Intruction for s26mc type engines operation edition 26 b

Start the fuel oil supply pump and check the pressure, see rele- In this case the punct ure valves vant pipe diagrams.. This is possible as ·the emergency handle is also working - Closet

INSTRUCTION BOOKOPERATIONGENERAL EDITION 26 B

In view of the continued development of our diesel engines, the'

pre-sent instruction book has been made to apply generally to our engines

of the types:

S26MC

The different systems are explaihed on the basis of standard systems,

as each particular engine is built to the specification in the

con-tract for the plant in question

All references to thia ihstruction book should include title, edition

No., and possibly page No

Example: Instruction book OPERATION, Edition 2, page 701.02-26

This book is subject to copyright protection The book must not,

either wholly or partly, be copied, reproduced, made public, or in any

other way made available to a third party, without the written consent

to this effect from MAN B&W Diesel A/S.

M.A.N.-B&W DIESEL A/S

Stamholmen 161 • DK-2650 Hvidovre, Copenhagen • Denmark

Cables: manbandw • Telex: 16573 manbw dk • Telephone: +45 31 492501

703 STARTING, MANOEUVRING AND RUNNING

704 SPECIAL RUNNING CONDITIONS

705 FUEL AND FUEL TREATMENT

706 PERFORMANCE EVALUATION & GENERAL OPERATION

707 CYLINDER CONDITION70B BEARINGS AND CIRCULATING OIL

709 WATER COOLING SYSTEMS

Each CHAPTER is subdivided into separate sections and sub-sections

For convenience, the maIn titles and topics are summarized on thefirst page(s) of each chapter

3

SERVICE lETTERS

In order to ensure the most efficient, economic, snd

up-to-date operation of our enginea, we, and our licensees,

regu-larly aend out "Service letters", containing first-hand

information regarding accumulated service experience

The Service letters can either deal with specific engine

types, or contain general instructions and recommendations

for all engine types, and are used as a reference when we

prepare up-dated instruction book editions

Therefore, since new Service letters could be of great

im-portance to the operation of the plant, we recommend that

the engine staff file them to supplement the relevant

chapters of this instruction book

4

CHAPTER 701 SArETY PRECAUTIONS AND ENGINE DATA

SAfETY PRECAUTIONS

GENERAl

Correct operation and maintenance, which is the aim of this

book, are crucial points for obtaining optimum aafety in the

engine room The general measures mentioned here should

there-fore be routine practice for the entire engine room ataff

The opening of cocks may cause dis- Do not weld or use nsked lights incharge of hot liquida or gases the engine room, until it has been

ascertained that no explosive gases,The dismsntling of parts may cause vapour or liquids are present.the release of springs

If the crankcase is opened before theWhen testing fuel valves, do not engine is cold, welding and the usetouch the spray holes, as the jets of naked flames will involve the riskmay pierce the skin of explosions and fire. The same

applies to inspect ion of oil tanksThink out beforehand which way li- and of the spaces below the floor.quids, gases or flames will move, snd Attention is furthermore drawn to the

solvents having a low flash point.Porous insulating material, soaked

inflsmmable and should be renewed.The engine room should be kept clean See also: "Fire in scsvenge air box"both above and below the floor pls- and "Ignition in Crankcase", Chapter

If there is a risk of grit or sand

blowing into the engine roan, when Order/Tidiness

the ship is in port, the ventilstion

should be stopped and vent ilating Hand tools should be placed on easilyducts, skylights and engine room accessible tool psnels Special tools

If the engine has to run under such room, close to the area of conditions during port stay, the air tion

applica-must be supplied from the cleanest No major objects must be left possible place fastened, and the floor and passages

un-should be kept clear

Welding, or other work which causes

spreading of grit and/or swarf, must Spares

not be carried out near the engine

unless it is closed or protected, and Large spare parts should, as far asthe turbocharger air intake filters possible, be placed near the area of

acces-The exterior of the engine should be sible by crane •kept clean, and the paintwork main- All spares should be protectedtained, so that leakages can be easi- against corrosion and mechanical

at intervals and replenished in goodtime

7

feeling Oller Ample working light should

be per- Whenever repai rs or al terat ions havemanent! y installed at appropriate

been made to moving parts, bearings,places in the engine room, and port-

etc., apply the "feel-over

sequence" able working light ahould be obtain- until

satisfied that there is no able everywhere.

undue heating (friction, oil-mistSpecial lamps should be available for formation,

blow-by, failure of insertion through the scavenge ports.

cool-ing water or lubricating oil systems, etc.) •

low Te.peratures - freezing

feel over after 10-15 minutes'

run-If there is a risk of freezing, then ning,

again after 1 hour's running, all engines, pumps, coolers, and pipe and

finally short! y after the engine systems should be emptied of cool ing has

reached full load. See Chapterwater.

703: "Checks during Starting andRunning".

Check and Maintain

Measuring equipment, filter elements,

and lubricating oil condition.

Entering the Ct'ankcase

Check beforehand that the

starting air supply to the engine and the

startinq air distributor, is shut

off.

-Al-w-a-ys ensure that the

turning gear

is engaqedj even at the quay, the

wake from other ships may turn the

propeller and thus the engine.

T ut'ning Geat'

Before engaging the turmng qear,

check that the starting air supply is

shut off , and that the indicator

cocks are open.

When the turning gear is engaged,

check that the indicator lamp

"Turn-ing gear in" has switched on.

Slow-turning

If the engine has been stopped for

more than 30 minutes, slow-turning

should always be effected, just

before st arting. (See page 703.02,

Slow- Turning).

8

CHECKS DURING STANDSTIll PERIODS

A2 Oil Pan, and Bearing Clearances 702.01

B CHECKS DURING REPAIRS

B4 PneumatIc Valves in Control Air System 702.03

CHECKS DURING STNI)STlll PERIWS

1 GENERAl

The present chapter describes how to 1.1 laid-up Ve_la

check up on the condition of the

en-gine while it is stationary. During the lay-up period (and

slso when laying-up the vessel), we recom- Since the engine-room staff should mend that our apecial inst ructions,

always be well informed regarding the for preservation of main engine, are

operational condition, it is recom- followed.

mended that the results of the

in-spections are recorded in writing.

A REGUlAR ClEeKS DURING NORMAl The work should be sdapted to the SERVICE (before repaira)

sailing schedule of the ship, such

that it can be carried out st suit- Check A1: Oil flow

able intervals - for instance, as

suggested in Vol 11 "CHECKING AND While the circulating oil pump is

MAINTENANCE PROGRAMME". still running and the

oil is warm,

open up the crankcsse snd check that The maintenance int.ervals stat.ed the oil is flowing freely from all

therein are normal for sound ma- crosshead, crankpin and main

bear-chinery If, however, a period of ings.

operationsl disturbances occurs, or

if the condition is unknown due to The oil jets from the drain grooves

repairs or alterations, the relevant in the crosshead bear ings should be

Inspections should be repeated more of uniform thickness

and direction.

frequently. Deviations may be a sign of "squeezed

bearing-metal" or clogged-up grooves.

The checks mentioned below follow a

sequence which is suited to a forth- Check also that oil is flowing freely

coming period of major repairs. from bearings and spray pipes in the

chain drive.

A Checks A1-A7 should be made

regularly during By means of the sight glasses at thenormal service, piston cooling oil outlets, check i.e before t.he that the oil is passing through t.he

B Checks B1-BS should be made Check also the thrust bearing and

durIng the repairs camshaft lubrication.

C Checks C1-C7 should be made NO: After a major

overhaul of _a_f_t_e_r the repairs pistons, bearings, etc , this check

should be repeated before starting

If repair or alignment of bearings, the engine.

crankshaft , camshaft or pistons has

been carried out, checks A1, A2 and Check Al: Oil Pan, and Bearing

Checks to be made just before st.art- After stopping the circulating oil

lng the engine are mentioned in Chap- pump, check the bottom of the oil pan

gauge, and nole down lhe values Unscrew the draIn plug, or open lhe

cocks, at the bottom of the Mike a corresponding check of the charger housIngs.

par-is intact, and that no foreign bodies are found, WhICh could indicate a Open inspectlon covers (if fitted) on failure elsewhere the turbine side of the chargers, and

check for deposits on the turbine Check A4: Scavenge Port Inspection wheel.

Remove any coke and sludge from the 0 acavenge air ports and boxes Inspect

-the condilion of the plst.on nngs, Based upon the results of checks cyllnder liners, pistons, and pist on AT-A7, it is determined if extra rods, as detailed in Chapter 707 maintenance work (other than that

scheduled) is necessary.

Note down the lubrIcating conditions etc , and whether the piston rings are intact and free in their grooves B CHEeKS DURING REPAIRS Our ing this inspectlon the cooling Check B1: Bolts, Studs and Nuts water a~d coollng oil should be cir-

culating through the engIne so that All bolts, studs and nuts ln the possIble leakages can be discovered crankcase, chain casIng and their

locking devIces should be checked (In case of prolonged port calls or

similar, the precautions mentioned in The same applies to the staybolt point C2 should be followed) bracing screws (where used) , and to

the holdIng-down bo lt s In the Check AS: Crankshaft p Iat e It is checked beforehand that

bed-side and end chocks are properly Deflection measurements should be s itioned.

po-taken whIle the ship IS afloat (i e.

nol while in dry dock) Check B2: Chain Casing See Chapter: 708 "Alignment of main

rubber-bonded guide bars should be Check A6: Circulating Oil Samples ed, and the chain tensions checked

inspect-and adjusted.

