Man b&w Manual

INSTRUCTIONS FOR

L-MC/MCE ENGINES

Edition 7

INSTRUCTIONS FOR WIN ENGINE

TYPE L-MC/tCE

The purpose of this book is to provide general information about thedesign and maintenance of BiW 2-stroke crosshead engines.

The contents have been prepared on the basis of engine type L60MC/MCE,but the book should not be taken to apply to any specific engine, andsome alternative designs have been included.

All references to this book should include title, edition No., andpossibly page No.

Example: Instructions for L-MC/MCE Type Engines,edition 7, page 901.01-22.

This book is subject to copyright protection. The book must not,either wholly or partly, be copied, reproduced, made public or in anyother way made available to a third party without the written consentto this effect from M.A.N.-B&W Diesel A/S.

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

Stamholmen 161 . DK-2650 Hvidovre - Copenhagen . DenmarkCables: bwdiesel . Telex: 16573 bumei dk . Telephone: +45 1 492501

L50MC/MCEL60HC/MCEL70MC/MCEL80MC/HCEL90MC/HCE

CHECKING MO MAINTENANCE PROGRAMMEand list of working procedures

900-1Edition 17Page 1 (8)

The Checking and Maintenance Programmeindicates the intervals at which it isdeemed appropriate to inspect the indi-vidual components of the engine and tocarry out overhauls, if necessary, basedon the engine condition or on time cri-teria.

The procedures contained in the instruc-tion book are arranged in a logicalorder, and the following Checking andMaintenance Programme can be used as atable of contents.

The stated "Normal hours of service" areonly to be used as a guidance, as diffe-rence in the actual service conditions,the quality of the fuel oil, lubricatingoil, treatment of cooling water, etc.will decisively influence the actualservice results, and thus the intervalsbetween necessary overhauling..Design modifications may necessitate arevision of the instructions, and inthat case the revised instructions andchanged overhauling intervals, if any,will apply and supersede those origi-nally issued (see e.g. our ServiceLetters).

Under "Procedure" the word "Replacement"has been used also:

1. Where exchange to another ready-madespare part will shorten the stop timeof the main engine considerably, forinstance by mounting another pistoncomplete with piston rings and stuf-fing box.

2. Where overhaul and replacement to anew spare part is the same procedureas, for instance, inside inspectionof piston crown (procedure No.902-4.1).

Thus "Replacement" to a new spare partusually only takes place due to wear orpossible damage.

The procedures are divided into threecategories:

A. Condition checking procedures,marked under the heading "Normal hoursof service" by C, deal with the servicecondition of a number of engine compo-nents, and form the basis for estimatingwhether further overhauling is neces-sary. In a number of cases the conditionchecking procedures refer to Volume 1"OPERATION" in which more detailed de-scriptions and working procedures can befound.Where a procedure number is stated underthe heading "Related procedure", it willbe appropriate to carry out this proce-dure at the same time.

B. Condition-based overhauling proce-dures are those procedures which underthe heading "Normal hours of service"are marked by 0, and opposite which,under the heading "Overhaul to be basedon procedure No.", a procedure number isstated.This procedure number normally refers toone of the above condition checking pro-cedures which form the basis of theoverhaul. For this reason, the intervalsstated are for guidance only.Where several procedures are to be car-ried out on the same estimation basis,and these belong together with regard tothe work, this is stated under the head-ing "Related procedure".

C. Time-based overhauling procedures,also marked by 0 under the headings"Normal hours of service" or "Based onobservations", are the procedures wherean actual basis for estimation is lack-ing. It is recommended, therefore, tocarry out these procedures at the over-hauling intervals stated as a basis.

Where a symbol 0 or C is indicated underthe heading "Based on observations",this is due to the fact that specialservice conditions may make checking oroverhauling necessary beyond the actualprogramme.

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L50MC/HCE1 60HC/MCEL70MC/MCEL80HC/MCE1 QflMP/MFFNo.

901

-1-1.1-1.2

-2-2.1-2.2-2.3-2.4

-3

902

-1

-2

-2.1-2.2

-3

-4-4.1-A. 2-4.3

-5-5.1-5.2

903

-1

CHECKING AND MAINTENANCEPROGRAMME

* : See Vol. 1 Operation** : See special instructions

C : Check the conditionO: Overhaul to be carried oul

PROCEDURE

CYLINDER COVER

Replacement of cylinder coverDismantlingMounting

Replacement of values on cyl. coverFuel valveStarting valveExhaust valve .Safety valve (see 911-1)

Iverhaul of cylinder coyer

PISTON WITH RODAND STUFFING BOX

inspection of piston and ringsthrough scavenge ports

Replacement of piston complete withjiston rod stuffing boxDismantlingMounting

Checking of piston and piston rings

Dverhaul of pistonReplacement of sealing ringReplacement of cooling oil pipeReplacement of piston crown andpressure- test ing

Overhaul of piston rod stuffing boxRemoved from engineInside the engine

CYLINDER LINER flNDCYLINDER LUBRICATION

Inspection of cylinder conditionthrough scavenge ports(Remove sludge from scavenge boxand clean scavenge ports)

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I 9QMC/MCENo.

-2

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904

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PROCEDURE

;ylinder linerInspection , measuring and recondi-tioning of cylinder liner

ieplacement of cylinder liner/cooling jacketReplacement of cyl. liner, compl .Replacement of cooling jacket oncylinder linerTransportation of cylinder linerReplacement of cyl. liner withextremely low lifting height

Checking and adjustment of cylinderlubricators

CROSSHEAD WITH CONNECTING ROD

Check oil drain from crossheadHearings

Crosahead bearingsChecking of crasshead bearingclearanceInspection of crosshead journaland bearingsReplacement of ccossnead bearingshells

Checking and alignment ofreciprocating parts

Checking, inspection andreplacement of crankpinbearing

Dismantling/mounting of connectingrod

CRANKSHAFT, THRUST BEARINGAND TURNING GEAR

Checking deflection of crankshaft

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Page 3 (8)

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L50MC/MCEL60MC/MCEL70MC/MCEL80MC/MCEL90MC MCENo.

