33 32

24 27 K1 1 26 25

2 2 ~ _ 17 20 K1 2 19 18

I - - I _

a

I i

T

T

I - I - - -T '

" - - - 1 - - " 1 - - 1 - - - l

- TYP~AL I --; RELAY / I

~ 9 4

. . . . m-I

~----)1-1 ~8o • .~ I 85

_ _ - - . - ~ L I

7 8 - - - - - - ~ - I

~ h ;66 71

~- - - - - ) I-f ~ 6 2 58 . . . . ~_'l

51

~-----'--) h ~ 4 9 ,.j 4 4

P' - - - - ) h ~ 4 2 3 7

3O

i _ _ 16

24038

F i g . 9 - 8 - A n n u n c i a t o r R e l a y S c h e m a t i c D i a g r a m

134A587 9-9

Section 9

A L A R M SYSTEM LEGEND

System Switch Annunciator Relay Warning Light Alarm Relay

LOS OP (Kl) CPS CP (K2) ETS HE (K3) LLS OL (K4) TOS TP (K5) WSL WL (K6) HOS SO (K7) CAS CA (K8)

OWLS OT (K9) FVS FV (Kl0) GCS GC (K11)

Lube Oil Press. Crankcase Press. Hot Engine Lube Oil Level Low Turbo Oil Press. Water Level High Oil Temp. Low Clutch Air Overspeed Tripped Eng. Air Filter Gear Cooler Press.

AR (Kl3) AR (Kl3) AR (K13) AR (K13) AR (K13) AR (K13) AR (K13) AR (K13) AR (K13) AR (K13) AR (Kl3)

NOTE A crankcase pressure malfunction or an overspeed condition will alsoshut down the engine.

TYPICAL A N N U N C I A T O R OPERATION

The annunciator operation is basically the same for all alarms. The hot engine alarm circuit through the annunciator is described to explain typical annunciator operation.


During normal operation, the hot engine relay HE coil is picked up through normally closed contacts of the alarm relay AR and latched in by its own normally open contacts. The negative side of the HE relay is connected through the engine temperature switch ETS and the alarm test switch. Dropout of the ETS switch causes the following (Fig. 9-9):

HE normally closed contacts close.

Completes a circuit to HOT ENGINE warning light located on the hidden legend annunciator light panel.

NOTE Primary alarm device is installed in this circuit at a terminal barrier strip in the engine control cabinet. Additional terminals are provided for a second remote alarm device. Refer to wiring diagrams for the particular installation to identify terminals.

When ALARM OFF pushbutton is pressed:

Positive 24 volt feed to charging circuit is interrupted causing alarm relay AR coil to de- energize and return contacts to normally closed position, breaking circuit to alarm device.

HOT ENGINE warning light remains lit until engine temperature is reduced allowing ETS switch to close.

When ETS switch closes:

Provides a positive 24 volt feed to a charging circuit which picks up and holds alarm relay AR coil energized, establishing alarm circuit.

HE relay coil picks up returning contacts to normally open position, breaking circuit to HOT ENGINE warning light.

9-10 134A587

Section 9

I I I-- - - - I 1 i ,. I ALARM I t7Z_/7L !1

I TEST/OFF I i l I HE _ L [ I ' I

I T N (K3) "/ "NC[ I O . . . . . .

' I

ENGINE

_1 r

Fig .9 -9 -Typ ica l Annunciator Circuit (Shown In Alarm Condition)

E N G I N E A L A R M C A B I N E T

--- I I

__3

1- 7 I ALARM I DEVICE

I - _ - - I I

24039

An engine alarm cabinet, Fig. 9-10, is supplied with units provided with accessories as loose items. This cabinet will contain the relays and alarm indicators to signal engine or system malfunctions.

The cabinet is of marine drip-proof construction with a hinged door for access to equipment mounted inside. It is designed to facilitate easy mounting and c o n n e c t i o n by the sh ipbui lder . It also contains terminal board points and circuit logic to connect and opera te r emo te a la rm ind ica tors as well as energize a governor shutdown solenoid in the event of high crankcase pressure or low lube oil pressure. C o n t a c t o r s r equ i red for var ious o the r alarm functions are furnished separately for application in the alarm circuits by the shipbuilder.

This cabinet uses the same annunciator relay panel as the engine control cabinet, with the capability to opera te up to twelve warn ing l ights using the annunciator system switches and relays previously described in this section. In addition, switches are p rov ided on the a la rm cab ine t for C O N T R O L POWER O N / O F F and A LA RM TEST/ALARM-

Fig.9-1 0 - Typical Engine Alarm Cabinet, Front Exterior

134A587 9-11

Section 9

O F F func t ions . Refer to ENGINE C O N T R O L . P A N E L p o r t i o n of this Sect ion for f unc t i ona l description of the switches and warning lights used.

ENGINE INSTRUMENT PANEL

An engine instrument panel, Fig. 9-11, is supplied with units provided with accessories as loose items. The panel is des igned to be m o u n t e d by the shipbuilder on a stanchion or structure convenient to the engine controls. This panel will include the following pressure gauges which are used to monitor unit operation.

Fresh Water Start Air

Raw Water (Optional) Clutch Air

Lube Oil

Fuel Oil

Each gauge is provided with a hand operated valve that can be adjusted to reduce pressure fluctuations to the gauges for more accurate indications or to cutout any gauge on the panel, while the engine is running, to replace or repair a gauge or connection.

N O T E The raw water gauge and valve are included only if optional raw water cooling system is provided. Clutch air gauge and valve will not be included on units having hydraulic operated reverse reduction gears.

OPTIONAL PYROMETER AND SELECTOR SWTICH

A pyrometer can be supplied wi th units provided with acccessories as loose items. This pyrometer Fig. 9-12, has four mounting holes in the base to permit mounting by the shipbuilder in a convenient location.

The pyrometer is to be connected by the shipbuilder to junction boxes mounted along the engine exhaust man i fo ld . T h e r m o c o u p l e s are ins ta l led in the exhaust manifold risers for each cylinder to indicate the exhaust gas temperature. The pyrometer has a temperature range of 0 to 649 ° C (1200 ° F) and a selector switch to moni tor up to 20 cylinders. Refer to Air Intake And Exhaust Systems section of this manua l for j u n c t i o n box and t h e r m o c o u p l e connection, and pyrometer indicator adjustment.

I

30304

Fig.9-1 1 - Typical Engine Instrument Panel

O® r . \ \ 1 I I / / . "~

x \oo 600 900/I/ m " ~ N 1200 m

~. ~ H RENHEIT

0

.28125" DIA. O@/ (7 . I MM) 4 HOLES

• FOR MOUNTING

, 0

o ¢ I I D O

DIAL MARKING AS REQUIRED

30305

F ig .9 -1 2 - Typical Shipbuilder Installed Pyrometer And Selector Switch

9-12 134A587

ALARM SIREN

An electronic siren is supplied with units provided with accessories as loose items. This siren maybe energized from any alarm panel to alert the operator of an abnormal engine condition. The device is of water proof type construction for either indoor or outdoor installation by the shipbuilder. The alarm may be s i lenced (de-energ ized) by the A L A R M O F F p u s h b u t t o n on the a la rm cabinet . The respective warning light, however, will remain lit unlit the malfunction is corrected.