Take an oil sample and send it to a laboratory fGr analysis and comments Check BJ: leakages and Drains (See Chap! er 708 "Maintenance of the

circulatlng oil") Any water or oil leakage! are

reme-died Drain and vent pipes are cleaned of posslble blokages by blow- lng-through.

19

Check 84: Pne~atic Valves in the Check CJ: Turning

Control Air Syst_

After restoring normal oil The filters should be cleaned tion, the movability of the engine is

circula-checked, by turning it one or moreCheck 85: Bottu Tank revolutions using the turning gear.

If not done within the previous year, As regards the pneumatic exhaust

the oil should be pumped out of the valves, ensure that the air supply is

bottom tank and the sludge removed connected and activate the air piston

before the camshaft oil pump isAfter brushing the tank ceiling (to -s-ta-r-t-ed.(See also Chapter 703).

remove rust and scale), the tank is

cleaned and the ceiling coated with Check [4: Turbochargers

clean oil.

The drain plugs are replaced, (orcocks closed) and the inspection

C CHECKS AfTER REPAIRS covers re-fitted.

If repair or alignment of bearings, Check C5: Cylinder Lubricators

crankshaft , camshaft or pistons has

been carried out, checks A1, A2 and Operate the "button pumps" until the

A6 should be repeated cylinder oil is known for certain to

be flow1ng from all the cylinderCheck C1: flushing liner lubricating orifices The flow

will be indicated by movement of the

If during repairs (involving opening- steel balls in the sight-tubes.

up of the engine or circulating oil

system) sand or other impurities Check that all pipe connections and

could have entered the engine, the valves are tight

oil should be circulated while

by-passing the bearings Check C6: Manoeuvring Gear

This "flushing" is continued until Lubricate all bearings and rod

con-all dirt is removed, and should be nections

carried out as descr ibed in Chapter

or electric servo-actuators, and moveCheck C2: Piston Rods the rod connections by hand to check

that the friction in the bearings is

If the engine is to be out of service sufficiently low

for a prolonged period, or under

ad-verse temperature and moisture condi- Check the oil level in the

servo-tions, the piston rods should be actuators

coated with clean oil, and the engine

turned while the circulating oil pump Check C7: Air Coolers

is running

With the seawater cooling pump This should be repeated regularly in ning, check if water can be seen

run-order to prevent corrosion attack on through the drain system sight glass

piston rods and crankcase surfaces or at the small drain pipe from the

water mLst catcher

Depending on the duration of the

period, dismantling of the stuff1ng If water 1S found, the cooler element

boxes should be considered in order 1S probably leaking In that case the

to avoid corrosion from moisture in element should be changed or

20

1 (2)STARTING, MANOEUVRING AND RUNNING

A FPP with Engine Manoeuvring Stand 703.03

B FPP with Engine Mounted Manoeuvring Stand 703.04and Connection for Remote Control

5 PREPARATIONS PRIOR TO ARRIVAL IN PORT 703.07

7 PREHEATING Of fRESH COOLING WATER 703.077.1 Preheating during Standstill Periods 703.07

2 (2)

Check 6: Starting Valves on Cylinder Covers 703.15

Check 7: Pressures and Temperatures 703.15

Check 13: Pressure Alarms (Pressure Switches) 70j.17

Check 14: Temperature Alarms (Thermostats) 703.17

Emergency Direct Connection of Regulating Shaft 70301

Diagram of Manoeuvring System

Plants wlth Fixed-pitch Propellers 70302

Plants with Fixed-pitch Propellers 70303

and Remote Control

Plants wlth Controllable-pitch Propellers

and connection for Remote Control 70304

22

703.01-26BSTARTING-UP MANOEUVRING AND ARRIVAL IN PORT

The following descriptions cover the standard manoeuvringsystem for S26MC engines

Since the manoeuvring system supplied for a specific enginemay differ from the standard system, Chapter 907 in VolumeIII should always be consulted when dealing with questionsregarding a specific plant.

1 STARTING

NB Regarding, "preheating of fresh In order to give double oil dosagecooling water" and "starting when the during start and manoeuvring,engine is not fully preheated", see check that the lubricator handle

position or "higher" (by hand orPREPARATIONS FOR STARTING UNDER automatically)

NORMAL CONDITIONS

6 Start the cooling water pumps and

1 Disengage the turning gear check the pressures (See alsoCheck that it is locked in the Section 709

OUT position

The indicator lamp for TURNING 7 Lubricate the bearings and rodGEAR ENGAGED should now go out connections in the manoeuvnng

gear

2 Blow off the starting air system

starting valve to its SERVICE

po-3 Blow off the control air systems sit ion The locking plate shallfor water and check the pressures remaln in its uppermost position

when the engine is running and inBefore starting the lub oil pump, its lowermost locked positioncheck that the air supply for the during repairs Check the indicat-pneumatic exhaust valves is ing light

opened, and that the air pistons

gear, close the shut-off valve of

4 Start the lubricating oil pumps the starting air distributor to

4.2 Turbochargers (if fitted with hand wheel selector to the separate lubricating system) GENCY position, so the regulating

EMER-shaft is in direct connection withCheck the 011 pressure and the the regulating handle on the emer-flow through the sight glasses for gency console as shown on plates

the system oil of main engine and 70301 and 70302

turbocharger(s)

Move the emergency handle to

in-5 Check that the cyl inder lubrica- crease the fuel pump index andtors are filled with the correct check that all th~ fuel pumpstype of oil and that oil is emit- follow to the FUEL SUPPLY posi-ted when they are operated manu- tion When the regulating handle

23

fuel punp index must be around STOPPING

10 Switch on the electrical equip- 1 Normal stop by acti vating valve

ment in the control console.

(102) or by stop order from bridge control system.

11 Start the fuel oil supply pump

and check the pressure, see rele- In this case

the punct ure valves vant pipe diagrams. (If manoeuvr- are activated through

valve (25) • ing to the quay has been carried At the smle time

the governor out using heavy oil, the supply shut-down solenoid is activated.

punp has been running all the

time) •

2 Shut down from safety system.

12 Set switch for auxiliary blower In thIS case the puncture valves

in "auto" position whereby the are activated through valve (127).

auxiliary blower starts. At the same

time the governor shut-down solenoid is activated.

13 Slow-Turning

3 Emergency handle moved to stop

In order to ensure against damage position.

caused by fluid which may have

collected 1n one or more of the In this case the fuel rack is also

cylinders, turn the engine slowly moved to stop position (O-index),

on air at least one revolutIon, despite the governor

being on taking the following precautions: index. This is

possible as ·the emergency handle is also working

- Closethe the main stop valve on as a fuel limiter through the

starting air bot tl e and spnng loaded rod, because the

ensure that no air pressure has stop pin B in lever C will prevent

built up in the pipeline be- lever 0 from moving further than

tween the main stop valve and determined by the stop pin B. See

the main starting valve This plate 70301.

is done by opemng the drain

valve on the piping.

As can be seen from the above, the puncture valves and the governor

- Make the engine completely shut down solenoid

are the ready for start, open the indi- points for stopping

key-the engIne.

cator valves, press the start The following checks must be

car-button Check that the maIn ried out at regular intervals to

startinq valve opens - turns 90 keep these in safe working

condi-degrees - and close the drain tion.

val ve on the main starting

pipe. Then slowly open the main Before startInq:

stop valve on the starting air Plate 70305, puncture valve

bottle unt il the engine turns

while air also escapes through The function of the puncture valve

the indicator valves After the is illustrated

in plate 70305.

engine has turned at least one When act.i vated,

the high pressure revolution, close the indicator side is connected

to the inlet valves and repeat the same pro- (low pressure) of the

fuel pump, cedure for slow-turning. Press

thus prevent.ing the fuel pump from stop button and fully open t.he buildIng up high pressure for in-

main stop valve at the starting ject.lOn.

air bottle, and Inform t.he

bridge that the engine is on Wlt hcontrol aIr on, wit.h running

24

703.03-26B

valve closed, and with stop valve activates valve (117) At the same

at starting air bottle closed, the time a signal is led through air signal to the puncture valves ves (104) and (105) to pilot val-

val-ia to be checked The stop signal ves (10) or (11), which then

sup-is to be relieved by pulling out ply air to the air cylinders for the stop knob for each puncture reversing mechanism and starting valve it must be visually checked, air distributor In the condition uaing a flashlight, that the pis- shown, air is led to the ahead ton moves downwards when the stop side of the air cylinders.

knob is activated In this tion it may be necessary to have Start in Ahead Direction the fuel oil booster punp running,

connec-as the return spring may be t.oo Before starting the engine, weak to return the piston in cases setting valve (111) has to be set where the sealings have been re- to a suitable value for safe

At starting, valve (101) is to be

to be released However, the After completion of the above-men- t.ions of (102) described in the tioned preparations, the engine is stop section are taken over by ready for start.ing valve (101) through valve (103) for plants equipped with fixed- Besides, via valve (32) a pilot pitch propeller, the following signal activates valve (33), caus- modes of control are available: ing air to be led via valve (115)

func-if the turning gear is disengaged

A rpp WITH ENGINE MANOEUVRING STAND to valves (26) and (27) • Val ve

(27) then leads air to open the

B rpp WITH ENGINE MOUNTED MANOEUVR- main starting valve, and valve ING STAND AND CONNECTION rOR (26) leads main starting air to

engine will now rotate on starting aIr.