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CHECKING AND MAINTENANCEPP*"if PAMMFV rvwvj IWVI/VIC

* : See Vol . 1 Operation** : See special instructions

C : Check the conditionO: Overhaul to be carried out

PROCEDURE

)hecking and adjustment ofclearance in main bearings

Inspection of main bearings

Checking of clearance in thrustrearing

Replacement of thrust bearingsegments

Jalancing arrangement fore andaft (where used)

Checking and overhauling of AxialVibration Damper (where used)

MECHANICAL CONTROL GEAR

Checking of chain drive, guide-ways, bolt conn., and lubrication

Chain drive (main and 1" chains)Tightening and adjustingtension of the main chainsChecking and adjusting tension of1' chainDisassembling and assembling ofchains (main chains and 1"chains)

Inspection of running surfaces oncamsCheck tightening of bolts in cam-shaft flanges

Camshaft bearingsChecking clearance in camshaftbearingInspection of camshaft bearing

Check adjustment (timing) ofcontrol gear

Adjustment of camshaft because ofchain wearMoment compensator (where used)

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Page 4 (8)

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-2

-3

-4

-5

-6

-7

908

-1

-2

-3

-4

-5

-6

-7

CHECKING AND MAINTENANCE

* : See Vol . I Operation** : See special instructions

C : Check the conditionO: Overhaul to be carried out

PROCEDURE

STARTING AIR SYSTEM

.ubrication of all moving parts

Setting of starting airdistributor

inspection and overhaul of mainstarting valve (ball valve)

Iverhaul of starting air valve

Governor, exchange of oil

"unctional check of over-speeddevicerunctional check of speed-settingsystem (Engine with bridge-controlsystem)

EXHAUST VALVE

Overhaul and adaptation of high-pressure pipe

Overhaul of chamber type exhaustvalve with pneumatic piston

Checking, adjustment and over-hauling of hydraulic exhaustvalve actuator

Inspection of roller guides

Lifting of roller guide forexhaust valve

Emergency running with openexhaust valve

Checking exhaust cam adjustment

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Edition 17

Page 5 (8)

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901-2

901-2

908-5

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L60MC/MCEL70MC/MCEL80MC/MCEL90MC/MCENo.

909

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-1 .1-1.2

-2

-3-3.1

-3.2-3.3

-3.4

-4

-5

-6

-7

-8

910

-1

-2

-3

CHECKING AND MAINTENANCEPROGRAMME

* : See Vol . 1 Operation** : See special instructions

C : Check the conditionO: Overhaul to be carried out

PROCEDURE

FUEL OIL SYSTEM

Checking and adjustment offuel pump leadCheckingAdjustment

Adjustment of fuel pump cam

Jverhaul of fuel pumpReplacement of fuel pumpbarrel assemblyReplacement of sealing ringsOverhaul of suction valve andtop coverOverhaul of piston for 0-posi-tion of index rack

[nspection of fuel pump shockabsorber

.ifting gear for fuel pumproller guide

Overhaul of fuel valve(C means pressure test only)

Overhaul of fuel oil high-oressure pipe/distributor block

Overhaul of pneumatic reversingmechanism

Inspection of fuel pump rollerguide, see 908-4.

TURBOCHARGER SYSTEM

Replacement of filter elementsin turbocharger inlet

Overhaul of turbocharger

Inspection and overhaul ofprotective grating for turbo-charger gas inlet

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Paae 6 (8)

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901-2

901-1

*Jt3-)3JL50MC/MCE1 60MC/MCEL70MC/MCEL80MC/MCE190MQ/MCENo.

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911

-1

-2

-3

-4

-5

-6

-7

-8

912

-1

-2

-3

CHECKING AND MAINTENANCEPROGRAMME

* : See Vol . 1 Operation** : See special instructions

C : Check the conditionO: Overhaul to be carried out

PROCEDURE

Cleaning of turbine side of:urbocharger

Air CoolerCleaning of air coolerReplacement of air coalerelement

Replacement of non-return valve

Replacement of auxiliary blower

SAFETY EQUIPMENT

Safety valve setting

Relief valve, functional test

Functional test of alarm system forthrust bearing and slow-down/shutdown system

Checking and adjustment of pressuregauges

Checking and adjustment of thermo-meters

Checking and adjustment of thermo-stats

Checking and adjustment of pres-surestats

Checking and adjustment of turninggear switch

ASSEMBLY OF LARGE PARTS

Re-tightening of holding-downbolts, and end-chock bolts

Re-tightening of bolts forcylinder frame

Re-tightening of stay bolts

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-7

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CHECKING AND MAINTENANCEPPOC^RAKAKAFr l\\J vlv%lv\IY\c

* : See Vol . 1 Operation** : See special instructions

C : Check the conditionO: Overhaul to be carried out

PROCEDURE

GENERAL TOOLS

Application of hydraulic toolsLoosening of nutTightening of nutSubsequent checking of bolttighteningHydraulic tools - Maintenance

Hydraulic nut

Tightening with torque spanner

Tightening according to tighteninggauge

.ocking of screws and nuts

imergency procedure for dismountingthe hydraulic ring

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Edition 17

Page 8 (8)

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10

CYLINDER COVER

901.01-22

GENERAL

The cylinder cover is made of steeland has a central bore for the ex-haust valve, which is attached bymeans of four studs. The cover fur-thermore has bores for the fuel val-ves, which are resiliently mounted bymeans of sprinq housings with discsprings under the nuts of the studs.Other bores have been provided forstarting valve, starting air inlet,safety valve and indicator cock.

A ring is welded to the underside ofthe cylinder cover whereby a coolingspace K is formed.Another cooling water space is formedaround the exhaust valve seat, whenthe exhaust valve is mounted. Thesetwo spaces communicate through alarge number of obligue/radial cool-ing bores.

The cooling water is supplied fromthe upper part of the cooling jacketsurrounding the cylinder liner andpasses through water transitions andbores in the cover to the space K.From here the water is led throughthe cooling bores to the space aroundthe exhaust valve seat and continuesthrough the bores and water transi-tions to the exhaust valve and outletpipe.