ALARM SIGNAL LIGHT (Optional)

An alarm signal light, Fig. 9-13, with rotating beam can be furnished in place of, or in conjunction with, the alarm siren to attract attention of the operator in the event of an abnormal engine condition.

Press ing the A L A R M O F F p u s h b u t t o n on the alarm cabinet will turn off the signal light, but the respective warning light will remain lit until the malfunction is corrected.

Section 9

17 /64" ( 6 . 7 5 MM) 3 HOLES FOR

. NG

- L 6 , / 4 - (158.8 MM)

I - - I 1 - 1 / 2 " NPT HOLE

DIA.

DIA. B.C. 30306

Fig9-13 - Alarm Signal Light

134A587 9-13

SECTION 10

INSTALLATION

CONTENTS

GENERAL

SHIPBUILDER RESPONSIBILITY

UNIT MOUNTING

UNIT PIPING

ELECTRICAL CABINETS

PRESERVICE INSPECTIONS AND ADJUSTMENTS

GOVERNOR AND CLUTCH CONTROLS

ENGINE AND GEARBOX

PAGE

10-1

10-1

10-I

10-1

10-2

10-2

10-3

134A587

ELECTRO-MOTIVE

SECTION

10 M A R I N E PROPULSION UNIT

I N S T A L L A T I O N

GENERAL

Upon receipt, the marine propulsion unit should be stored in a dry weather - protected shelter for the pre-installation period. EMD propulsion equipment is basically protected for inside dry storage for a period of up to six months. Refer to M.I. 1730 for equipment storage instructions.

Since the engine has been run and tested at the factory, no break-in procedure is required. After i n s t a l l a t ion has been comple t ed and preservice checks have been made, the unit may be placed in operation.

SHIPBUILDER RESPONSIBILITY

Unless otherwise specified, shipbuilder is respon- sible for all supply source p ip ing and electrical wiring to and from the propulsion unit, i.e., starting air line, raw water, fuel oil, intake air and exhaust ducting, as well as interconnection of any accessories suppl ied as loose c o m p o n e n t s . In add i t ion , shipbuilder is to furnish propeller shaft and coupling hardware, as well as the engine and reduction gear m o u n t i n g beds with associa ted chock ing and alignment.

S h i p b u i l d e r is to assure tha t vessel des ign and s t ruc tu re sys tem will be compa t ib l e with the comple te main p ropu l s ion drive line appl ica t ion and ins t a l l a t ion as it relates to opera t iona l v ib ra t ions , inheren t a n d / o r consequent ia l ly , resulting in the system.

NOTE Values for major torque harmonics of EMD engines can be furnished on request.

UNIT MOUNTING

EMD propulsion units are to be mounted with fitted bolts and dowels at the flywheel (rear) end, and clearance bolts at the governor (front) end of the engine to al low for t he rma l e x p a n s i o n of the crankcase in that direction.

CAUTION Poured chocking material must not be allowed to form around engine mounting feet (or base rails) as c rankcase the rma l expans i on may crack the chocking and allow engine mounts to break loose.

EMD units fu rn i shed with p r o p u l s i o n system mounted on a common base have had a preliminary alignment of engine to gear at the factory. Final alignment is accomplished after unit is mounted in the ship and coupled to the propeller shaft.

Units with p rope l l e r shaf t b rake require that shipbuilder provide foundation and hardware to mount brake element holder.

UNIT PIPING

Connecting piping is to be installed in manner as to not apply loading on the engine connections. All piping used must be kept free of rust, scale, weld spatter, and foreign material. Connecting piping is assumed to inc lude all valves, gauges, A.S.A. c o m p a n i o n flanges a n d / o r flexible connec t ions required between the unit and the ship's piping, and any transfer or standby pumps used in the support systems.

Refer to Sections 3, 4, 5, and 6 for typical system piping diagrams.

Temporary 80 mesh screens should be installed in the fresh water cooling system and lube oil system piping, where shown on typical system pip ing diagrams, to protect engine from residual debris in the piping after flushing.

CAUTION 80 mesh screens shou ld be r emoved f rom system piping before running engine under full load as screens are too restrictive for normal operation.

Orifices are to be installed in the engine cooling fresh and raw water piping systems, where shown on typical system piping diagrams, to suit ship's design pressure rise requirements.

134A587 10-1

Section 10

NOTE Orifices provided by EMD are of a nominal size and may be too small. Shipbuilder is to adjust orifice size to obtain correct pressure for ship's systems.

Lube oil system piping is to be flushed using a flushing pump with external source of picking acid until solution is clean and free of foreign material, then flushed again with heated lubricating oil to remove all traces of pickling solution. Piping should be tapped to loosen slag in the lines during the flushing operation.

NOTE Check piping .for possible low sections that may not drain completely of flushing oil or pickling solution.

Air supply piping is to be blown out to remove any debris before connect ing to air system strainer. Solenoid air start valve should be disassembled to check for corrosion from condensat ion build-up during storage.

Components of the governor and clutch control systems are normal ly provided with propuls ion units, with the exception of any connecting tubing, hoses and fittings, and electrical wiring which is to be supplied by the shipbuilder.

NOTE All connect ions in the air control system should be opened and lines blown out with c lean , dry air to prevent in t roduc t ion of foreign material into system equipment.

ELECTRICAL CABINETS

Before connecting ships power to electrical cabinets, verify source voltage and requirements of equipment to be certain of compatibility. Remove all fuses and tag for identification during replacement.

Upon complet ion of all electrical wiring and i n s t r u m e n t c o n n e c t i o n s , inspect cabinets for obvious defects and proper connect ions . Make ohmmeter check at annunciator panel terminal #10 to ground, Fig. 9-8, to test for short circuit of engine mounted swit.ches or wiring. With fuses replaced in holders, test operation of alarm circuits and devices. Actuat ion of A L A R M OFF switch should de- activate alarm with respective warning light remaining lit until switch is reset.

PRESERVICE INSPECTIONS AND ADJUSTMENTS

Before initial start up of an engine after installation, refer to Section 2 Engine Operat ing Data and applicable Engine Maintenance Manual EMM procedures and specification data to perform the following checks, tests, and adjustments.

GOVERNOR AND CLUTCH CONTROLS

• Check control system air pressure and adjust regulator to required pressure.

Adjust speed boost pressure regulator to level slightly below governor "Idle" speed pressure rating.

Check shaft brake air supply for correct pressure at brake assembly.

Verify system air pressure at each control station.

Check functions of control head stations to be certain all stations have matched directional control - "Ahead" and "Astern."

• Check connection of all signal direction valves in accordance with system schematic diagrams.

Check clearance of propeller shaft brake element to drum or disc in accordance with design min imum clearance to prevent brake drag. Test brake operation to assure proper engagement/disengagement to prevent clutch- brake overlap.

Test all control system signals including timing intervals, speed boost, and clutch fill/deflation rates in accordance with design specifications.

Check opera t ion of clutch slip control , two speed gear change, and multi-engine control systems of units so equipped.

10-2 134A587

ENGINE AND GEARBOX

Clean away dirt and debris from engine and gearbox, then remove all handhole covers and open top deck covers of engine to perform the following inspections.

Open cylinder test valves and bar engine over manually to inspect pistons and liners for corrosion or debris due to storage and installation procedures.

Fill engine cooling system to proper level and allow engine to set for a full day, then inspect for signs of internal water leaks.

NOTE Water leak inspection should be performed before engine is filled with oil.