A rpp WITH ENGINE MANOEUVRING STANO

st.art level r/min, valve (101) is Governor Control released first the STOP line will

be deaerated, deactivating valve A.1 Handwheel selector lip" In (117), thus changing the t.iming of

governor control position the starting air distributor, and

valve (25) to close the puncture A.2 Emergency handle in limitation valve, allowing fuel to the fuel

(32) , the START line will be All manuall y controllable valves aerated, deactivating valve (33) • must be in the positions shown on Hereby valve (26) will deaerate

valve (27) will close the main

•

In the shown condit.ion, STOP valve The engine is now running on fuel (102) is depressed, leading an air and the r/min is set by adjust.ing signal through valve (103) to val- valve (111) Max index of the re- ves (25) and (128) to activate the gulating shaft is set by means of puncture valves Thi s signa 1 also the emergency handle.

25

Repeated St art

E_rgency Stop

In case of start failure, i.e if The automatlc emergency stop

via

the engine stops after the

start-the safety system operates by ing sequence has flnished, it is tivating valve (127) in the safety

ac-possible to increase the governor air system,

independent of theoutput at a new atart attempt. control air

system When This is done by acti vaUng

acti-the vated, safety air is led via (128)

"cancel of limiter" switch on the to the puncture

valve, stoppingmanoeuvring console for cancelling

the high pressure fuel supply

of Ilmiter in governor during the

start aequence at a repeated

Besides this, the engine can in an

start, as described above emergency

sIt.uation be stoppedmanually by pulling the emergencyReversing to and Start in handle to STOP position.

Astern Direction

Activate stop valve (102) , and B fPP WITH ENGINE MOUNTED

HANOEUVR-change valve (105) t.oASTERN posi- ING STN«> AND CONNECTION fOR

tion whereby valve (11) will be REMOTE CONTROL

activated and valve (10) deae- PIste 70j()J

rated This causes the ahead side

of the air cylinders to be deae- Operation from the

manoeuvringrat ed and the astern side pres- stand on the engine is t.he sane as

surized When start.ing air distri- described in Sect.ion A., when

val-butor(101) can be activated.has changed position, valve ve (100) is in the LOCAL CONTROL

posltion shown

The procedure for start ASTERN is Re~te Control

the same as described above for

AHEAD direction

When the englne is to be operated

from remote posit ion, valve (100)

and the solenoid

ed directly from the manoeuvring valves (84) , (86), (88) and (90)

stand by the emergency handle are

supplied with manoeuvring

air At the same time valve (B2)

Change over from governor control

changes over, disconnect.ing valve

to emergency control is made by (111) from the governor and

con-turning the impact hand wheel, P, necting the remote speed cont.rol

ant.iclockwise Now, the governor signal to the governor.

IS disconnected from the fuel

pumps, and t.heemergency handle is There are

two posslbilities ofconnected to them

remote control:

Startr stop, and reversing is made

1) Bridge control with automation

as described above, except for the

index which ISset by the emergen- In this

case the necessary

cy handle instead of the

speed-fund ions such as

pre-speed-setting with valve (111). setting,

valves (84), (86), (88) , snd Besides via valves (32) end (140),(90) for STOP, AHEAD, ASTERN if pitch on propeller is zero, aend START, respectively pilot signal activates valve (33),

causing air to be led via vslve2) "-nusl operstion fr~ control (115 ) if the turning gear is dis-

Valve (27) then leads air to open

In this case the manoeuvring the main starting valve, and valveunits are connected electrical- (26) leads atarting air to the

ly to valves (84), (86), (8B), starting air distributor The(90) and connected electrically engine will now rotate on starting

or pneumatically to the remote air

speed-set ting. The principlefor manoeuvring the engine is When the engine has reached thethe slKlleas described in Sec- start level rlmin, valve (101) is

be deaerated, whereby the puncturevalve will close, allowing fuel tofor plsnts equipped with control- the fuel valves Later on, delayedIlble-pitch propeller (non-rever sib- by valve (32), the START line will

Ie engine), the following mode of be deaerated, deactivating valvecontrol is available: (33) Valve (26) will deaerate the

starting air distributor, and

C CPP WITH ENGINE MOUNTED HANDEUVR- valve (27) will close the mainING STAND AND CONNECTION fOR starting valve.

REMOTE CONTROl

and the rlmin is set by adjusting

All manually controllable valves valve (111) Max index of the

re-must be in the positions shown on gulating shaft is set by the

In the condition shown, STOP valve In case of start failure, i.e. H

(102) is depressed, leading an air the engine stops after the

start-signal through valves (103), (145) ing sequence has finished, it is

and (12B) to activate the puncture possible to increase the governor

This is done by activating the

manoeuvring console for cancellingBefore starting the engine, speed- of limiter in governor during thesetting valve (111) has to be set st art sequence at 'a repeated:0 a suitable value for safe start, as described above

,tarting

27

EIMrgenc:y Control rot ate (at slowly decreasing r/min)

because the velocity of the ShIPE.ergenc:y Stop through the water, w1l1 drive the

propeller, and thereby turn theThese functions are the same as engine

from remote posit ion, valve (100) "REVERSING LEVEL" (20-40% of

MCR-is to be changed to REMOTE CON- r/min, depending on engine size, and

TROL Hereby the pneumatic valves type of ship)

on the engine manoeuvring stand

are disconnected and solenoid Give the start order and allow

start-valve (144) supplied with ma- ing air to the engine, until it has

noeuvring air. At the same time been braked, and has come up again to

valve (82) changes over, discon- sufficiently high revolutions, in the

necting valve (111) from the desired direction Then give order to

governor and connecting the remote run on oil Check that the direction

speed-setting signal to the gover- of rotation is correct.

nor Owing to "conflict" between the wake,

and the propeller, heavy hull The remote speed-setting signal is tions may occur, therefore, the

vibra-intended for the combinator handle engine speed should be kept low

start

Solenoid valve (144) is for

re-start of engine from bridge in If the ship's speed is too high when

case of shut-down of engine the crash-stop is attempted, do not

loose starting air by allowing the

J. SAfETY SYSTEM starting attempt to last too long.

Give the engine a new STOP order, andThe system IS separately supplied wait unt.it t.he revolut.ions have fa1-

with air via valve (16), and is con- len st ill further, before making a

trolled by the safety system (wit.h new start

separate power supply) in the

ma-noeuvring console (not shown in dia- Regarding crash-stop during bridge

gram) • In case of shut.-down, t.he cont.rol,see the special instruction

safety system actuates valve (127)• book for the bridge control system in

Then an air signal is led to the question

puncture valve on each dIstributor

block Thus the fuel pump can give no

injection (See page 70302-26) 5 PREPARATIONS PRIOR TO ARRIVAL

IN PORTThe system is connected during all

modes of engine control An hour before the first manoeuvres

are expected, decide whether

whether the harbour manoeuvres shallThis is a reversing of the engine be carried out on heavy fue 1 See

when the ship's speed is high Chapter 705 "FUEL AND FUEL TREATMENT"

Even when the engine has receIved a point 4.j "Fuel Change Over"

stop order, it will continue to

28

703.07-26B

"lrt "addit ional auxiliary engine The circulating oil pump s and the'I" "'aure a power reaerve for the freahwater pumpa ahould be run aboutIInG.uvraa If possible, before arri- 15 minutes after atopping the msin'.11 in port, mske s reversing test, engine This avoids overheating of

·h naure that the atarting valves cooled aurfacea in the combuationend r.versing mechanism are in order chambers, and counteracts the forma-JUat before the manoeuvring, blow-off tion of carbon deposita in pistonen)' condensed water from the atarting crowns

.1r and control air systems

7 PREl£ATING or fRESH COOLING WATER, OPERATIONS AfTER ARRIVAL IN PORT

7.1 Preheating during StandstillWhan the signal FINISHED WITH ENGINE Periods

haa been received in the engine room

it is recommended to test all the During shorter stays in port (i.e.atarting valves for leakage Permis- less than 4-5 dsys) it is recommendeda10n from the bridge should slways be that the engine is kept preheated.obtained before doing this, and the

turning gear must be disengaged, as a This is in order to prevent corrosiveleaky valve may cause the engine to attack on the cylinder liners, parti-

- Check that the auxiliary blower has The cooling water outlet temperature

-at least 61JOC - either by means of

- Close the valve to the starting air the aux iliary engine cooling water,distributor, open the indicator or by means of a built-in preheater.cocks, and change over to running

from the engIne manoeuvring stand For details regarding "preheating of

cold engine", we refer to Chapter 709

- Activate the start valve, whereby - Plate 70905

starting air, but not control air,

is admi tted to the starting val- 7.2 Starting with a cold Engineves If air blows out of any of the

indicator cocks, the starting valve Normally, as a standard, a minimumconcerned is leaky and must be engine temperature of 600C must be

to start up (slowly) without any After leakage-testing of the starting strictions

re-valves, the main starting valve islocked in its lowest position (by In exceptional cases a mInImum ofmeans of the locking plate), and air 200C can be allowed Under such spe-

is shut-off from the reversing and cial circumstances the engine can runcontrol air systems, which are then slowly up, to 9IB r~, without re-

However, for running between 90% rpmStop the camshaft lubrication pump and 10m; IaCr, an engine temperature

of minimum 50PC is required

If the last manoeuvres are executed The time interval required, for

in-on diesel oil, stop the fuel oil creasing the engine tem~rature frompumps If they have been executed on 200C to 500C, will depend on theheavy fuel, the circulation is con- amount of water in the system, and ontinued through the system, at working the engine load

temperature, as heavy fuel is cult to pump when cold

diffi-29

In addition, we recommend that, in the region 90% rpm to 100% MCR, the load should be increased slowly _ I.e over a period of 30 minutes or more.