HYDRAULIC RING FOR CYLINDER COVER

The cylinder cover is tightenedagainst the top of the cylinder linerby means of nuts and studs fitted inthe cylinder block. On top of thecylinder cover a steel ring is loca-ted incorporating a hydraulic tight-ening device for each of the coverattachment studs. The cylinders ofthe tightening devices are arrangedas bores in this ring, inter-connect-ed through drilled oil ducts. Eachcylinder is eguipped with a ring-shaped piston and two sealing rings.

The cylinder cover nuts each consistof an inner nut fitted on the coverstud and bearing against the pistonof the tightening device, and anouter ring-shaped nut suiting the ex-ternal thread of the inner nut. Theunderside of the outer ring-shapednut is spherical and bears against acorresponding spherical washer.

When tightening the cover, the innernut, and thus the piston of thetightening device, is screwed on withthe aid of a face spanner. When hy-draulic pressure is applied to thesystem, the piston of the tighteningdevice is pressed upwards resultingin the cover stud being slightlylengthened, following which the outerring-shaped nut can be screwed upwith a tommy bar. When the system isrelieved of hydraulic pressure, thetightening pressure is transmitted tothe outer nut, and on through thewasher to the cylinder cover.

A snap-on coupling for connection ofthe hydraulic high-pressure pump isfitted between two of the tighteningdevices at the manoeuvring side ofthe engine. Between the other devicesthere are bleed screws that are to beopened when filling or venting thesystem.

The hydraulic ring is attached to thecylinder cover by means of four eyescrews which are also used when lift-ing the cover. The ring proper can belifted by removing the eye screws andfitting larger eye screws that fit aninternal thread in the holes. How-ever, the ring is not usually to beseparated from the cylinder cover.

In an emergency situation, the nutscan also be loosened by means of aspecial spanner. However, thisspanner must never be used fortightening-up purposes.

1 1

PLATE 90101-34 CYLINDER COVER

L60MC/MCE

A - A

HYDRAULIC RING FOR CYLINDER COVER

L60MC/MCE

A-A

PLATE 90102-20

Notes

901-1 REPLACEMENT OFEdition 49 CYLINDER COVERData 1 (1)

SAFETY PRECAUTIONS

[ <3 Stopped engine^^1 Block the starting mechaniim^^1 Shut off starting air supply^<Q Engage turning gearP>^ Shut off cooling waterfr<j Shut off fuel oil[__J Shut off lubrication oilI j Lock turbocharger rotors

13, 17, 19, 22, 24, 2730, 32, 36

° 4, 6, 10, 17

41, 50, 65

80-300 Nm

10

4 x 1600 kg

DATA: 3m

D-1 Weight of high-pressurepipe. .38 kg

D-2 Hydraulic dismantlingpressure for cylindercover 900-990 bar

D-3 Weight of cylindercover complete 2740 kg

D-4 Hydraulic tighteningpressure for cylindercover 900 bar

D-5 Tightening torque -fuel oil high-pressurepipe (fuel pump/distri-butor block) 200 Nm

0-6 Tightening torque-high-pressure pipe(exhaust valve) 70 Nm

901-1.1

L60MC/MCE

DISMANTLING OF

CYLINDER COVER

901-1.1

Edition 49

Page 1 (4)

1. A. Set the blocking device on themain starting valve in the"BLOCKED" position.

B. Engage the turning gear.

C. Open the indicator cocks.

D. Close the inlet and outletvalves for cooling water.

E. Open the vent and drain cocksfor cooling water. As soon asthe cylinder cover has beenemptied of water, close thedrain cocks again.

F. Close the fuel oil inlet valve.

G. Shut off the control air supplyand safety air supply beforeventing the manoeuvring systemthrough the ball valve.

Also shut off the air supply onthe reduction unit for thehydraulic/pneumatic exhaustvalve, and vent the system.

901-1.1

Edition 49

Page 2 (4)

DISMANTLING OF

CYLINDER COVER

2. Remove the outlet pipe for coolingwater from the exhaust valve.

3. Remove the protective jacket en-closing the intermediate pipe be-tween the exhaust receiver (withcompensator) and the exhaustvalve. Dismount the clamp from theflanges exhaust pipe/intermediatepipe. Dismount the screws inter-mediate pipe/exhaust valve, andremove the intermediate pipe.

4. Remove the screws which fasten thehigh-pressure pipe to the oilcylinder on the exhaust valve andthe hydraulic activator, and liftaway the high-pressure pipe.

Dismount the drain oil pipe fromthe exhaust valve to the hydraulicactivator, the air pipe for thepneumatic exhaust valve and thesealing air pipe.

901-1.1

L60MC/MCE

D-2®

DISMANTLING OF

CYLINDER COVER

901-1.1

Edition 49

Page 3 (4)

5. Dismount the high-pressure fuelpipe from the pump to the distri-butor block.

Dismount the return oil connectionfrom the fuel valves at the dis-tributor block.

Disconnect the drain pipe from thefuel alarm.

Disconnect the controlfrom the alarm system.

air pipes

Disconnect the control airfrom the starting valve.

pipe

Remove the screws in the flangeconnection for the starting airpipe.

6. Connect the high-pressure pump tothe snap-on coupling on the hy-draulic ring. Vent the system andincrease the pressure as statedunder D-2, cf. procedure 913-1.

Loosen the outer nuts somewhat,then relieve the system. Removethe high-pressure pump and unscrewthe nuts.

9Q1-1.1 DISMANTLING OF

Edition 49 CYLINDER COVER

Page * W

7. Hook on the engine room crane tothe lifting attachment on top ofthe exhaust valve.

Lift away the cylinder cover com-plete and land it on, for in-stance, a couple of wooden planks.

Remove and discard the sealingring between cylinder cover andcylinder liner.

901-1.1

L60MC/MCE

yui-i.2

L60MC/MCE

MOUNTING OF

CYLINDER COVER

D-3

901-1.2

Edition 49

Page 1 (?)