Section 10

- Inspect interior of oil strainer housing for debris and clean, if necessary.

Replace engine handhole covers and fill engine oil pan and strainer housing with oil to proper levels. Check opera t ion of turbo soakback pump on units so equipped and confirm oil flow at rear gear train - but not at camshaft bearings. If not proper flow, check for stuck check valves in oil filter heads or incorrect pump rotation.

Purge fuel supply line of any air or water by disconnect ing lines and running pump(s) to flush line using a temporary house and suitable container.

Purge reduction gear box of any accumulated water or shipping oil through gearbox sump drain, then refill with gear oil in accordance with gear manufacturer's recommendations.

134A587 10-3

SECTION 1 1

OPERATION

CONTENTS PAGE

GENERAL 11- l

ENGINE PRESTART 11-1

PRELUBRICATION PROCEDURE FOR UNIT WITH ACCESSORY RACK 11-2

PRELUBRICATION PROCEDURE FOR UNIT WITHOUT ACCESSORY RACK 11-3

PREPARATION FOR STARTING ENGINE 11-4

CONTENTS

STARTING THE ENGINE

INSPECTION AFTER ENGINE START

RUNNING THE ENGINE

STOPPING THE ENGINE

PAGE

11-6

11-7

11-7

1 I-7

134A587

ELECTRO-MOTIVE

SECTION

11


O P E R A T I O N

GENERAL Because of the variety of basic and optional accessory combinations available with propulsion units, the exact operating procedures for any given instal la t ion can only be determined f rom wiring diagrams and assembly drawings for that particular installation. However, most propulsion units have basic charac ter i s t ics and can, with some inter- p re ta t ion , be applied to most instal lat ions. An understanding of these basic procedures will be of value in determining the operation of a particular installation.

This sect ion conta ins pre- lubr ica t ion of new or overhauled engine, pre-service inspections, as well as s ta r t ing and s topping procedures of typical p ropu l s ion units. Disregard any por t ion of this section not applicable to a particular installation.

ENGINE PRESTART 1. Check that injector control lever, Fig. I1-10,

moves freely without binding and that rack stop is properly adjusted.

Shutdown Lever

Tripped ~ l ~ T r i/2ped Position Latched / /

- J / ~ever ~

29534

Fig.1 1-1 - Reset And Shutdown Lever Positions

2. Check that overspeed trip lever, Fig. I l-l, is in the latched position.

3. Turn m a n u a l speed ad jus t ing knob to "Minimum" position, Fig. 11-2.

18536

Fig.11-2 - PGA Governor 3 /4 Rear View

. Switch engine speed and clutch controls to the engineroom station and place clutch control handle in " N E U T R A L " posi t ion and the cont ro l air t ransfer valve in the " L O C A L " position.

NOTE Engineroom speed and clutch control air valve and control air transfer valve are furnished as individual components for installation in the engineroom by the customer.

5. Check to ensure that neither the forward nor the reverse clutches are engaged.

6. Check lubr ica t ion of air start motor(s) and fill/adjust airline lubricator(s).

134A587 ll-]

Section 11

NOTE A new engine, engine that has been overhauled, or an engine that has been inoperative for more than 48 hours will require pre lubr ica t ion . Refer to Prelubrication Of Engine portion of this section. If engine requires prelubrication, recheck oil level, as an appreciable quantity of oil may have been transferred to the external system (cooler , filter, s t rainer) . Add oil if required.

PRELUBRICATION OF ENGINE

Prelubrication of a new engine, an engine that has been overhauled , or an engine which has been inoperative for more than 48 hours is a necessary Practice. Pre lubr ica t ion protects un lubr i ca ted engine parts during the interval when the lube oil pump is filling the passages with oil.

PRELUBRICATION PROCEDURE FOR UNIT WITH ACCESSORY RACK

1. Remove the pipe plug at the main lube oil pump discharge e lbow, Fig. 11-3, and connect an external source of clean, warm oil at the d ischarge elbow. Prelubricate engine at a minimum of 69 kPa(10 psi) for a period of not less than 3 and not more than 5 minutes (approximately 57 lpm [15 gpm] using a 1.1 to 1.5 kW [1-I/2 to 2 hp] motor).

; Main Lube Oil A ' = ~ ~ in kube Oii~Pum~=p ' Piston Cooling Oil ~ ? ~ ' Discharge Elbow i F J Pumps '~ ~ Z - ~ l l l ~ ~ -

P ton-Coo, ng Oil ..... - - - t ~ ' ~ ' ~ ~ " Pump Discharge Elbow , , II

20978

Fig.1 1-3 - Main Lube 0il And Piston Cooling Oil Pump Discharge Elbows

NOTE Openings are provided on the main lube oil pump and piston cooling pump discharge elbows for a customer connection of a priming pump. Refer to Fig. 11-4 for a typical priming

Main Lube Oil Pump

Shutoff Valve

Lube Oil Strainer

Piston Cooling Oil Pump

Shutoff Valve

Check Valve

Priming Pump '

- I ~ . Line Strainer

22096

Fig.1 1-4 - Typical Priming Pump Connection

pump connection. Typical hand priming pump capacity is 57 lpm (15 gpm) 50 double strokes per minute.

2. While oil pressure is being applied, open the cy l inder test valves, Fig. 11-5, and tu rn the

Fig.1 1-5 - Test Valve Wrench 3618

1]-2 134A587

engine manual ly one complete revolution. Check all bearings at the crankshaft, camshafts, rocker arms, and at the rear gear train for oil flow. Also check for restrictions or excessive oil flow. Check for fluid discharge at the cylinder test valves. If there is any sign of water or oil being ejected at the test valves, or any indicat ion of obs t ruc t ion while rotat ing the engine, determine the cause before attempting to start the engine.

3. On new or overhauled engines remove the pipe plug at the piston cooling oil pump discharge elbow, Fig. 11-3, and connect an external source of clean, warm oil at the dicharge elbow. Check for unrestricted flow of oil at each piston cooling tube.

4. Disconnect external oil source and replace the pipe plugs at the pump discharge elbows. Close the cylinder test valves.

5. Pour a liberal quantity of oil over the cylinder mechanism of each bank.

6. Check oil-level in s t ra iner housing and, if required, add oil to strainer housing until it overflows into the oil pan.

7. Replace and securely close all handhole covers and engine top deck covers.

N O T E When an engine is replaced due to mechanical breakdown, it is important that the entire oil system, such as oil coolers, filters, and s t ra iners , be tho rough ly cleaned before a rep lacement engine or the recondi t ioned engine is put in service.

In some cases engines have been removed from service and stored in the "as is" condi t ion by draining the oil and applying anti-rust compound. When these engines are returned to service, care must be taken to see that any loose deposits are flushed out before adding a new oil charge. The entire engine should be sprayed with fuel to break up any sludge deposi ts and then dra ined, being careful that the drains are not plugged. Fuel should not be sprayed directly on the valve mechanism or bearings, as lubr ica t ion will be removed or dirt forced into these areas. The surfaces should then be wiped dry before new oil is added to the engine.

Section 11

PRELUBRICATION PROCEDURE FOR UNIT WITHOUT ACCESSORY RACK

N O T E A unit without an accessory rack and with customer supplied system piping must have a pr iming pump in the system. Refer to applicable Engine Lube System drawing for piping arrangement. Refer to Fig. 11-6 for a typical arrangement.