NB: The above considerations are

- based on the assLlllption that the engine is well run-in.

30

STARTING DlrrlCUlTIES - SUPPlEMENTARY COMMENTS

The "Starting DIfficulties" table give some possible causes

of starting failures, on which the following supplementary

information and comments can be given.

or to the causes mentioned under The engine can usually start when the points 8, 11, 12 and 14.

starting air pressure is above 10

bar The compressors should, however, Point 14

be started as soon as the pressure in

the starting air receiver is below 25 If the shut-down is owing to

by pressing the stop button, whereby

closes, and the stop cylinder is The testing procedure to determine vented.

that all starting valves in the

cy-linder covers are closed and are not If the shut-down is owing to too low

leaking is described in "Operations pressure or too high temperature,

after arrival in Port" earlier in bring these back to their normal

this Chapter If a starting valve level The shut-down impulse can then

leaks durlng running of the engine, be cancelled by actuating the

appro-the startIng air pipe concerned will priate "reset" switch in the alarm

become heated When this occurs, the panel.

starting val ve must be replaced and

overhauled, possibly replacing the If the fault is found in the electric

spring If the engine falls to start equipment, the shut-down function can

owing to the causes stated under 10, be cance lIed from the safety pane 1.

this will usually occur in a certain The engine will be able to run with

position of the crankshaft this function completely disengaged.

If thIS occurs during manoeuvring, a

reversing must be made as quickly as Points 19 and 21

possible in order to move the

crank-shaft to another position, after In the startIng period, the fuel rack

which the engine can be started again will move on index, caused by the

In the direction ordered by the teIe- booster (1 f Woodward governor) or by

the possIbIlIty of havIng fuel

is released.

Examine whether there IS volt age on

the solenoid valve which controls the

starting signal If not, see the

spe-cial instruction book for the

gover-nor.

If the solenoid valve is correct! y

activated or the engine is being

ma-nually controlled, trace the fault by

loosening one copper pipe at a time

on the route of the signal through

t he system, until the valve blocking

the signal has been found The

fail-36

70}.15-26B CHECKS DURING STARTING AND RUNNING

Check 2: ExhBUst Valves

In order to cover sll circumstsnces,

See thst sll exhsust valves are

ope-it is ass •••• ed that the engine has rsting correctly.

been out of service for some time, for instance due to repairs, and thst

NB: The movement indicators should be

"Checks during stsndst ill periods" engaged before starting-up,

and

dis-have been carried out as described in

engsged after checking the movement.

the previous Chapter 702.

Check J: Turbocharger After such an out-of -service period,

stsrting-up is usually performed as a

Ensure that the turbocharger is quay-trial Prior to this, it must be ning.

run-ascertained that:

Check 4: Circulating Oil

1 The harbour authorities permit quay-t ria!.

Check that the pressure and discharge are in order (main engine and turbo-

2 The moorings are sufficient. charger s) •} A watch is kept on the bridge. Check 5: CylindersWhether or not a quay-tr ial is car-

See that all cylinders are firing ried out, the following checks must

be performed (in the stated order),

Check 6: Starting Valves on Cylinder

aurveillance and recording.

feel over pipes A hot pipe indicates Checks 1- 8 should be made immedia-

leaking starting valve.

tely after startinq.

Check 7: Pressures and Te~eratures Checks 9-10 are carried out dur inq

the runninq-up of the See that everything is normal for theengine, but only if re- engine speed. In particular: the cir-quired due to repairs or culating oil (bearing lubrication and alterations.

piston cooling), camshaft lubricating

oil, fuel oil, cooling water, and Checks 11-16 are taken short! y after

manoeuvring air.

reachinq stable runninq conditions, and t hen at Check 8: Cylinder lubricatorssuitable intervals

during the running. Make sure that the

lubricators are working, and with an even "drop height" level in all tl't,e sight glas- N8: As regards running-in procedures

ses.

- see point 10.

37

Check the 011 levels In the centre - repan or renewal of the large

glass, and the feeder tank bearings,

NB: The pLmp stroke should be occa- - renewal or renovat ion of cylinder

sionally checked by measuring liners and/or piston rings,

the stroke of the adjustment

screw (same as pLmp stroke) allowance must be made for a running

in period, i.e that engine speed/

Check 9: feel-over Sequence load should be increased grsduslly.

If the condition of the machinery is The following sequence is

recom-uncertain (e.g sfter repairs or al- mended for new engines, or new

terations), the "feel-over sequence" cylinder liners/piston rings:

should always be followed, i.e.:

Increase the engine revolutions to a) After 15-30 mInutes' running on 8~ in the course of the first 2-4

SLOW (depending on the engine hours, and maintain this speed for 6

b) again after 1 hour's running; After this 8-10 hours' running, the

increase to full rpm (power) is c) at sea, after 1 hour's running at fected stepwise during the following

ef-service speed; 12-14 hours; giving a total

running-in period of 20-24 hours.

- the engine is stopped, the

crank-case is opened, and the moving Alternatively, if only one or two

cy-parts listed below are felt over linders/bear ings have been "renewed"

(by hand or with a "Thermo-feel") or undergone repairs, the fuel pump

on sliding surfaces where friction Index for the cyllnder(s) in question

may have caused undue heating can instead be decreased by 25%, the

engine run up normally, and the

dur Main, crankpin and crosshead Ing an interval of 20-24 hours.

bearings,

- Piston rods and stuffIng boxes, Throughout the whole running-ln

- Crosshead shoes, period of 20-24 hours, the cylinder

- Telescopic pipes, oil dosage should be at the maximum

- Chains and bearings in the chain level This 1S done by moving the

- Camshaft bearIng housings, maximum position (+)

- Thrust bearing.

In the first operational period of a After the last feel-over, repeat new eng1ne, i.e up to 1000-2000

Check A1: "Oil Flow", In Chapter 702 hours (after the above preliminary

24-hour running-in period is over) See also Chapter 704: SPECIAL RUNNING and also when new cylinder liners are

CONDITIONS, "Ignition in Crankcase" fitted, it is suggested to use 15m.

-o-f t-h-e recommended oil dosage.

Check 10: Running-in (For shop test, quay t rial and sea

trial, special lnstructions are For a new engine, or after: avaIlable) •

Check 11: Thrust Bearing Check mea",ur !rHJ equi pment •

38

70}.17-26

CMc:k 12: Shut Down and Slow Down Check 15: Oil Mist DetectorI'Check measuring equipment.

If the eng1ne is equipped with an oil

rCheck 1J: Presaure Al8l"88

mist detector, this should also be tested.

I (Pressure Switches)

Adjustment and test ing 0 f the al arm The functioning and selt ing of the function is effected in accordance illarms should be checked. with the

instructions given on the equipment , or in the separate Oil

If no specIal tesl1ng equipment 1S Mist Detector instruction book.Ivailable, the checking can be ef-

fected as follows:

Check 16: Observations I) The alarm pressure switches, in Make a full set of observatIons,

the lubncating and cooling

in-eluding indicator cards Check that systems may be provided with a Pmax/Pcomp' pressures and tempera-test cock, by means of which the

tures are in order.

pressure at the sensor may be creased, and the alarm thereby tested.

de-b) If there is no such test cock, the alarm point must be displaced, until the alarm is given When the alarm has thus occurred it is checked that the pressure swi tch scale is in agreement with the actual pressure (Some types of pressure switches have an adjust-able scale).

The pressure switch 1S then reset

to the preselect.ed alarm limit., which should cause the alarm sig- nal to stop.

Check 14: T8IIperature Alarms

(Thermostats) Most of the thermostat.ic valves in the cooling syst ems, can likewise betested by "screwing them back", so

ac-tual temperature.

However, in some cases, the selt ing cannot be reduced sufficiently, and such valves must either be tested when the service temperature has been reached, or by heatlng the sensing

•element in a water bat.h, together

with a reference thermometer.

39

OIrrICUlTIES ~N RUNNING - SUPPLEMENTARY COMMENTS

The "Di fficulties when Running" tables give

some possible causes of operationsl disturbances, on which the

following supplementary information and comments can be given.

Point 6

Concerning the causes of blow-by, see Chapter 707, where the regular main-

A leaking exhaust valve mani fests

tenance is also described.

thelf by sn exhsust temperature

rise, and s drop in the compression Points 10 and 16

Ind maximum pressures.

Air/gas in the fuel oil system can be

In order to limit the damage to the caused by a sticking

fuel valve valve, if possible, immediately spindle, or

because the spring has rap 1 ace the valve concerned, or, as a broken.

preliminary measure, lift the fuel

a sticking fuel valve is found, this must be replaced, and it shouldPoint 7

be checked that no fuel oil has mulated on the piston crown.

accu-In serious cases, piston ring blow-by

manifests itself in the same way as a Points 1:5 and 18

lesking exhaust valve, but sometimes

reveals itself at an earlier stage by In the normal

running condition, the

I hissing sound.

reversible roller guide is in s locking position.

self-When checking, or when cleaning the

scavenge air box drain pipe, keep However, in the event of increased clear of the line of ejection, as friction in the roller guide mecha-burning oil can be blown out. nism (seizure)

, there is a risk that the roll er guide link might change With stopped engine, blow-by can be position This will give a too high located by inspecting the condition exhaust gas temperature.