1. Lift the cylinder cover by meansof the crane and carefully wipethe contact surface which facesthe cylinder liner.

Place a new sealing ring on top ofthe cylinder liner.

Loosen the cooling water connec-tions and provide the coolingwater connecting pipes with new0-rings, lubricating them withgrease or soft soap.

Lower the cover carefully into po-sition. During the landing, care-fully check that the cooling waterconnecting pipes "catch" the cool-ing water connections correctly.When the cylinder cover is in itscorrect position, tighten thecooling water connections.

2. Mount the cover nuts with spheri-cal washers on the studs and screwdown by means of a tommy bar in-serted in the inner nuts.

NB Check that the inner nuts havepressed the pistons completelydown. Then turn the inner nuts onehalf revolution back. Check thatthe outer nuts are completelyfree.

Connect the high-pressure pump atthe snap-on coupling. Vent the hy-draulic system, then raise thepressure as stated under D-4.Screw the outer nuts down againstthe hydraulic ring, then relievethe system of pressure.

20

901-1.2 MOUNTING OF

Edition 49 CYLINDER COVER

Page 2 (3)

Note: To facilitate mounting and dis-mounting of the flange clampsand to prevent seizure on ac-count of heating, coat the con-tact faces of the flanges (ex-haust pipe/intermediate pipe,the inside of the clamp, thethread of the screw of theclamp, and the screws of inter-mediate pipe/exhaust valve with"Never Seez NS 160" or a corre-sponding preparation.

3. Place the intermediate pipe be-tween the exhaust pipe and theexhaust valve. Align the inter-mediate pipe so that the holes inthe flange of the intermediatepipe are in line with the threadedholes in the exhaust valve. Mountscrews with washers in the inter-mediate pipe/exhaust valve flangesand tighten up the screws incrosswise succession.

4. When mounting the clamp connectingthe compensator and the inter-mediate pipe/exhaust valve it may,in some cases, become necessary touse the "compensator extender"tool. Fit the screw and nut to theangle iron on the compensatorflange, together with the "compen-sator extender", and use thesetools to bring the compensatorinto alignment with the exhaustvalve intermediate pipe.

901-1.2

L60HC/MCE

MOUNTING OFCYLINDER COVER

901-1.2Edition 49Page 3 (3)

-5

5. Mount the plate jacket with insu-lation round the intermediatepipe.Mount the outlet pipe for coolingwater from the exhaust valve.Mount the air pipe for the pneuma-tic exhaust valve, the sealing airpipe and the drain oil pipe.

Attach the insulation jacket,mount the cooling water outletpipe, and fasten the water connec-tions on the exhaust valve.Mount the return oil pipe, thesealing air pipe and the air pipefor the pneumatic exhaust valve.

6. Fit and adjust the high-pressurepipe for the hydraulic valve gear,and then fasten it (see 908-1).Fit the fuel oil high-pressurepipe between fuel pump and distri-butor block (checking that the^pipe fits properly at the seatsand that all parts are clean andprovided with new 0-rings). Liftthe union nut up on the pipe andtighten the coupling piece withthe special spanner head and bymeans of the torque spanner (seeData).

Lower the union nut and screw iton to the coupling piece by meansof the hook spanner.Connect the outlet pipe from thereturn oil pipe on the fuelvalves. Connect the air hoses andoutlet pipes to the fuel oil alarmsystem.

Mount the starting air pipe andcontrol air pipe for the startingvalve.Shut the drain valves and open forthe cooling water inlet. Afterventing of the cylinder section,shut the vent cocks and open thecooling water outlet valve.

Open for fuel oil, lubricating oiland air to the alarm system.

Note:The air supply to the valve shallalways be connected before startingthe camshaft oil pumps.This is very important, becauseotherwise the valve will open morethan normal.

901-2 REPLACEMENT OFEdition 44 VALVES ONData 1 (1) CYLINDER COVER

SAFETY PRECAUTIONS

[XI Slopped enginefc^l Block the starting mechanismP<3 Shut off storting oir supply| l Engage turning gear| l Shot off cooling water£35hut o" fuel °M

[XI Shut off lubrication oilf j Lock turbochorger rotors

10, 17, 19, 22, 24, 3032, 36

80-300 Nm

1500kg

4 x , m

1 x 3 m

DATA:

D-1 Tightening torque - fueloil high-pressure pipe(fuel valve/distributorblock) 100 Nm

0-2 Tightening torque -starting valve nuts 175 Nm

D-3 Weight of exhaust valve.. 727 kg

D-4 Hydraulic dismantlingpressure for exhaustvalve 900 - 990 bar

Hydraulic tighteningpressure for exhaustvalve 900 bar

VTV

901-2.1

L60MC/MCE

REPLACEMENT OF

FUEL VALVE

©

901-2.1

Edition 44

Page 1 (2)

1. Close the fuel oil inlet and out-let valves, and drain the high-pressure pipe and the fuel valve.

Unscrew the union nut by means ofthe hook spanner and take theunion nut with protective hose upalong the pipe. Unscrew the coup-ling piece at both ends of thepipe (fuel valve and distributorblock ends).

Remove the high-pressure pipe.

Disconnect the return oil pipefrom the fuel valve.

Unscrew the nuts on the springhousings and remove the housings.

2. Take out the valve. If the valveis sticking, use the two liftingtools (the illustration shows howto place and use one of thesetools).

3. Thoroughly clean the valve bore inthe cylinder cover and check theseating in the bore for markswhich, if any, must be elimina-ted. (For reconditioning of valvebore in cylinder cover, see901-3).

After reconditioning of the seat-ing in the bore, and thoroughcleaning of bore and seating, makethe overhauled fuel valve ready(for overhaul, see 909-6) by pro-viding it with new 0-rings, andlubricating it with molybdenum di-sulphide (MoS2).

Mount the valve in position in thecylinder cover.