. Open lube oil system priming valve and operate pr iming pump to fill lube oil system until strainer housing is filled by oil draining from the lube oil cooler. Strainer housing should be filled until oil overflows into oil pan.

. Close lube system priming valve. Ensure main lube oil prelube valve is open and piston cooling prelube valve is closed, if unit so equipped. Operate priming pump. Prelubricate engine at a minimum of 69 kPa (10 psi) for a period of not less than 3 and not more than 5 minutes (approximately 57 lpm [15 gpm] using a 1. I to 1.5 kW [1-1/2 to 2 hp] motor. Typical hand priming pump capacity is 57 lpm [ 15 gpm] at 50 double strokes per minute).

NOTE If unit does not have a permanent connection to the main lube oil pump discharge elbow, remove pipe plug from the elbow and connect an external oil source at that opening.

. While pressure is being applied, open cylinder test valves and turn engine manua l ly one complete revolution. Check all bearings at the crankshaft, camshafts, rocker arms, and at the rear gear train for oil flow. Check for fluid discharge at the cylinder test valves. If there is any sign of water or oil being ejected at the test valves, or any indication of obstruction while rotating the engine, determine the cause before attempting to start the engine.

. On new or overhauled engines, close main lube oil prelube valve and open piston cooling prelube valve, if unit so equipped. Operate priming pump. Check for unrestricted oil flow at each piston cooling oil pipe.

N O T E If unit does not have a permanent connection to piston cooling pump discharge, remove pipe plug f rom piston cooling pump discharge elbow and connect an external source of oil.

134A587 I 1-3

Section 11

Piston Cooling Pump Discharge

Lube Oil Strainer"

I~Ma in Lube Oil Pump Discharge

~ _ ~ Prelube Valves

Scavenging Lube Oil Filter

;heck

Priming Pump

Oil Pan Lube Oil System \t~ypass Priming Valve Relief Valve (See Note)

Line Strainer

4

NOTE Open lube oil system priming valve to prime accessories and piping and to fill ' strainer. Close to prelubricate engine.

Bypass Relief Valve =i" ~ Lub~ ?il

~ . , ] ~ Coo e 22097

Fig.1 1-6 - Typical Lube Oil System Piping Of Unit Without Accessory Rack

5. Close cylinder test valves.

6. Pour a liberal quantity of oil over the cylinder mechanism of each bank.

. Check oil level in engine m o u n t e d s t ra iner housing, if provided, add oil to strainer housing until it overflows into the oil pan.

8. Replace and securely close all handhole covers and engine top deck covers.

NOTE When an engine is replaced due to mechanical breakdown, it is important that the entire oil system, such as oil coolers, filters, and s t ra iners , be t h o r o u g h l y c leaned before a r ep l ac emen t engine or the r econd i t i oned engine is put in service. A recurrenceof trouble may be experienced in the clean engine if other system components have been neglected.

In some cases engines have been r e m o v e d f rom service and s tored in the "as is" c o n d i t i o n by draining the oil and applying anti-rust compound.

When these engines are returned to service, care must be taken to see that any loose deposits are flushed out before adding a new oil charge. The entire engine should be sprayed with fuel to break up any s ludge depos i t s and then d ra ined , be ing careful that the drains are not plugged. Fuel should not be sprayed directly on the valve mechanism or bear ings , as l u b r i c a t i o n will be r emoved or d i r t forced into these areas. The surfaces should then be wiped dry before new oil is added to the engine.

PREPARATION FOR STARTING ENGINE

1. Ensure exhaust stack is open.

. Check engine coolant and fill if required. Refer to C o o l i n g Sys t em Service D a t a for sys tem capacity.

C A U T I O N Do not continue to operate an engine requiring periodic addition of coolant. Locate and repair leak.

l l -4 134A587

. Check starting air pressure. For air starting system pressure requirements, refer to Engine Operating Data - Section 2.

4. Check control air pressure. Should be between 862 and 965 kPa (125 and 140 psi).

. Check lubricating oil level, Fig. 1 I-7, and add oil if required. Refer to Lubricating Oil System Service Data for system capacity. Recheck lube oil a f te r engine is at ope ra t i ng t empera tu re . Lube oil level should be on full mark on dipstick with engine at idle speed and oil hot.

6. Ensure oil in the governor is at correct level in the sight glass, Fig. 11-8.

NOTE G o v e r n o r oil level will rise af ter engine is started and the oil temperature increases.

22847

14044

Fig.1 1-7 - Oil Level Gauge

7. Check engine fuel supply. Ensure strainers and filters are clean.

. Operate hand fuel priming pump until pressure is shown on the engine control cabinet FUEL OIL pressure gauge.

Section i I

8

~Yi£,"z~. - i

% • i

Sight G l a s s ~ : l , ~ ¢

20108

F ig .11 -8 - PGA Governor, 3 / 4 Front V iew

NOTE If unit is equipped with a motor driven fuel priming pump, operate motor to prime the engine.

9. Check air box dra ins , Fig. 11-9, for p r o p e r operation.

NOTE Air box draining should be done periodically, as ind ica ted in the Schedu led M a i n t e n a n c e Program, if air box drains are kept closed.

NOTE Air box drains are located at front and rear of engine on both sides•

Fig.1 1 - 9 - Air Box Drain

20111

134A587 11-5

Section 11

10. Check oil level in reduction gear using dipstick.

l l . On units with turbocharged engines, momentarily press ENGINE START pushbutton to start the turbo lube pump. Remove the rear oil pan h a n d h o l e cover and con f i rm tha t oil is flowing from the rear gear train.

12. If engine has been shut down for at least 12 hours, but has not been prelubricated and manually rotated, open the cylinder test valves and tu rn the engine manual ly one comple t e r evo lu t ion . Check for f luid d ischarge at the cylinder test valves. If there is any sign of water or oil being ejected at the test valves, or any i n d i c a t i o n of obs t ruc t ion while r o t a t i n g t h e engine, determine the cause before attempting to start theengine.

13. Replace and securely Close all handhole covers and engine top deck covers.

CAUTION Ensu re the s t ra iner hous ing is full before s t a r t ing the engine. If s t ra iner hous ing is empty, serious engine damage can occur.

STARTING THE ENGINE

Before s ta r t ing the engine, refer to P re s t a r t Procedures Section.

.

.

.

.

.

On units with turbocharged engines, momentarily press E N G I N E S T A R T p u s h b u t t o n on engine control cabinet to start the turbo lube pump. Allow turbo lube pump to operate for 60 seconds before starting the engine.

NOTE A normal engine start should include the 60 second operation of the turbo lube pump prior to starting the engine, however, in an emergency s i tua t ion , engine may be s tar ted without the delay.

Position the injector control lever, Fig. 11-10, toward the center of the engine at about one- third rack (idle position).

Press and hold ENGINE START pushbutton on the engine control cabinet ~ until engine starts. The engine shou ld s tar t wi th in 10 seconds . Release ENGINE START pushbutton when engine starts.

Control speed of the engine with the injector control lever until governor assumes control, then release lever. Do not operate the injector con t ro l to increase engine speed unt i l oil pressure is confirmed.

Check lubricating oil Pressure. If pressure is not indicated on the gauge within 30 seconds, stop theengine and determine cause.