The indi

vi-of the piston rings, through the sca- dual indication

lights for Ahead/ venge air ports Sludge, which has Astern for each cylinder will indi-

been blown into the scavenge air cate the cylinder concerned. Thechamber, can also indicate the defec- roller guide must be checked.

tive cylinder.

Pointa 12 and 17 Since blow-by can be due to sticking

or coIl apse of otherwise intact If, to obtain full load, it proves piston rings, there is a reasonable necessary to increase an

individual chance of gradually diminishing it, fuel pump

index by more than 10% during running, by reducing the pump

(from sea trial value) , then this in lndex for a few minutes and, at the most cases indicates that the pump issame time, increasing the cylinder worn out This can usually be con-Jil amount. If this is not effective,

firmed by inspecting the plunger If the pump index must be permanently worn out/seized, the fuel pump must

~educed , or the fuel pump roller be replaced. •

juide lifted and blocked.

43

1 GREASE

Se ver al bearings in the manoeuvring NOTE: When the governor is system are lubr icated with grease - ~, the engine is only protected which should be of good quality, and against overspeed by the electric have a "melt ing" point of about overspeed trip, Le the engine is

revolu-tions increase to the overspeed ting This blocking can only be can-

handle to the stop position.

An anti-corrosive oil, with additives Manoeuvring must therefore be carriedagainst: foam, sludge formation, and out very carefully, especially when damage to gaskets and paint. navigating in rough weather.

The viscosity index should be high

and the viscosity be in the range

22-68 cSt at 400 C.

J. GOVERNOR FAILURE/

ERRATIC REGULATION

If the fault lies in the governor

it-sel f, the specIal governor

instruc-tion book should be consulted.

External influences can also cause

erratic regulation (Electronic

governor and Woodward) For instance:

- the main chain wrongly tensioned,

(Woodward governor)

- falling oil pressure in the

gover-nor, (Woodward governor)

- lack of control air pressure

(Woodward governor),

- sluggishness in the regulating

gear

- firing failure.

See also point 28 in the "STARTING

DIFF ICUL TIES" table, earl ier in this

Chapter.

For st arting and running the engine

wIt"' disef1gaged governor, change over

to EMERGENCY RUNNING.

44

5 HOW TO PUT TURBOCHARGER OUT OF OPERATION

6 MALFUNCTION OF THE MAIN AUXILIARY BLOWER MOTOR 704.10

PLATE

52

704.01-268 FIRE IN SCAVENGE AIR BOX

cause smoke, sparks, and even fI ames, to be blown

If flakes of burning or glowing car- out when the respective scavenge boxbon deposits drop into the oil sludge drain cock is opened - therefore keep

at the bottom of the scavenge sir clesr of the line of ejection.box, this sludge can be ignited and,

if very combustible material is found A monitoring device in the scavengehere, serious damage can be done to air space gives an alarm at abnormalthe piston rod and the scavenge air temperature increase.

box walls.

Ignition of carbon deposits in the J HEASWES TO BE TAKEN scavenge alr box can be caused by -

Owing to the possible risk of a

- prolonged blow-by, crankcase explosion, do not stand

near the relief valves - flames can

- "slow combustion" in the cyl- suddenly be violently emitted.

inde r , oWlng to incorrect zation, or "misaligned" fuel 1) Reduce speed to SLOW and ask

2) When the engine has stopped,

- "blow-back" through the scavenge switch-off the auxiliary blowers.air ports, owing to an incorrect- J) Stop the fuel oil supply.

ly adjusted exhaust cam disc or 4) Put the scavenge air box fire large resistance in the exhaust extinguishing equipment into func-

To keep the exhaust resistance low, Do not open the scavenqe air box orheavy deposlts must not be allowed to crankcase before the site of the firecollect on protective grat ings, has cooled down to under 100 0 C. Whennozzle rings and turbine blades, and openinq, keep clear of possible freshthe back pressure after the turbo- spurts of flame.

chargers must not exceed J50 mm WC.

5) Remove dry deposits and sludge from all the scavenge air boxes.

2 WARNINGS Of FIRE

6) Clean the respective piston rods

A fire in the scavenge box manlfests and cyl inder, liners, and inspect

ment, and whether distorted If in

align an increase in the exhaust tempe- order, coat with oil.

rature of the affected cylinder, Repeat the checking while the

engine is being turned (cooling

- the turbochargers may surge, oil and water on).

Inspect the stuffing box and

bot smoke from the turbocharger au tom of scavenge box for possible

- the scavenge air box being noti- 7) If a piston caused the flre, and

at once, take the precautIons

If the fire is violent, smoky exhausl referred to In Chapter 70J and decreasing engine revolutions may cult ies when Running", Poinl 7

"Supplementary ment.s"

com-53

IGNITION IN CRANKCASE

polluted by abrasive particles).

When the engine is running, the air

1n the crankcase contains the aame For these reasons, it is very

im-types of gas (N2-02-COZ) in the same port ant to:

proportions as the ambient air, but

there is also a heavy shower of coar- - pur1fy the oil correctly,

se oil droplets being flung around

control analyses (see Chapter 708),

If abnormal friction occurs between

the sliding surfaces, or heat 1S - ensure that the filter gauze is

otherwise transmitted to the crank- maintaIned intact.

case (for instance from a scavenge

air fire via the pIston rod/stuffing Due to the

high frictional speed box) , the heated surfaces "hot spot" of the thrust bear ing, special

can cause the all fallIng on them to care has been taken to ensure the

When the oil vapour condenses again,

countless minute droplets are formed Monitoring equipment is arranged

which are suspended in the air, I.e. to gl ve an alarm in cases of

low

a milky-white oil mist develops, circulating oil pressure and/or

which is able to feed and propagate a high temperature. Keep thIS

equlp-flame if ignition occurs The igni- ment In tip-top condItion.

tion can be caused by the same "hot

spot" which caused the oil mIst. Feel over moving parts (by hand or

with a "thermo-feel") at sUItable

If a large amount of oil mist has de- intervals (15-30 minutes

after vel oped before Ignition, the burnIng st arting, one hour later, and

can cause a tremendous rise of pres- agaIn at full load, (see

Chapter sure In the crankcase (explosion) , 703, "Checks during Starting and

which forces a momentary opening of Running", Check 9 "Feel-over

Se-the relief valves In isolated cases, quence").

when the entIre crankcase has

presum-ably been full of oil mIst, the con- Check A1, Chapter 702,

1S sti 11

sequential explosIon has blown off the best safeguard against "hot

the crankcase doors and set fue to spot s" when start ing up after

movIng parts, and should never be

8 Oil Mist in Crankcase NB: S1milar explosions can also occur

in the chain casing and scavenge air Warning of oil mist formation in

box.

the crankcase will be given by the

"011 Mist Detector" which

succes-A WHot Spots" in Crankcase si vely sampl es air from

each crankcase compartment.

Well-maintained beanngs only

overheat 1 I' the 011 supply I'ai 1 s, The detect or wi11 gi ve an al arm at

or If the bearing journal surfaces a mlst concentration of 2-5% of

become too rough (owIng to the the inflammable quantity, so there

lubricating oil becomlng corra- lS ample Ume to stop the engine

before ignition of the oil mist can take place.

54

The presence of oil mist should Look for squeezed-out bearing also be detectable at the vent metal, and diacolouration caused pipe WhICh ia usually fitted on by heat (blistered paint, burnt top of the chain casing oil, oxidized steel).

9) Prevent further "hot spot s" by

2 MEASURES TO 8[ TAKEN wtEN OIL preferably making a permanent

Do not stand near crankcase doors or Ensure that the respective relief valves - nor in corridors near ing surfaces are in good condi- doors to the engine room casinq tion.

slid-Take special care to check that 1) Reduce speed to SLOW and ask the circulating oil supply is in bridge for permission to stop order.

2) When engine has stopped, close the 10) Start the circulating oil pump

the turning gear.

3) Stop the auxiliary blowers.

Check the oil flow from all 4) Open the skylight(s) and/or ings and spray pipes in the

bear-"stores hatch" crankcase, chaincase and thrust

bearing (Check A1, Chapter 702) 5) Leave the engine room.

Check for possIble 1 eakages from 6) Lock the casing doors and keep pistons or piston rods.

away from them.

11) Start the engine.

7) Prepare the fire-fighting equ1 p- Stop and feel over.

Do not open the crankcase until at Especially feel over (by hand or least 20 minutes after stoppinq the with a "thermo-feel") the sliding engine When opening up, keep clear surfaces which caused the over-

of possible spurts of flame Do not heat ing, 15-30 minutes after use naked liqhts and do not smoke starting, one hour later, and

again when the engine has reached 7) Stop the circulating oil pump full load) • See Chapt er 703, Take off/open all the lowermost "Checks dLjring Starting and Run- doors on one side of the crank- ning", Check 9, "Feel-over Se- case Cut off the starting air, quence".

and engage the turning gear.

12) In cases where it has not been B) Locate the "hot spot" possible to locate the "hot Use powerful lamps from the start spot", the procedure according to

Point 8 above should be repeated reel over, by hand or with a and intensified until the cause

"thermo-feel", all the slid ing of the oil mist has been found surfaces (bearings, thrust bear- and remedIed.

ing, piston rods, stuffing boxes, crossheads, telescopic pipes, There 1S at possIbilIty that the chains, vibration dampers, moment oil mist is due to "atomIzation" compensators, etc.) of the circulating oil, caused by See also point 1Z a jet of air/gas, e.g by combi-

nation of the following:

55

- Piston cooling 011 leakages

combined with plston rIng

blow-by.