901-2.1 REPLACEMENT GF

Edition 44 FUEL VALVE

Page 2 (2)

4. Fit the spring housings andtighten the fixing nuts tili thetop face of the pressure disc isflush with the top face of thespring housing. This must be donewith great care, as the springtension in the housing determinesthe correct tightening of the fuelvalve to the cylinder cover aswell as the correct compression ofthe fuel valve.

5. Check the fuel oil high-pressurepipe for marks on the seating sur-faces, replace the 0-rings on thehigh-pressure pipe (for overhaulof high-pressure pipe and recon-ditioning of seating in distribu-tor block, see 909-7).

6. Check the adjustment of the high-pressure pipe and re-connect thepipe. Tighten the coupling piecesto the torque indicated on theData sheet. (Use the special span-ner head).

Tighten the union nuts to thecoupling pieces by means of a hookspanner. (The illustration showshow to assemble the high-pressurepipe at the fuel-valve end; con-nection to the distributor blockis made in the same way, by tigh-tening the coupling piece to thesame torque).

Re-connect the return oil pipe tothe fuel valve.

Turn on the fuel oil supply.

901-2.1

L60MC/MCE

901-2.2

L60MC/MCE

REPLACEMENT OF

STARTING VALVE

©

D-2

901-2.2

Edition 44

Page 1(1)

1. Shut off the starting air and con-trol air inlet.

Dismount the control air pipe.

Unscrew the fixing nuts of thestarting valve.

2. Release the starting valve bymeans of nuts on the two studs.

3. Carefully clean the starting valvebore in the cylinder cover and, ifnecessary, recondition the seatfor the starting valve in thebore, see 901-3.

After fitting a new 0-ring, lubri-cate an overhauled starting valvewith molybdenum disulphide,(MoS2), (for overhauling, see907-4). Then mount the valve inthe bore of the cylinder cover.

Mount and tighten up the distancepieces and nuts. See Data.

Mount the control air pipe andturn on starting air and controlair.

901-2.3 REPLACEMENT OF

Edition 44 EXHAUST VALVE

Page 1 (2)

Dismantling

1. Close the cooling water inlet andoutlet, and drain the exhaustvalve.

Disconnect the cooling water out-let pipe from the exhaust valve.

Dismount the return oil pipe andthe sealing air pipe from the ex-haust valve.

Dismount the air pipe for thepneumatic exhaust valve.

Remove the plate jacket with insu-lation from the compensator.

Remove the intermediate pipe, see901-1.1.

2. Dismount the high-pressure pipefor the hydraulic valve actuation.

Remove the protective caps fromthe exhaust valve studs, and mountthe four hydraulic jacks.

Connect the high-pressure pump tothe jacks by means of the distri-butor block and four high-pressurehoses.Bleed the hydraulic system andraise the pressure as indicated(D-4). Then loosen and remove thenuts. See procedure 913-1.

Mount the lifting tool on top ofthe exhaust valve.

Attach the crane to the liftingtool on top of the valve and liftit away.

Clean the exhaust valve bore inthe cylinder cover carefully andrecondition the seating and seal-ing surfaces of the bore, if re-quired (see 901-3).

901-2.3

L60MC/MCE

©

D-3

D-4

901-2.3

L60MC/MCE

REPLACEMENT OF

EXHAUST VALVE

Mounting

901-2.3

Edition 44

Page 2 (2)

. Lift the overhauled exhaust valve,provided with new 0-rings on theseat. Loosen the screws for thewater connections and fit new 0-rings. Lubricate all 0-rings withmolybdenum disulphide (MoS2).

Position the valve in the cylindercover bore, guiding it in accord-ance with the exhaust flanges andthe water connections.

Before mounting the valve on theengine, connect compressed air tothe pneumatic piston to keep theexhaust valve closed during themounting.

i. Mount the nuts and the hydraulicjacks. Raise the pressure to thevalue indicated in Data andtighten up the nuts. Relieve thesystem of pressure, remove thepump and the high-pressure pipe,and fit the protective caps.

When mounting the clamp connectingthe compensator and the intermedi-ate pipe/exhaust valve it may, insome cases, become necessary touse the "compensator extender"tool. Fit the screw and nut to theangle iron on the compensatorflange, together with the "compen-sator extender", and use thesetools to bring the compensator in-to alignment with the exhaustvalve intermediate pipe.

Attach the insulation jacket,mount the cooling water outletpipe, and fasten the water connec-tions on the exhaust valve.Mount the return oil pipe, thesealing air pipe and the air pipefor the pneumatic exhaust valve.Open the lub. oil supply and thecooling water supply to the ex-haust valve.Disconnect the compressed air andconnect the normal air supply.

Note:The air supply to the valve shallalways be connected before startingthe camshaft oil pumps.

This is very important, becauseotherwise the valve will open morethan normal.

901-2.4Edition 44page 1 (D

REPLACEMENT OFSAFETY VALVE

901-2.4

L60MC/MCE

1. Unscrew the safety valve From thecylinder cover.For overhauling of safety valve,see 911-1.

2. Pierce the bore in the cylindercover, and blow it clean.

3. Mount a safety valve, which hasbeen overhauled, in the cylindercover.

901-3 OVERHAUL OF

Edition 35 CYLINDER COVER

Data 1 (1)

SAFETY PRECAUTIONS

Q | Stopped engine^ \ Block the starting mechanismQ j Shut off starting air supply\^_\ Engage turning gearI _j Shut off cooling water[ j Shut off fuel oil|^._| Shut off lubrication oilU ] Lock turbocharger rotors

f=2 m.

17. 19

,e max lift 1800 kg

4 x M30

80-300 Mm280-760 Nm

DATA:

D-1 Weight of hydraulic ring 150 kg

D-2 Weight of cylinder cover 1550 kg

D-3 Screwing-in torque for, exhaust valve studs .... 450 Nm

0-4 Screwing-in torque forfuel valve studs 140 Nm

u-5 Screwing-in torque forstarting valve studs .... 175 Nm

D-6 Weight of exhaust valvestud 10 kg

901-3

U60MC/MCE

D-2

=4=

OVERHAUL OF

CYLINDER COVER

901-3

Edition 35

Page 1 (5)

1. Dismount all valves and pipes onthe cylinder cover.

Dismount all studs on the top sideof the cylinder cover.