Fig.1 1-1 0 -- I n jec to r Con t ro l Lever

l ] - 6

) r

29877

134A587

. Check fresh and raw water pressures to make sure water is being circulated. Check water level in expansion tank.

7. Check governor oil for proper level on gauge.

INSPECTION AFTER ENGINE START

As soon as engine starts, it is recommended that the equipment be inspected. Such inspection, carefully made, will prevent unnecessary problems and loss of operating time.

I. As soon as en.gine starts, check immediately to see that lube oil and fuel oil pressure registers on the control cabinet gauges.

2. E n s u r e e x t e r n a l wa te r coo l ing sys tem is in operation.

3. No alarm indicator lights should be on.

4. Observe for fuel, water, air, or lube oil leakage.

5. Be aware of any unusual noises or sounds.

RUNNING THE ENGINE

CAUTION Do not increase engine speed beyond idle until fresh water temperature is 49 ° C (120 ° F).

. Increase the engine speed slowly to full speed by means of the governor manual speed adjusting knob or the remote speed control.

N O T E

If engine has been repaired or overhauled, it is good practice to run the engine slowly with frequent inspections to ensure that the renewed par t s are sa t i s fac to ry . Check pressures and temperatures carefully during this run.

. Check oil flow sight gauge at top-rear of the reduction gear to ensure oil is flowing when the gear clutch is engaged.

. At rated load and speed, ensure the temper- a tu res and pressures are wi th in the l imits specified in the Service Data.

Section 11

. Refer to Engine Operating Data-Section 2 for engine brake and propeller horsepower data in r e l a t i on to engine R P M or see app l i cab le Engine M a i n t e n a n c e M a n u a l E M M for this d a t a and engine b rake h o r s e p o w e r d a t a in relation to governor rack position at a specific RPM.

IMPORTANT On units with turbocharged engines, engine o p e r a t i o n at less t h a n 50% load inc reases t u r b o c h a r g e r gear t ra in wear and adds to maintenance requirements.

STOPPING THE ENGINE

1. Remove load from engine.

2. Let engine run for at least 2 minutes to allow cooling water to remove excess heat.

. Stop engine by pulling injector control lever at the front of the engine, away from the engine and hold in j ec to r c o n t r o l lever unt i l engine stops. On engine equipped with a remote stop b u t t o n , engine m a y be s topped by press ing button.

CAUTION On units with turbocharged engines, should turbo lube pump fail to operate when engine is shut down, as indicated by the low turbo oil pressure alarm, restart the engine immediately and allow it to idle for 15 minutes at no load, to prevent damage to the turbocharger.

If unable to restart the engine within 2 minutes, do not restart the engine until turbo lube pump operation has been restored and the engine has been allowed to cool.

. If a turbocharged engine is not going to be restarted in a reasonable period of time and the 15 minute cool down period has elapsed, since the engine was stopped, the turbo lube pump m o t o r and the aux i l i a ry f resh wa te r pump motor should be turned off.

5. In an emergency, the engine may be stopped by tripping the overspeed trip mechanism.

134A587 11-7

SECTION 1 2

TROUBLESHOOTING

CONTENTS PAGE

GENERAL 12-1

OVERSPEED TRIP ALARM CIRCUIT 12-2

LUBE OIL PRESSURE ALARM AND SHUTDOWN CIRCUIT 12-3

CRANKCASE PRESSURE ALARM AND SHUTDOWN CIRCUIT 12-4

HOT ENGINE ALARM CIRCUIT 12-5

LUBE OIL LEVEL ALARM CIRCUIT 12-6

LOW TURBO OIL PRESSURE ALARM CIRCUIT 12-7

ENGINE AIR FILTER ALARM CIRCUIT 12-10

WATER LEVEL ALARM CIRCUIT 12-11

LOW CLUTCH AIR PRESSURE ALARM CIRCUIT 12-12

HIGH OIL TEMPERATURE ALARM CIRCUIT (OPTIONAL) 12-13

LOW GEAR COOLER WATER PRESSURE ALARM CIRCUIT (OPTIONAL) 12-14

DIFFICULTIES NOT SIGNALED BY ANNUNCIATOR 12-15

EXHAUST SMOKE ANALYSIS 12-15

EXCESSIVE OIL CONSUMPTION 12-15

134A587

ELECTRO-M OTIVE

SECTION


TROUBLESHOOTING

GENERAL Since most operating difficulties will be signaled by the engine con t ro l cabine t a n n u n c i a t o r alarms, troubleshooting will usually start by observing the annunciator indications.

This section contains a description of each alarm circuit of a propulsion unit. Each alarm monitors a respective system. In describing the alarm circuit, mechanica l or electrical mal func t ions have been assumed to describe the relays and switches which would be involved.

The alarm sequence and point by point description of each a la rm circui t is p resen ted as an aid to troubleshooting.

1. Faults that cause a warning light and alarm, and cause the engine to shut down are:

a. Overspeed Trip.

b. Engine Fault (low oil pressure or crankcase pressure)

NOTE The overspeed trip and engine fault alarms lock out another starting attempt until fault is corrected.

NOTE Engine faul t a larms will not s h u t d o w n the engine on units e q u i p p e d with a s h u t d o w n se lec to r swi tch set to " E M E R G E N C Y ALARM" position.

2. Faults that cause a warning light and alarm only are:

a. Hot Engine

b. Low Oil Level

c. Turbo Oil Pressure

d. Engine Air Filter (turbo)

e. Low Water Level

f. Low Clutch Air

g. High Oil Temperature

h. G e a r C o o l e r L o w W a t e r P r e s s u r e (Optional)

134A587 12-I

Section 12

OVERSPEED TRIPPED ALARM CIRCUIT

The overspeed tr ipped alarm is ini t iated by the overspeed trip limit switch OTLS. The unit also has an overspeed trip shutdown mechanism which is provided as a safety feature to stop injection of fuel into the cylinders, causing engine shutdown. The overspeed trip mechanism is a mechanical device. For a detailed description of OTLS and the

overspeed trip mechanism, refer to Protect ive Devices Section of this manual.

OTLS is closed when overspeed trip mechanism is in the latched position. The overspeed trip mechanism opens when engine speed increases to the specified limits and engages OTLS. OTLS opens, OVER- SPEED T R I P P E D light comes on, and alarm sounds. The overspeed trip mechanism must be manually reset before the engine can be restarted. A description of the overspeed tripped alarm circuit follows.

Step

1

Procedure Or Condition Result

Engine at desired speed. Overspeed trip limit switch OTLS contact B closed, which keeps overspeed trip relay OT coil energized. Energized OT coil holds normally closed contacts open to,prevent an alarm and holds normally open contacts closed to allow engine start.

A L A R M i T E S T / O F F , - - -, I . . . . i I

, • , , . . . . . . , ~j / om

' ~ ; N O " ~ C I (K9) UJ I ~ ,, I . . . . ~, >> I f I AR

I (K13) ,,,o,, OTL'C; ' " . ~ O I

i - - - - ~ ] ~ ~ . a I ',B rca.

t u o - I I i "-,¢j > ~ . . . . . . .

O~-

38

i /- OT (Held Closed)

4 3 l

i i

Star t ing M a g n e t Va lve S M

23950

Engine exceeds specified speed limit.

OT de-energized.

OT normally closed contacts close.

OT normally open contacts 38-43 open.

Overspeed trip mechanism trips; engine shuts down. OTLS opens contact B, OT de-energizes.