- Stuffing box leakages (not

air tight).

- Blow-by through a cracked

piston crown or piston rod

(with direct connection to

crankcase via the cooling oil

outlet pipe).

- An oil mist could also

devel-op as a result of heat from a

scavenge fire being

transmit-ted down the piston rod and

frame box or via the stuffing

box Hot air jet.s or flames

could also have passed

t.hrough t.he st.uffing box int.o

t.he crankcase.

56

704.05-268 TURBOCHARGER SURGING

1 GENERAL All cases of t.urbocharger surging (st.al- 2 •• Scavenge Air SY8t~

ling) can be divided into three main

cat-cher, and/or ducts

1 Restriction in t.he air/gas system. - Stopped water circulation to

2 Malfunction in the fuel system. cooler

3 Rapid variations in engine load. - Coke in scavenge ports

- Too high receiver tempersture However, for convenience, the points In

the "check 1 ists" below are grouped 2.5 Miscellaneous according to specific engine systems.

- Hunting governor

- Rapid changes in engine load.

b) during manoeuvring

- Low circulating or supply pump c) at shut downs/slow downs

- Air in fuel oil e) due to "propeller racing"

in

- Low preheating temperature

- Defective suction valve

- Sticking fuel pump plunger 3 COUNTERMEASURES

- StIcking fuel valve spindle

- Damaged fuel valve nozzle A few "shots" of surging will always

- Defect In back-pressure valve in fuel occur during normal operation,

during low load operation, is harmless 2.2 Exhaust Syst~

However, continuous surging should be

- Exhaust valve not opening correctly avoided as there is a risk of

damag Damaged or blocked protective grating ing the rotor, especially

the

The reason should be

- Increased back pressure after T.Ch. found and remedied at

the first

- Pressure pulsations after T.Ch. opportunity.

- Pressure pulsations in exhaust

off from the

- Damaged compensator before T Ch. valve at the top of the air receiver

can counteract the surging, but the

will increase and must not exceed the allowable

- Fouled or damaged turbine side values.

- Fouled or oamaged compressor side

- Fouled alr filter boxes

- Damaged silencer

•

- Bearing faIlure

57

RUNNING WITH CYLINDERS, TURBOCHARGER OR AUXILIARY BLOWER

OUT Of OPERATION

1 GENERAL

The engine is designed and balanced air receiver The Increased

tempe-to run with all cylinders as well as rature level caused by this must

the turbocharger working If s break- be compensated for by a reduction

down occurs which disables one or of the engine revolutions, until

more cylinders, or the turbocharger, the exhaust temperatures are in

repair should preferably be carried sccordance with the values stated

If this is not possible, the engine 4 When cylinders are put out of

ope-can be operated with one or more ration, governor hunting will

cylinders or turbocharger cut out, occur When this happens, the fuel

but with reduced speed owing to the pLmp index must be limit ed by

case of an electronic governor, by

1 As, in such cases, the air supply operating the governor on "index

is no longer optimal, the thermal control".

load will be higher.

5 With one or more cylinders out of Therefore, depending upon the ac- operation, torsional vibrations,

tual circumstances, the engine as well as other mechanical

vibra-will have to be operated according tlons, may occur at certain engIne

to the restrictions mentioned speeds.

under main points 4 and 5 further

on in this Section Should unusual noise or extreme

vIbrations occur at the chosen Note that the exhaust temperatures speed, this speed must be further

can sometimes be high at about reduced.

30-40% load, which it can be

ne-cessary to avoid Because the engine is no longer in

balance, increased stresses occur

2 Pressure pulsations may occur in In crankshaft, chain and camshaft.

the scavenge and exhaust recei- However, if abnormal vibrations do

vers, which can give a reduced air not occur, the engine can usually

supply to any one of the cylin- be run for a short period (for

ders, consequentl y causIng the instance some days) without

suf-respective exhaust temperatures to fering damage.

increase.

If the enqine is to be run for a The fuel pLmp index for these cyl- prolonged period with cylinders

inders must therefore be reduced out of operation, the enqine

to keep the exhaust temperatures builder should always be contacted

(after valves) below the value in order to obtain advice

concern-stated In Chapter 701 However, inq recommended r/min ranqes.

see "Note" under point 1 above.

3 Since the turbocharger wi.ll be When only the fuel for the respective

workIng outside 1he no rmal range, cylinders is cut off, and the

start-surging may occur Ing air connections remain intact,

the engine is fully manoeuvrable.

This can generally be remedIed by

"blowIng off" from the scavenge

58

704.07-26B

In cases where the starting air sup- Procedure:

ply has to be cut off to some cyl- Cut out the fuel pump by lifting inders, start1ng in all crankshaft and securing the roller guide positIons cannot always be expected.

Note: Piston cooling oil and

cyl-If the engine does not turn on start- inder cooling water must not be ing air in a certain crankshaft posi- cut off.

tion, it must immediately be started for s short period in the opposite B CoIIbustion and cDllprsssion cut direction, after which reversal is to out Piston still working in cyl-

be made to the required direction of inder rotation.

Reasons:

Should this not give the desired -T-h-i-s-m-e ssure is permitted in an resul t, It will be necessary to turn emergency where, for instance, the engine to a better starting posi- water is leaking into the cylin- tion, by means of the turning gear der from the cooling jacket/liner Remember to cut off the starting air or cylinder cover.

before turning, and to open the

as possible be superseded by the precautions mentioned under D or

2 HOW TO PUT CYLINDERS OUT Of E.

OPERATION (Plate 70401)

Procedure:

The following points (A-E) describe 5 1) Cut out the fuel pLmp by li ftlng different "methods" of putting a and securing the roller guide single cylinder out of operatIon.

2) Put the exhaust val ve out of The extent of the work to be carrIed tlon and lock it in open position out depends, of course, on t.he nat.ure

block the actuator oil pipe.

NB In cases where crosshead and crankpin bearIng are operati ve, 3) Blank-off the cooling water inlet the oil inl et t.o the crosshead for the cylinder.

must not be blanked-off , as the bearings are lubricated through 4) Dismantle the starting air pipe,

the control air pipe, for the

per-A summary of the various cases is taining cylinder.

given on Plate 70401.

5) When operating in this manner, the

A Co~stion cut out Piston and r/min level should not exceed 55% exhaust valve gear still working of MCR revolutions.

CoIIpression on

Note: The joints in the crosshead

-P-r-e-I-i-m-inar y measure in the event t.hat, for a short time, will accept

of, for inst ance: blow-by at the loads at full rpm without piston rings or exhaust valve; pressIon in the cylinder However, to bearing failures which necessitate avoid unnecessary ~ear and pitting at reduction of bearing load; faul t s the JOInt faces, 1t is recommended

com-in the injection system that, when running a unit

continuous-59

ly with the compression cut-out, the }) Dismantle the starting air pipe

engine rpm is reduced to »% of MCR and blank off the maw pipe and

revolutions, which ia normally suffi- the control air pipe for the

per-cient to manoeuvre the vessel taining cylinder

During manoeuvrea, if found neces- 4) Dismantle piston and piaton rod

aary, the engine rpm can be raised to with stuffing box (Procedure

80% of MCR revolutions for s short 902-2 in Volume 11) Blank off the

period, for example 1> minutes stuffing box opening with two > mm

plstes (one in the scavenge sirUnder these circumstances, in order box snd one in the crankcase se-

to ensure that the engine rpm is kept cured by a through bolt) Blank

within a safe upper limit, the over- off the oil inlet and outlet holes

speed level of the engine must be wIth a > mm square plate matching

lowered to 83% of MCR revolutions the face for the piston rod on the

crosshead The plate is to be

C eo.bustion cut out Exhaust valve fixed with 4 off M18 screws with a

closed Piston still working in shank lenght of 120-no mm The

or locking plates

Reasons:

-Th-~-'s-m-easure may be used if, for Note: If the cooling oil outlet is

instance, the exhaust valve or the -d-i-sm-antledfrom the crosshead, the

actuating gear is defective hole that is then uncovered must

be blanked in order to ensure the

bear-1) Cut out the fuel pump by lifting ings and crankpin bearings

and securing the roller guide

(See Volume II, Procedure 909-» » Put the cylinder lubricator for

the pertaining cylinder out of2) Put the exhaust valve out of ac- operatlOn

tion (See Volume II, Chapter

908-» so that the valve remains clo- Trouble:

sed (lift the guide or stop-t-h-e For instance, serious defects in

-o-i-lsupply and remove the hydrau- pIston, piston rod or cylinder

Note: The cylinder cooling water E Piston, piston rod, crosshead,

-a-n-d-pistoncooling oil must not be and connecting rod dismantled

cut out

1) Cut out the fuel pump by lifting

D Piston and piston rod dismantled and locking the roller guide

Connecting rod and crosshead (Procedure 909-> in Volume II)

still working

2) Put the exhaust valve out of 1) Cut out the fuel pump by lifting tion so that the valve remains

ac-and fixing the roller guide closed (Procedure 909-5 in Volume

(Procedure 909-5 in Volume II) II)