Dismount the distributor block forthe fuel valves.

Remove the eye screws which securethe hydraulic ring to the cylindercover. Mount eye screws for lift-ing the ring in the threaded holesand lift the ring away by means ofa crane.

2. Recondition the valve bores asdescribed in the following.

9Q1-3 OVERHAUL OFEdition 35 CYLINDER COVERpage 2 (5)

3. Fuel valve bore

The tool consists of a commonspindle with handle, and of aguide, a carbon cutter, a seatingface cutter, and a grinding man-drel.

Clean the fuel valve bores, usingthe carbon cutter. If reguired,recondition the fuel valve seatingusing the appropriate cutter.Grind the seating by means of thegrinding mandrel and a grindingcompound (e.g. Carborundum No.200).

After the milling/grinding, cleanthe bore and seating carefully,and check the seating for damagemarks.

OVERHAUL OF

CYLINDER COVER

4. Exhaust valve bore

901-3

Edition 35

Page 3 (5)

The tool consists of a spindlewith handle and a grinding disc.

After cleaning the valve bore andseating, grind the seating bymeans of the grinding disc and agrinding compound (e.g. Carborun-dum No. 200).

After the grinding, clean the boreand seating carefully, and checkthe seating for damage marks.

901-3Edition 35

Page 4 (5)

OVERHAUL OF

CYLINDER COVER

901-3

L60MC/MCE

5. Starting valve bore

The tool consists of a guide, acutter, and a grinding disc. Thehandle is the same as that usedfor the fuel valve bores, but thedistance piece is also used.

Recondition the starting valvebore and seating in the same wayas described for the fuel valvebore.

When replacing valves on a cylin-der cover that is mounted on theengine (901-2), recondition thevalve bores/seating in the sameway as described here, but do notdismount the studs.

901-3

L60MC/MCE

OVERHAUL OF

CYLINDER COVER

D-2

D-3

D-5

901-3

Edition 35

Page 5 (5)

6. Clean the bores for safety valve/indicator cock.

Turn over the cylinder cover andplace it on a couple of woodenplanks.

7. When it becomes necessary to re-condition the cylinder cover'scontact liner, grind the cover bymeans of the grinding tool.Regarding the use of the grindingtool, see special instruction.

After completing the grinding,dismount the grinding tool andturn the cylinder cover the rightway up. Take care that the contactsurfaces of the cylinder cover areprotected against blows and im-pacts.

8. Mount the hydraulic ring.

Mount the valve studs, tighteningup the studs according to thescrewing-in torque stated on thedata sheet. Make sure that thefuel valve studs are correctlymounted, (see illustration).

Provide the water connectionflanges with new gaskets.Mount all valves, high-pressurepipes, and return oil pipes aswell as distributor block for fueloil so as to make the cylindercover ready for replacement (formounting of valves, see 901-2).

CYLINDER COVER PANEL P L A T E 90151-AT

L60MC/MCE

PLATE 90161-31 TOOLS

L60MC/HCE

0/5 H

PISTON WITH ROD ANDSTUFFING BOX

902.01-22

PISTON AND PISTON ROD

Plate 90201

The piston consists of two mainparts:

piston crown andpiston skirt.

The piston crown is tightened to theupper end of the piston rod by meansof screws. The piston skirt istightened to the piston crown bymeans of screws.

The piston crown is provided withchromium-plated grooves for fourpiston rings. All the piston ringshave oblique cuts - two have right-hand, and two have left-hand cuts. Atthe top, the piston crown has threecut-outs for the fitting of toolswhen the piston is to be lifted.

The piston rod has a through-goingbore for the cooling oil outlet pipe,which is secured to the piston rodtop. The cooling oil is suppliedthrough a telescopic pipe connectionon the crosshead and passed through abore in the foot of the piston rodand on through the bore in the pistonrod to the piston crown.

The oil is passed on through a numberof bores in the thrust part of thepiston crown and to the outlet pipein the piston rod. From the bore inthe piston rod foot the oil is ledthrough the crosshead to a dischargespout and to a slotted pipe insidethe engine frame as well as through acontrol device for checking the flow.

The piston rod foot rests on thecrosshead, and is guided by a recessin the crosshead. Furthermore, thepiston foot has an exchangeable shimto match the different layout of theengine. The rod is secured to thecrosshead by means of four screwsthat are screwed through the piston

rod foot into the crosshead.

PISTON ROD STUFFING BOX

The bore for the piston rod in thebottom of the scavenge air box isfitted with a piston rod stuffing boxwhich is designed to prevent thelubricating oil in the crankcase frombeing drawn up into the scavenge airspace. The stuffing box also preventsscavenge air (in the scavenge airspace) from leaking into the crank-case.

The stuffing box is mounted on aflange which is bolted to the under-side of the double-bottom of thescavenge air box. The stuffing box isremoved together with the piston rodduring piston inspection, but canalso be dismantled for inspection inthe crankcase while the piston re-mains mounted in the engine.

The stuffing box housing consists oftwo parts which are bolted together.The . housing is provided with eightmachined ring grooves, the threeuppermost of which are fitted withsealing rings to prevent scavenge airfrom passing downwards along thepiston rod. The uppermost of thesesealing rings is a combined sealingand scraper ring, provided with anoblique edge, which serves to preventsludge from the scavenge box frombeing drawn down to the other sealingrings.

The five lowermost ring grooves arefitted with scraper rings whichscrape the lubricating oil off thepiston rod. From the four lowermostgrooves the oil is returned to thecrankcase, through bores in the stuf-fing box housing.

Through bores in the housing and apipe, the uppermost scraper ringgroove communicates with a control

funnel on the outside of the engine.

902.02-22

This funnel provides a means ofchecking that the sealing rings andscraper rings are functioning cor-rectly: - blow-by of air indicates adefective sealing ring, while escap-ing oil points to defective scraperrings.