OT normally closed contacts close, normally open contacts 38-43 open.

OVERSPEED TRIP warning light comes on.

Provides a feed through closed contacts to "alarm relay AR coil which sounds alarm.

Interrupts circuit to starting magnet valve SM, preventing another starting attempt until overspeed mechanism is reset.

12-2 134A587

LOW OIL PRESSURE ALARM AND SHUTDOWN CIRCUIT

The low oil pressure alarm is initiated by a low oil pressure alarm device of the governor. For a detailed d e s c r i p t i o n o f t h i s d e v i c e , r e f e r t o P ro t ec t i ve Devices Sec t ion of this manua l . The device controls contacts of the governor low oil pressure switch LOS. LOS is normally closed and opens at 48 kPa (7 psi) during low speed (under 475 RPM) and 131 kPa (19 psi) during high speed (over 475 RPM). A time delay of 50-60 seconds at low engine speed is provided before the alarm switch trips to allow operating pressure to be reached after starting the engine. At high speed, the alarm will be tripped in approximately 2 seconds. A description of the low oil pressure alarm and shutdown circuit follows.

Section 12

N O T E

Oil pressure switch OPS in the starting circuit is not in this alarm circuit.

OPS contact I B remains closed, completing circuit to the starting magent valve SM coil until engine lube oil pressure reaches 145 kPa (21 psi). At 145 kPa (21 psi), OPS opens contact 2B to disable starting circuit while engine is running to prevent damage to starting components in case ENGINE START pushbutton is accidentally pressed.

OPS contact IA remains open, interrupting circuit to elapsed time indicator ETI until engine lube oil pressure reaches 145 kPa (21 psi). At 145 kPa (21 psi), OPS closes contact 1A to complete circuit to ETI.

Step

1

3

a .

b.


Governor oil pressure above 48 kPa (7 psi) at engine low speed or over 131 kPa (19 psi) at engine high speed.

Governor lube oil pressure switch LOS normally open contacts are closed, which keeps oil pressure relay OP coil energized. Energized OP coil holds OP normally closed contacts open to prevent a warning light and alarm.

SD

' 121 f f l

1 C

Ll O Los-- ~ --NC

. i \ . . . .

_ _ = A,arm ~'1 . . . . I Test/Off

i o P ', Ci.I, 4 - - - ,

m l "!.NO NcI(KI) I

a.I " ' , ' ; ', , ° l ' i

I

, kc-

~ . . . . . . _ _ ~ - J Q - . .

LOS ~--NO

\ - . . _ _ _ _

Governor oil pressure no t up to 48 kPa (7 psi) at engine low speed or up to 131 kPa(19 psi) at engine high speed.

OP de-energized.

OP normally closed contacts close.

SD energized.

GS energized.

7"

I AR I(K13)

- I

2~149

LOS normally open contacts open, OP de-energized. LOS normal ly closed contac ts close, energizing shutdown SD coil.

OP normally closed contacts close.

LOW OIL PRESS warning light comes on.

Provides a feed to alarm relay AR coil which sounds alarm.

SD contacts 1C and ! NO close, governor solenoid GS energizes.

S tops engine by caus ing g o v e r n o r to move fuel injector rack to no-fuel position.

134A587 12-3

Section 12

CRANKCASE PRESSURE ALARM AND SHUTDOWN CIRCUIT The crankcase pressure alarm and shutdown circuit is initiated by the crankcase pressure switch CPS. For a deta i led descr ip t ion of CPS, refer to Protective Devices Section of this manual.

When a posit ive pressure of f rom 20-46 m m (0.8"-1.8") H20 is developed in the crankcase, CPS changes position, C'CASE PRESSURE light comes on, alarm sounds, and the engine shuts down.

The crankcase pressure switch must be manually reset after tripping. A description of the crankcase pressure alarm and shutdown circuit follows.

Step

1


Crankcase Pressure at normal negative pressure.

1C SD

~ ! INO

8

- ! -

/

o

°f r ~ t ,o

Crankcase pressure builds up over 20 mm (0.8") HaO.

CPS contacts C-D open.

CP normally closed contacts close.

I

L

CPS contacts C-E close.

SD contacts 1C and 1NO close.

GS energized.

Crankcase pressure switch CPS contacts C-D closed, which keeps crankcase pressure relay CP coil e n e r g i z e d . E n e r g i z e d C P co i l h o l d s C P normally closed contacts open to prevent a warning light and alarm.

A .M I . . . . . . . . I TEST/OFF I* ~'1 '* I - - - - - - t , - - - - , I LI'q' ~ ! ~ J L " _1_ I cP . . . . . 1 7 ~1 ~ '~ , - ILK2) I ~ 0 I~, I

l I IP I I '

' r i

CP

,o 'cl I E ~ D I

I

I

3

W Z ) *

i

I I

E '

- J I

I AR i (K13)

- t -- I

I

I

23951

CPS contacts C-D open, closing contacts C-E.

CP coil de-energized. CP normally closed contacts close.

C'CASE PRESSURE warning light comes on.


Shutdown SD coil energized. SD contacts 1C and INO close.

Governor solenoid GS energized.

Stops engine by causing governor to move to no-fuel position.

12-4 134A587


The hot eng ine a l a rm is in i t i a ted by the engine temperature switch ETS. For a detailed description of ETS, refer to Protective Devices Section of this

Section 12

manual. ETS is normally closed and opens at 98 ° C (208 ° F). When engine water temperature reaches 98 ° C (208 ° F), ETS opens, HOT ENGINE light comes on, and alarm sounds. The hot engine alarm can on ly be c o r r e c t e d by r e d u c i n g the engine temperature to below 92 ° C (198 ° F). A description of the hot engine alarm circuit follows.

Step

1


Engine temperature switch ETS contact 1B is closed which keeps hot engine relay HE coil energized. Ene rg i zed HE coil ho lds HE n o r m a l l y closed contacts open to prevent a warning light and alarm bell.

t ALARM ~- - - ~''~ ' " TEST/OFF; t'/'w- ] i

N ~NO NC "~ I '---J_ IIH E , ~_, ~'~ (K3) c I

~---i - - L u J I ; I I " r t . . . . . J I

! I .5 ETS I Ilo/ 1BJ~ =

[ I

Engine water temperature normal (or below 98 ° C [208 ° F]).

Engine water temperature reaches 98 ° C (208 ° F).

HE de-energized.


I j A R I (K1 3) _.Jt __ I

/hdko, I I

23953

ETS opens contact 1B, HE de-energized.


HOT ENGINE warning light comes on.

P rov ides a feed to a l a r m re lay AR coil , which sounds the alarm.

1 3 4 A 5 8 7 12-5

Section 12

LUBE OIL LEVEL ALARM CIRCUIT

The lube oil level alarm is inititated by the lube oil level switch LLS located in the low oil level indicator. For a detailed description of the low oil

level indicator, refer to Protective Devices Section of this manual . LLS is closed when oil level is acceptable and opens when oil level reaches a predetermined level. When oil is at this level, LLS opens, LUB OIL LEVEL warning light comes on, and alarm sounds. A description of the low oil level alarm follows.

Step

1

2

3


Oil at acceptable level.

Oil below acceptable level.

OL de-energized.

OL normally closed contacts close.

Lube oil level switch LLS is closed, which keeps oil level relay OL coil energized. Energized OL coil holds OL normally closed contacts open to prevent a warning light and alarm.