2) Put the exhaust valve out of ac- 3) Dismantle the starting an pipe

tion (Procedure 909-5 in Volume and blank off the main pipe and

II) so that the valve remains the control all'pIpe for the

60

704.09-26B

4) DIsmantle piston with piston rod Total No of % r/min % Loadand stuffing box, crosshead, con- Cylinders (of MCR) (of MCR)necting rod and crankpin bearing

» Blank off the oil inlet from the For a CP-propeller, the same valuestelescopic pipe apply when running according to the

design pitch This will be the case6) Put the cylinder lubricator out of with normal combinator curves.operation

In cases where IIOre than one

For instance, serious defects in ~ that the engine builder ispiston, piston rod, cylinder contacted

cover, crosshead and bearings

(This method is also used if lack 5 HOW TO PUT TURBOCHARGER OUT OF

of spare parts makes it necessary OPERAnON

to repair the defective partsduring the voyage) (See also special instruction book

for the turbocharger)

J. STARTING AFTER PUTTING CYLINDERSOUT OF OPERATION If heavy vibrations, bearing failure,

or other troubles occur in the After carrying out any of the proce- charger, preliminary measures can bedures described under points B, C, D, taken in one of the following ways.and E, it is, before starting, abso-

turbo-1utely necessary to check the oil A If the ship ~st be instantlyflow through the bearings, and the anoeuvrable:

tightness of blanked-off openings

Reduce the load until the After 10 minutes' running, and again tions cease

vibra-after one hour, the crankcase must beopened for checking: B If the ship ~st be instantly

.anoeuvrable but the

- the temporarily secured parts, reduced load:

- the oil flow t.hrough bearings,

- t.he tightness of blanked-off 1 A short stop will be necessary

t.hetur-bocharger is locked

4 RUNNING WITH ONE CYLINDER CUT OUT (See turbocharger inst.ruction

book)•

If only one cylinder is cut out, it

is often possIble to run the engine Load restrictionswith the max Pi corresponding to 90%

of MCR, on the working cylinders In As the engine is "running on the such cases, the followIng r/min and liary blower alone, the load is re-shaft powers may be obt.ained for a stricted to max 1>% of MCR powerfixed propeller corresponding to 53% of MCR revolu-

auXl-tions

61

Note:

If the aux blower is out of action

at the same time, the load has to be

decreased to about 10% The exhaust

temperature must not exceed 4000(.

Please Note:

This limit for the exhaust

tempera-ture at emergency running is an

ave-rage value for the whole load range

If emergency running has to take

place for a long period, the engine

builder will in each specific case be

able to give further information

about loading possibilities and

tem-perature levels

The exhaust temperatures, however,

are not to exceed the value stated in

Section 701

6 MALFUNCTION OF THE MAIN AUXILIARY

BLOWER ICHOR

In case of malfunction of the

elec-trical main auxiliary blower motor,

the emergency auxiliary blower motor

PUllING CYLINDERS OUt OF ACtION PLAtE 70401-26

FUEL AND FUEL TREATHENT

CONTENTS

PAGEFUEL OIL

1 DIESEL OIL

705.01

2 HEAVY OIL

705.01

3 GUIDING FUEL OIL SPECIFICATION 705.01

PRESSURIZ£O FUEL OIL SYSTEM

1 SYSTEM LAYOUT

705.03

2 FUEL OIL PRESSURE

705.04FUEL TREATHENT

3.1 Precaution

705.073.2 Fuel Preheating when in Port 705.07

4.2 Starting after Staying in Port 705.07

PLATES

Centrifuge Flow Rate and Separation Temperature 70503

64

If fuel oils with analysis data

ex-ceeding the above figures are to be

used, especially with regard to

vis-coaity and apecific gravity, the

engine builder should be contacted

for advice regarding possible fuel

oil system changes.

On account of the relatively low

com-mercial availability of the

above-mentioned residuals, onl y Jimi ted

service experience has been

accumu-lated on fuels with data exceeding

Therefore, in the case of fuels with

analysis data exceeding these

fig-ures, a close watch should be kept on

engine performance.

PRESSURIZED rUEL OIL SYSTEM

1 SYSTEM LAYOUT

oil through the fuel pumps, housings The system is normally arranged such and fuel valves at all loads (includ- that both diesel oil and heavy fuel ing atopped engine), an orifice plate oil can be used as fuel is mounted in the fuel pump at the

outlet.

From the bunker tanks, the oil IS pumped to an intermediate tank, from In addition, a spring-loaded by-pass which the centrifuges can deliver it valve is fitted, which functions as

to the respective service tanks an overflow between the fuel oil ("day-tank") let and the fuel oil return, thus en-

in-suring a constant pressure in the

To obtaIn the most effIcient clean- fuel oil inlet line.

ing, the centrifuges are equipped with preheaters, so that the oil can By means of the "built-in" circula-

be preheated to about 95-98 0 C (re- lion of preheated fuel oil, the fuel garding the cleaning, see "Fuel pumps and fuel valves can be main- Treatment" in this Chapter) tained at service temperature, also

while the engine is stopped.

From the particular service tank in Consequently, it is not necessary to operation, the oi 1 is led to one of change to diesel oil when entering the two electrically driven supply harbour, provided that the circula- pumps, which deliver the 011, under a ting pump is kept running.

pressure of about 4 bar (possibly through a meter), to the low pressure During harbour stays the supply pump side of the fuel oil system is stopped.

The oil is thereafter drawn to one of If, during long standstill periods, two electncally driven circulating it is necessary to stop the circula- pumps, which passes it through the ting pump, the fuel oil system must preheater, the viscosity regulator first be emptied of the heavy oil (if fitted), the filter, and on to

the fuel injection pumps This IS carried out by:

The return 011 from the fuel valves - either changing to diesel oil in and pumps is led back, VIa the stand due time before the engine is pIpe, to the suctIon side of the Clr- stopped,

pumping the heavy oil back to the Drain 011 from the fuel pump, Plate service tank, through the change-

70501, is led to drain pipe AF If it over valve mounted at the top of

IS desHed to measure the fuel oil the stand pipe In this case, consumptlOn, thIS drain amount must fore stopping the circulating also be measured as this oil has pas- pump, remember to turn the change- sed the flowmeter but has not been over valve back to its normal po- consumed by the engine sition, so that the heavy oil in

be-the stand pipe is mixed with the

In order to maintain a constant pres- diesel oil.

sure In the main lIne at the inlet to the fuel pumps, lhe capacIty and de- As regards fuel oil change-over, see livery rale of lhe clrcul at ing pump further on in this Chapter.

exceeds lhe amounl of fuel consumed

by lhe engIne.

67

2 FUl OILPRESSURE

6 Fuel Line: Regulate the fuel oilpressure by means of the spri~-Adjustment of the fuel oil pressure, loaded by-pass valve between

thewith stopped engine, is carried out inlet end outlet pipes on the

Adjust the by-pass valve

80 that the pressure in the main

1 Adjust the valves in the system as

inlet pipe is minimum 7 bar

for normal runni~, thus

permit-ti~ fuel oil circulation

7 With the engine running, the sure will fall a little and must

pres-2 Start the supply and circulating therefore be re-adjusted to the

pumps, and check that the fuel oil desired value at foCR.

is circulating

3 Supply Pumps: Adjust the

spring-loaded safety valve (at supply

pump No.1) to open at the maximum

working pressure of the pump, but

not below 4 bar

Make the adjustment gradually,

while slowly closi~ and opening

the valve in the discharge line,

unt il the pressure, with closed

valve, has the above-mentioned

value

Carry out the same adjustment with

supply pump No.2

4 Regulate the fuel oil pressure, by

be-tween the supply pump's discharge

and suction lines Adjust so that

the pressure in the low pressure

part of the fuel system is 4 bar

5 Circulatinq Pumps: Adjust the

spring-loaded by-pass valve (at

circulating pump No.1) to open at

the maximum working pressure of

the pump, but not below 6 bar

Make the adjustment graduall y,

while slowly closing and opening a

valve in the pressure line, unti I

the pressure, with closed valve,

has the above-mentioned value

Carry out the same adjustment with

circulating pump No.2

68

705.05-26FlEl 1R£AH£NT

1 Q.EANltl:

it is ofthe utmost importance to:

Fuel oils are always contaminsted andmust therefore, before use, be thor- a) operate the centrifuge with as lowoughly cleaned for solid as well as a fuel oil viscosity as possible.liquid contaminants

b) allow the fuel oil to remain inThe sol id contaminants are mainl y the centrifuge bowl for as lo~ asrust, sand and refinery catalysts; possible.

the main liquid contaminant is water,

- i.e either fresh or salt water Re a)

-T-h-e-optimum(low) viscosity, is These impurities can: tained by running the centrifuge pre-

ob-heater at the maximum temperature

re cause damage to fuel pumps and commended for the fuel concerned.fuel valves

- result in increased cylinder linerwear

- be detrimental to exhaust valveseatings

- give increased fouling of gaswaysand turbocharger blades The centri fuge should operate for 24

hours a day except during necessary

at the separation temperature In ad- tion.

dit ion, the fuel oil viscosity (atseparation temp.) and flow rate, are The ideal "through-P!Jt" should thusalso influencing factors correspond to the normal amount of

fuel required by the engine, plus theThe ability to separate abrasive par- amount of fuel consumed during pe-ticles depends upon the size and spe- riods when the centrifuge is stoppedcific weight of the smallest impuri- for cleaning

ties that are to be removed; and inpart icular on the fuel oil viscosity For efficient removal of water, the(at separation temp.) and flow rate correct choice of gravity disc is ofthrough the centrifuge spec ial import ance. The centrifuge

manual states the disc which should

We recommend the capac itY of the in- be chosen, conespondi~ to thestall ed centrifuges to be at least specific gravity of • the fuel inaccording to the maker's instruc- question

tions

69

Series or Parallel Operation

As a supplement only (to the

centri-lt is normal practice to have at fuges) , a fine filter may be

instal-least two cent r i f uges avai lable for led, to remove possible contaminants

fuel cleaning. pr esent in the fuel after centr i

fug-ing.