Each of the two sealing rings con-sists of a four-part base ring whichaccommodates eight sealing segmentsguided by four cylindrical pins. Theparts are held in place round thepiston rod by means of a helicalspring which is bedded in a machinedgroove on the outside of the basering.

Each of the five scraper rings con-sists of a tripartite base ring. Eachring section has two machined gro-oves, each designed for a pressed-inlamella with a scraping edge facingthe piston rod. Scraped-off oil isled away through bores in base ringand stuffing box housing and returnedto the crankcase.

Like the sealing rings, the scraperring segments are pressed against thepiston rod by the action of a helicalspring fitted in an external grooveon the base ring.

Gaps at the ends of the ring segmentsand slight flattening at the ends ofthe curved contact surface of sealingand scraper ring segments ensure thatthe rings will bear against the pis-ton rod even in worn condition.

40

PISTON AND PISTON ROD PLATE 90201-52

t60MC/MCE

PLATE 90205-30 PISTON ROD STUFFING BOX

L60MC/MCE

050

42

902-2 REPLACEMENT OFEdition 36 PISTON COMPLETEData 1 (1) WITH STUFFING BOX

SAFETY PRECAUTIONS

<l Stopped engineBlock the storting mechonismShut off storting oir supply

fc^ Engoge turning gear\^1 Shut off cooling water|X| Shut off fuel oil[53 shut °ff ^"cation oilj | Lock turbochorger rotors

17, 19, 24, 30, 36

41

20-100 Nm280-760 Nm

DATA:

D-1 Piston complete 1326 kg

"-2 Tightening torqueof piston 590 Nm

0-3 Telescopic pipe 29 kg

0-4 Tightening torqueof telescopic pipe 50 Nm

902-2

L60MC/MCE

902-2.1

L60HC/MCE

DISMANTLING OF PISTON 902-2.1

Edition 36

Page 1 (3)

1. Turn the crosshead down farenough to give access to thepiston rod stuffing box, thetightening screws for the pistonrod, and to the telescopic pipe.

2. Release the stuffing box by re-moving the innermost screws withlocking devices from the stuffingbox flange.

3. Remove the screws from the pistonrod.

Mount the two distance pieces onthe piston rod foot for protectingthe lower scraper ring and forguiding the stuffing box.

4. Dismount the cylinder cover,procedure 901-1 .1.

see

Carefully smooth out any wearedges at the top of the cylinderliner by using a hand grinder, seeprocedure 903-2.1.

AA

DISMANTLING OF PISTON902-2.1Edition 36

page 2 (3)

5. Mount the lifting tools, for sus-pension of the telescopic pipe, onthe pipe flange and the stuffingbox.

Turn the crosshead . to TDC, whilechecking that the guide pins ofthe distance pieces enter theholes in the stuffing box.

Dismantle the telescopic pipe fromthe bend and suspend it from theframe box topplate.

Note!When a piston is dismantled, neverturn the engine without first dis-mantling the telescopic pipe fromthe crosshead.

6. Clean the lifting grooves of thepiston crown and mount the liftingtool in such a manner that the two'fixed1 claws of th~e tool fit intotwo lifting grooves of the piston.Fit the third adjusting claw ofthe tool to the remaining liftinggroove and tighten it up againstthe stop of the tool.

7. Turn the crosshead down far enoughto mount the protecting shield onthe crosshead bearing cap.

902-2.1

L60MC/MCE

DISMANTLING OF PISTON

D-1

902-2.1

Edition 36

Page 3 (3)

Lift out and land the piston withstuffing box in the support placedbeforehand over one of the open-ings in the platform.

Place a cover over the opening forthe piston rod stuffing box in thebottom of the cylinder unit.Clean, measure and recondition thecylinder liner, see procedure903-2.1.

MOUNTING OF PISTON902-2-2

Edition 36

Page

1 Mount the lifting tool on thepiston crown.

2 Ensure that the stuffing box iscorrectly positioned over theguide pins in the distance pieces,which are mounted on the pistonrod foot.

Coat the 0-ring of the stuffingbox with oil. Arrange the pistonrings (alternately with right-handand left-hand cuts) so that thering gaps are staggered 180°. Coatthe piston rings and cylinderliner with oil.

3. Turn the crosshead to a position45° from TDC.

4. Mount the guide ring for pistonrings on the cylinder liner.

Lower the piston into the cylinderliner - while guiding the pistonrod foot through the cut-out inthe stuffing box flange - untilthe piston rings are inside theliner, corresponding to the lift-ing tool lacking about 30 mm inlanding on the guide ring.

902-2.2

L60MC/MCE

902-2.2

L60MC/MCE

MOUNTING OF PISTON 902-2.2

Edition 36

Page 2 (3)

5. Dismount the protecting shieldfrom the crosshead bearing cap.

6. Turn the crosshead into TDC whilechecking that the guide ring ofthe crosshead enters the centrehole in the piston rod.After turning the piston fullyinto TDC, unscrew the loose clawof the lifting tool and pull thelifting tool free of the liftinggrooves of the piston.

Remove the lifting tool and theguide ring for piston rings.

7. Release the telescopic pipe fromits suspension and land it on thebend.

Remove the lifting tools for thetelescopic pipe.

MOUNTING OF PISTON102-2.2Edition 36

Page 3 (3)

8. Turn the crosshead with thepiston rod and the telescopicpipe down far enough to permittightening the screws for thetelescopic pipe.

Remove the distance pieces fromthe piston rod foot.

Tighten the screws for the pistonrod. See data D-2.

The securing wire is to be mount-ed in such a way, that both partsare tightened when the screw isturned left.

9. Tighten down the piston rod stuf-fing box by means of the screwsthrough the inner holes in thestuffing box flange, and lock thescrews.

10. Smear the piston rod with molyb-denum disulphide, then turn thecrankshaft a couple of revolu-tions. Mount the cylinder cover.See procedure 901-1.2.

11. Start the engine and keep it run-ning for approx. 15 minutes at anumber of revolutions correspond-ing to very slow. Then stop theengine and inspect the piston rodand stuffing box.