. - - I

r -

i

LLS . . . . I

I

- - . - - 4

i~lO NC ,L 'F

A L A R M ~ - " i T E S T / O F F - ~

I i , I

OL (K4)

LLILM m >

~ t . u _ J . . J

I I I A R

,K,3 , I - I

N O I

I / _ _ _ . _1 / 2 3 9 5 4

LLS open, OL coil de-energized.

OL normally closed contacts close.

LUBE OIL LEVEL warning light comes on.


12-6 134A587

Section 12

LOW TURBO OIL PRESSURE ALARM CIRCUIT

The low turbo oil pressure alarm is initiated by the t u rbo oil p ressure switch TOS. For a detailed desc r ip t i on of TOS, refer to Pro tec t ive Devices Section of this manual. TOS is normally open and closes at 69 kPa (10 psi).

A turbo lube pump operates at engine start and at engine shu tdown . At engine start there is a 10 second delay in the alarm circuit to prevent an alarm

while turbo lube oil pressure builds up. The turbo lube pump operates until main lube oil pressure reaches 145 kPa (21 psi). At engine shutdown, the t u rbo lube p u m p s tar ts when the main lube oil pressure falls below 145 kPa (21 psi) and operates for 25 minutes.

If turbo oil pressure drops to below 69 kPa (10 psi), TOS opens, LOW TURBO OIL PRESS warning light comes on, and alarm bell rings. A description of the turbo lube pump circuit and low turbo oil pressure alarm follows.

x

i ( I I I ,_(

OPS

2C

2NO-

,J

)

)

OL

- - - - - - 7 -

R ~ R

F-

F 5_LPT

TOS

I l I

I ( I

1no_I_

£

t~

¢- I

ILl

. /

6

TOSX "~_ - ~ C-- 2.

i

I L - | ~TP 7 - - I(K5) ~'NO -NCl

--i--" I 1

PT

L

A l a n Test /q

03

13_

o g

t -

O J

AR (K13)

I

- I

2 4 1 4 8

134A587 12-7

Section 12

TURBO LUBE PUMP CIRCUIT

Step

1

a .

b.


ENGINE START pushbutton pressed momentarily.

STR contacts close.

STRX contacts close.

2 E N G I N E START pushbut ton released.

a .

b.

STRX contacts open.

STR contacts open.

ENGINE START pushbutton pressed, engine starts, and ENGINE START pushbutton is released.

Engine oil pressure reaches 145 kPa (21 psi).

At engine shutdown, oil pressure drops to below 145 kPa (21 psi).

ENGINE START pushbutton energizes engine start relay STR and engine start auxiliary relay STRX.

Energizes turbo lube pump contactor M coil. M contactor closes, turbo lube pump operates.

Energizes engine run relay ER coil. ER closes contacts N-P. Energizes turbo pump timer relay PT coil. PT contacts 5-3 close and start 25 minute timing period. ER contacts Q-R open, PT stops timing.

ENGINE START pushbutton contacts open, STR and STRX relays de-energize.

ER de-energized. ER contacts N-P open. PT de- energized. ER contacts Q-R close. PT contacts 5-3 close and start 25 minute timing period. Turbo lube pump operates.

Interrupts a circuit to M contactor coil, but circuit th rough ER contacts Q-R and PT contacts 5-3 keeps M contactor energized and turbo lube pump continues to operate.

Refer to Steps 1 and 2.

Oil pressure switch OPS contact 1A closes. ER relay coil energized. ER contacts Q-R open, interrupting circuit to PT contacts 3-5. PT contacts 3"5 stop timing. M contactor coil de-energized, turbo lube pump stops.

OPS contact 1A opens. ER coil de-energized. ER contacts N-P open. PT de-energized. ER contacts Q-R close. PT contacts 5-3 close and start 25 minute timing period. Turbo lube pump operates.

]2-8 134A587

ALARM CIRCUIT

Section 12

Step

1


ENGINE S T A R T p u s h b u t t o n pressed.

ER contact B Closed for 10 seconds.

Turbine oil pressure above 69 kPa (10 psi). ER contact B opened after 10 seconds.

Turbine oil pressure drops below 69 kPa (10 psi).

TP normally closed contacts close.

At operation of turbo lube pump prior to engine start and at engine shutdown.

Turbine oil pressure above 69 kPa (10 psi).

Turbine oil pressure drops below 69 kPa (10 psi).

Engine run relay ER energized. ER closes contact B which times for 10 seconds.

Turbo oil pressure relay TP coil energized. Energized TP coil holds TP no rma l ly closed contacts open to prevent a warning light and alarm.

The 10 second delay prevents an alarm while turbo oil pressure builds up to 69 kPa (10 psi).

Turbo oil pressure switch TOS contact A closes which keeps turbo oil pressure auxiliary TOSX coil energized. Energized TOSX coil closes contacts IC-1NO to energize TP coil. Energ ized TP coil holds TP normally closed contacts open to prevent alarm.

TOS contact A opens. TOSX coil de-energized. Contacts 1C-INO open to de-energize TP coil. TP normally closed contacts close.

LOW TURBO OIL PRESS warning light comes on.

Provides a circuit through closed contacts to alarm relay AR coil which sounds alarm.

PT contacts 3-5 are closed for the 25 minute timing period turbo lube pump operates. PT contacts 2-6 are held open during this period.

Turbine oil pressure switch TOS contact A closes. Refer to Step 3.

TOS contact A opens. Refer to Step 4.

134A587 12-9

Section 12

AIR FILTER ALARM CIRCUIT

The air filter alarm is initiated by the filter vacuum switch FVS. For a detailed description of the FVS switch, refer to Protective Devices Section of this manual. FVS is normally closed, and opens w h e n

the air intake filters become clogged. FVSsenses a pressure drop through the filters and opens at 279 mm (11") H20 when. using pleated paper filters or 178 mm (7") H20 when using fiberglass filters. AIR FILTER warning light comes on and the alarm sounds. A description of the air filter alarm follows.

Step

1


Engine running.

Air intake filters clogged.

FV normally closed contacts close.

Filter vacuum switch FVS contact B opens at 279 mm (11") H20 when using pleated paper filters or 178 mm (7") HaO when using fiberglass filters. FV de-energized. F.V normally closed contacts close.

AIR FILTER warning light comes on.

Energizes alarm relay AR coil which sounds the alarm.

12-10 134A587

W A T E R L E V E L A L A R M C I R C U I T

The water level alarm circuit is initiated by the water level switch WLS. For a detailed description of WLS, refer to Protective Devices Section of this manual.

Section 12

WLS is normally closed and opens when water level recedes to a predetermined level. When water is at this level, WLS opens, WATER LEVEL warning light comes on, and alarm sounds. A description of the water level alarm circuit follows.

Step

1


Water at acceptable level. Water level switch WLS is closed, which keeps water level relay WL coil energized. Energized WL coil holds WL normally closed contacts open to prevent an alarm.

Water below acceptable level.

WL de-energized.

WL normally closed contacts close.

-JI

WL~;

,I,___ A L A R M I - } , - ,

I T E S T / O F F I ~,,, M L"'%lll I i_ _ ' ~ - j

WL (K6)

I

I 1 !5 LM

_ _

I I

L _

I I

I

I I

I I_

WLS opens contact, WL de-energized.