Results from experimental work on the

centrifuge treatment of today's

resi-dual fuel qualit ies have shown that 2. n.u OIL stABILITY

the best cleaning effect,

particu-larly in regard to removal of cataly- Fuel oils of today are produced on

tic fines, is achieved when the cen- the basis of widely varying crude

trifuges are ope r at ed in series, oils and refinery processes.

Practi-i.e in purifier/clarifier mode. cal experience has shown that, due to

incompatibility, certain fuel types This recommendation is valid for con- may occasionally tend to be unstable

ventional centrifuges For more mo- when mixed.

dern types, suitable for treating As a consequence, fuel mixing should

fuels with densities higher than 991 be avoided to the widest possible

kg/m3 at 1~OC, it is recommended to extent. (See al so "Fuel change-over",

follow the maker's specific instruc- point 4.3).

tions.

A mixture of incompatible fuels, in

I f the installed centrifuge capacity the bottom tanks and the settling

is on the low side (reI ative to the tanks, may lead to stratification,

specific viscosity of the fuel oil in and also result in rather la rge

question), and if more than one cen- amounts of sludge being taken out by

trifuge is available, parallel opera- the centrifuges, in some cases even

_t_i_on_ may be considered in order to causing centrifuge blocking.

obtain a lower flow rate However,

in view of the above recommendations, Stratification can also take place in

serious considerations should be the se rv ice tank, leading to a

fJuc-given to the possible advantages of tuating preheating temperature, when

installing new equipment, in accord- this is controlled by a viscorator.

ance with today' s fuel qualities and

flow recommendations. Service tank stratification can be

count e r act ed by recircul ating the

As regards the determination/checking contents of the tank through the

cen-of the centrifuging capacity, we trifuge. This will have to be carried

generally advise that the recommenda- out at the expense of the previously

tions of the centrifuge maker are mentioned benefits of low centrifuge

followed, but the curves shown on flow rate.

Plate 70503 can be used as a

guid-ance.

3 PREHEAT III; I£fORE INJECTl~

1 3 tto.Jgenisers

In order to ensure co r reet

atomiza-As a supplement only to the centri- tion, the fuel oil has to be

pre-fuges, a homogeniser may be installed heated before injection.

in the fuel oil system, to homogenise

poss ib 1e wate rand sl udge sti 11 pre- The necessary preheatIng tempe rature

sent in the fuel after centrifuging. is dependent upon the speclfic

visco-sity of the oil in quest ion.

70

1nadequate preheat ing (i.e too high In thia connect ion, CBUtion •.•st be

chsnging from heavy fuel to diesel

- will influence combustion, oil Under these circu •• tances

exces-sive hesting of the pipe a lilY reduce

- .ay cause increased cylinder wear the viscosity too IlUch, Which will (liners and rings), invol ve the risk of the fuel pumps

running hot, and resulting plunger

- msy be detrimentsl to exhaust scuffing (See point 4.3).

val ve aeatings,

3.2 fuel Preheating "'e"in Port

- may result in too high inject ion pressures, leading to excessive During engine standstill, the circu- mechanical stresses in the fuel lation of preheated fuel oil does not

is recommended for injection Thus,

I n most installations, preheating is in order to save energy, the carried out by means of steam, and ing temperature may be lowered BOme the resultant viacosity is measured 200[, giving a viscosity of about 30

preheat-by a viscosity regulator (viscora- cSt.

tor) , which also controls the steam

injec-tion, the temperature should be Depending upon the viscosity/tempera- raised to the recommended service ture relationship, and the viscosity value, about 30 minutes before start- index of the fuel oil, an outlet tem- ing up.

perature of up to 1500[ will be cessary This is illustrated in the diagram on Plate 70504, which indi- 4 OTHERIJ>ERAlI~l ASPECTS cates the expected preheating tempe-

ne-rature as a function of the fuel oil 4.1 Circulating Puap Pressure viscosity.

The pump pressure measured on the Recommended viscosity meter setting engine (at fuel pump level) should be

pump pressure of up to 10 bar This However, experience from service has maintains a pressure margin against shown that the viscosity of the fuel, gasification and cav it ation in the before the fuel pump, is not a too fuel system, even at 150OC.

strict parameter, for which reason we allow a viscosity of up to 20 cSt The supply pump may be stopped when after the preheater the engine is not in operation See

Plate 70501.

In order to avoid too rapid fouling

of the preheater, a temperature of 4.2 Starting after Staying in Port 1500C should not be exceeded.

If the engine has been stopped on

per-mits pumping at reduced temperature,

To maintain the necessary viscosity, the circulat ion should be commenced, engines arranged for operation on 700 with the elect r ical aupply and cir- cSt/50OC oil are provided with steam culating pumps, aboue one hour before heating tubes enclosing (tracing) the starting the engine.

supply pipes to the fuel pumps.

71

Simultaneousl y, the preheat ing and - a docking,

viscosity regulation should be made - more than 5 days' stop,

operative, 80 as to obtain the work- - a major repair of the fuel oil

4.' fuel chenge-over Another reason is where environmental

legislation requires the use of (See also "Pressurized fuel oil sulphur fuels

low-system" earlier in this Chspter)

A Change-over from Diesel Oil to

The engine is equipped with uncooled, Heavy fuel during Running

"sll-symmetrical", light weight fuel

valves - with built-in fuel circula- To protect the inject ion equipment

tion This automatic circulation of against rapid tempersture changes,

the preheated fuel (through the high- which may cause sticking/scuffing of

pressure pipes and the fuel valves) the fuel valves and of the fuel pump

during engine standstill , is the plungers and suction valves, the

background for our recommending change-over is carried out as follows

constant operation on heavy fuel (manually) :

In addition, there is a latent risk first, ensure that the heav y oil in

of diesel oils and heavy fuels of the serv ice tank is at normal

tempe-marginal quality forming incompatible rature level.

blends during fuel change over

Reduce the engine load to 3/4 of Such blends, as well as too rapid mal Then, by means of the thermosta-

nor-temperature changes, can evoke tic valve in the steam system, or by

problems such as: manual control of the viscosity

regu-lator, the diesel oil is heated to

- fuel pump and injector sticking/ 60-80oC. This preheating should be

- poor combustion, of about 20e per minute

- fouling of the gasways

Due to the above-mentioned risk ofTherefore, the engine should at all sticking/scuffing of the fuel injec-

times and at all loads be operated on lion equipment, the temperature of

heavy fuel oil, thus benefit ting from the heavy fuel oil in the serv ice

the much more attractive prices of tank must not be more than 250e

the system (60-800C) at the time ofHowever, in special circumstances, change-over

change-over to diesel oil can become

necessary - and this can be performed Note: The diesel oil viscosity should

at any time, even when the engine is not drop below 2 cSt, as this might

Such a change can be necessitated if, for some light diesel oils (gas oil),

for instance, the vessel is expected this will limit the upper temperature

to have a prolonged inacti ve period to somewhat below 80oC

with cold engine, i.e due to:

72

When 60-80oe has been reached, thechange to heavy oil is performed byturning the change-over cock. Thetemperature rise is then continued at

a rate of about 20e per minute

B.Change-over from Heavy fuel toDiesel Oil during Running

To protect the fuel oil injectionequipment against rapid temperaturechanges, which may cause sticking/

scuffing of the fuel valves and ofthe fuel pump plungers and suctionvalves, the change-over to diesel oil

is performed as follows (manually):

Cut off the steam supply to the heater Reduce the engine load to 3/4

pre-of normal, and change to diesel oilwhen the temperature of the heavyoil in the preheater has dropped toabout 250e above the temperature inthe diesel oil service tank, however,not below 750e. If the diesel oilservice tank temperature is lowerthan 50oC, or, if after the change-

over, the temperature (at the heater) suddenly drops considerably,the transition must be moderated by:

pre supplying a little steam to thepreheater, which now containsdiesel oil

- or, in the case of very colddiesel oil, by raising the dieseloil temperature a little beforechange-over (if possible)

705.09-26

1 (2)PERfORMANCE EVALUATION AND GENERAL OPERATION

2 OBSERVATIONS DURING OPERATION

2.1 Cooling Water and Lubricating

Oil Pressures and Temperatures 706.022.2 Engine Performance parameters 706.02

3 EVALUATION Of RECORDS - ENGINE SYNOPSIS 706.02

Chart 2 Estimated Effective Mean Pressure 706.03Chart 3 Engine Revolutions (n) 706.03Chart 4 Average fuel Pump Index 706.03Chart 5 Maximum Pressure (Pmax) 706.04Chart 6 Exhaust Temperature (texhv) 706.046.1 Increased Temperature Level -

6.2 Total Evaluation of Maximum

Permissible Exhaust Temp 706.07Chart 7 Compression Pressure (Pcomp) 706.08Chart 8-10 Scavenge Air Pressure

Chart 11 Temperature Difference

Chart 12 Increase of Cooling Water

Chart 13 Pressure Drop

Chart 14 Pressure Drop across

Turbocharger Air filter •