WL normally closed contacts close.

LOW WATER LEVEL warning light comes on.


i I

AR (K13)

2 3 9 5 6

134A587 12-11

Section 12

LOW CLUTCH AIR PRESSURE ALARM CIRCUIT

The low clutch air pressure alarm circuit :is initiated by the clutch air pressure switch CAS. For a detailed description of the clutch air pressure switch, refer to

Protective Devices Section of'this manual. CAS is closed when clutch air pressure is above 931-kPa (135 psi) and opens when clutch air pressure drops below 862 k P a (125 psi), CAS opens, LOW CLUTCH AIR warning light comes on, and alarm sounds. A description of the low clutch air pressure alarm follows.

Step

l

2

Procedure Or Condition

Clutch air pressure normal (or above 931 kPa [135 psi]).

Clutch air pressure below 862 kPa (125 psi).

CA coil de-energized.

CA normally ciosed contacts close.

Result

Clutch air pressure switch CAS contact 1A is closed which keeps clutch air relay CA coil energized. Energized CA coil holds CA normal ly closed contacts open to prevent a warning light and alarm.

A i " o

, .N I

==,

( J

Alarm i ' ~ " - Test/Off if~ ,,,

I I I = ' r ~ . J

~NO ~ I I CA "[NC: (K8).

, I F I

o . . . . . . . i i I

CAS I ,-~'~ , ~ , I A I--TII _ E ~ ~ I

I I AR

_p_ __ I(K13)

NC NOI I I

2 4 1 5 0

• CAS opens, CA coil de-energized.

CA normally closed contacts Close.

LOW CLUTCH AIR warning light comes on.

Provides a feed through closed contacts to alarm relay AR coil which sounds alarm.

12-12 134A587

H I G H OIL T E M P E R A T U R E A L A R M C I R C U I T

The high oil temperature alarm circuit is initiated by the high oil temperature switch HOS. For a detailed description of the high oil temperature switch, refer

Section 12

to Protective Devices Section of this manual. HOS is normally closed and opens at 104 ° C (220 ° F). When oil temperature reaches 104 ° C (220 ° F). HOS opens, HI-OIL TEMP warning light comes on, and alarm sounds. The high oil temperature alarm can only be corrected by reducing the oil temperature to below 99 ° C (210 ° F). A description of the high oil temperature alarm circuit follows.

Step

1 Oil t empera tu re below I04 ° C (220 ° F).

2 Oil temperature reaches 104 ° C (220 ° F).

3 HO coil de-energized.


HO normally closed contacts close.

High oil temperature switch HOS contact 1B is closed, which keeps high oil temperature HO coil energized. Energized HO coil holds normally closed contacts open to prevent a warning light and alarm.

N

t , -

i TEST/OFF

',HO ~IC i ( K 7 )

c, I ( , ~; I ] o l i _ _ _

- ' r L _ _ .

HO~ I . . . . I

B I ~.l

. . . . I

! i [

- -13_ I o ~

! I

, I i

_J I AR I (K13}

L - - I

I

I

23957

HOS opens, HO coil de-energized.

HO normally closed contacts close.

HI-OIL TEMP warning light comes on.


1 3 4 A 5 8 7 1 2 - 1 3

Section 12

GEAR COOLER LOW WATER PRESSURE ALARM CIRCUIT (OPTIONAL)

The gear cooler low water pressure alarm circuit is initiated by a low water pressure switch GCS. For a de ta i led desc r ip t i on of the GCS switch, refer to Protective Devices Section of this manual. GCS is

closed when gear cooler water pressure is above a preset value during normal operation and opens when gear cooler water pressure d rops be low a minimum value - 35 kPa (5 psi) or 103 kPa (15 psi), d e p e n d i n g on gear mode l fu rn i shed . When gear cooler water pressure is below minimum value, GCS opens , G E A R C O O L E R P R E S S warn ing l ight comes on, and alarm sounds. A description of the low gear cooler water pressure alarm follows.

Step

1

2


Gear cooler water pressure normal.

Gear cooler water pressure below 35 kPa (5 psi) or 103 kPa (15 psi), depending on gear model furnished.

GC coil de-energized.

GC normally closed contacts close.

Gear cooler water pressure switch GCS contact 1A is closed which keeps gear cooler relay GC coil energized. Energized GC coil holds GC normally closed contacts open to prevent a warning light and alarm,

(~ ,i, I w

GCS

A L A R H i_~__~_~ ~TEST/0FFI I l l } ' ~ i '

. . . . J GC (KI I ]

k-

OH

r i I A R I ( K I 3 ) I - ~ - -

, ~NC- ~0

I I I

I I L . . . . . J

GCS opens, GC coil de-energized.

30307

GC normally closed contacts close.

GEAR COOLER PRESS warning light comes on.


12-14 134A587

DIFFICULTIES NOT SIGNALED BY WARNING LIGHTS

Some operat ing difficulties may be encountered which do not result in fault indications. Some can be detec ted before they become serious enough to warrant warning light operation.

Defective Warning Light System

A defect in the warning system can create unusual operating problems. Trouble can best be prevented by periodic checks of the various alarm circuits.

Lack Of Power

Should the engine start, respond to control, and apparen t ly funct ion properly, yet does not have proper power, a thorough check of the following items should be made.

1. Insuff ic ient fuel. Check fuel oil system for proper operation.

a. Check engine fuel filters.

b. Pour point of fuel should be at least 10 ° F lower than the lowest expected ambient temperature.

2. Insufficient air.

a. Engine air filters clogged.

b. Faulty turbocharger operation. Excessive exhaust back pressure.

3. Improper governor settings and adjustments.

EXHAUST SMOKE ANALYSIS

When engine is properly adjusted and is operating at the r e c o m m e n d e d working t empera tu re , there should be no appreciable exhaust smoke. However, when first starting the engine or after a prolonged period of "no load," blue or gray smoke may be noticed. This will clear up after a short time if opera t ion is normal. Cont inuous exhaust smoke should be investigated as follows:

I. Black or gray exhaus t smoke indicates incompletely burned fuel.

.

.

d. Exhaus t valve clearance. Maintenance Manual.

Section 12

a. Insufficient combustion air.

b. Excess fuel or irregular distribution. Check injector rack setting and timing, or for faulty injectors.

c. Improper grade of fuel. A fuel that is too heavy does not completely vaporize.

Blue exhaust smoke generally indicates lube oil entering the cylinder and being blown through cylinder during scavenging period. Check for internal fuel or lube oil leaks. (See next article on excessive lube oil consumption.)

White exhaus t smoke indicates misfir ing cylinders. Check for the following.

a. Faulty injectors.

b. Low compression.

c. Injectorfiming. See Engine Maintenance Manual for timing chart.

See Engine

e. Improper grade of fuel.

EXCESSIVE OIL CONSUMPTION

Some periods of high lube oil consumpt ion are normal , such as break- in period of new power assemblies. In these cases added lube oil consumption will result until the oil control rings on the new assemblies have properly seated.

1. Lube oil leaks.

a. Oil lines and connections.

b. Gasket or seal leakage.

2. Oil control at cylinder.

a. Oil control rings worn, broken or improperly installed.

b. Scored liners or pistons.

134A587 12-15

Date post:	24-Nov-2014
Category:	Documents
Upload:	su-hendra
View:	95 times
Download:	23 times

Marine

Documents