902-Z.2

L60MC/MCE

902-2.3

L60MC/MCE

TILTING OF PISTON 902-2.3

Edition 36

Page 1 (1)

1. Lift the piston high enough togive ample room over the cylindercover studs. Mount the clamp onthe piston rod so that the dis-tance piece of the clamp lies trueagainst the piston.

2. Place the supporting tools on thecylinder cover studs and thenlower the piston until the clamprests on the tools.Remove the lifting tool from thepiston.Hook-on the transverse piece tothe crane and attach it to theclamp for tilting the piston.

3. Lift the piston to the maximumheight of the crane.Run the crane athwartship and, atthe same time, tiLt the piston.Keep the piston rod clear of thecylinder liner and studs whilecarrying out the tilting.

4. When the space conditions allow,straighten up the piston again andlead it over to the cut-out in theplatform for overhauling thepiston.When the piston is at a suitableheight over the platform cut-out,position the piston support aroundthe piston rod and clamp. Nowlower the.piston while guiding thesupport to the platform cut-out.After landing the piston and en-suring that it rests correctly onthe support, remove the tiltingtool.

Note:

On engines with extremely lowlifting height, use the engineroom double-jib crane instead ofthe transverse piece.

902-3 CHECKING OF PISTONEdition 37 AM) PISTON RINGSData 1 (2)

SAFETY PRECAUTIONS

[__| Stopped enginep ] Block the starting mechanism[ | shut off storting air supply[ j Engage turning gear[ \ Shut off cooling water[~~| Shut off fuel oil| [ Shut off lubrication oilP | Lock turbocharger rotors

1. Check whether the piston rings aresticking or broken. If this is thecase, see Volume 1 , "Operation",Section 707.

2. Take off the piston rings bymeans of the ring expander andmeasure the radial width (0-2).

3. Measure the piston ring gap(D-3). Insert the piston ringeither in a new cylinder liner orin the bottom of a used cylinderliner during the measuring.

4. Clean the piston crown and checkthe burn-away by means of the tem-plate indicating the maximum per-missible burn-away, see D-4. Checkthe burn-away on the whole circum-ference of the piston crown.

5. Clean the ring grooves and checkthese for burnings or other defor-mation. Measure the ring groovesby means of a new piston ring andfeeler gauge. See D-5. Also seeVolume 1, "Operation", Section707.

6- Fit the piston rings (alternatelyright-hand and left-hand cuts, andwith the ring gaps staggered 180°)by means of the ring expander. Thering expander prevents unintendeddeformation of the rings.

902-3

L60MC/MCE

902-3

L60MC/MCE

-D-2 H

D-3

- 5 i

CHECKING OF PISTON

AND PISTON RINGS

902-3Edition 37Data 2 (2)

1.

Piston ringgrooves

Piston ring

Nominalheight

11

11

Tolerance

+ 0.265+ 0.240

- 0.110- 0.135

2. Worn rings to be renewed if ra-dial width D-2 is less than 17 mm.New piston ring D-1 = 20 mm.Worn piston ring D-2 = 17 ram.

3. Effect checking of ring gap innew cylinder or at bottom of usedliner.Minimum ring gap D-3 = 4 mm.

4. Maximum permissible burn-away ofpiston top 0-4 = 15 mm.

Clearance in piston ring grooves:

5. Maximum vertical clearance, newpiston ring and worn ring groove0-5 = 0.70 mm.

6. Vertical clearance, new pistonring and new or reconditionedring groove D-6 = 0.40-0.45 mm.

'902-4 OVERHAUL OF PISTON

Edition 49

Data 1 (D

SAFETY PRECAUTIONS

P~] Stopped enginer~ I Block the starting mechanismP J Shut off starting air supplyQ J Engage turning gearI"" _J Shut off cooling water[^ Shut off fuel oilr J Shut off lubrication oilr I Lock turbocharger rotors

[913 |

O O 30' 41

^ 20-100" ^—3 280_760

24, 30,

NmNm

36

2 x M 20

DATA:

D-1 Piston complete 1326 kgD-2 Piston crown 290 kgD-3 Piston skirt 70 kg0-A Pipe far piston cooling 24 kgD-5 Tightening torque

for piston skirt 60 NmD-6 Tightening torque

for piston crown/rod ... 550 NmD-7 Tightening torque

for cooling pipe 60 Nm0-8 Test pressure 7 bar

9O2-4

L60MC/MCE

902-4.1

L60MC/MCE

REPLACEMENT OF

SEALING RING

0-7

©

D-3

902-4.1

Edition 49

Page 1 (1)

1. Position the 0-rings on the floorover the hole for the support.

2. Ease the piston down so that thestuffing box is below the floor.Lift the 0-rings and mount thesupport. Position the 0-rings onthe support.

3. Dismount the locking wire andscrews in the skirt - if the skirtwill not budge, free it by meansof two dismounting screws.

4. Now screw the four screws in thesupport down until the skirt restson the support.

Dismount the old sealing rings.Pull the new rings into positionand coat with a little lubricatingoil.

5. Mount in the reverse order - liftthe skirt up by means of the fourscrews on the support. Coat thescrews with a mixture of oil andgraphite and provide lock washers.

Screw to the torque stated on thedata sheet.

6. The securing wire is to be mountedin such a way, that both parts aretightened when the screw is turnedleft.

7. Pressure-test the piston - seeProcedure 902-4.3.

||it ion 49

age 1 (1)

|. Mount thepiston.

REPLACEMENT OF

COOLING OIL PIPE

lifting tool on the

Dismount the securing wire and theinnermost screws between the rodand the piston crown.

Lift the piston crown away - ifdifficult to budge, free it bymeans of the four screws on thesupport.

,2. Dismount the screws of the cool-ing oil pipe flange. Mount thelifting tool and lift out thecooling oil pipe.

3. Mount in the reverse order.

4. See the data sheet for the torquefor tightening of the cooling oilpipe.

5. Before mounting the piston crown,provide the piston rod with a newsealing rings coated with a littlelubricating oil.

6. Coat the screws with a mixture ofoil and graphite. Screw to thetorque stated in the data sheet.

7. The securing wire is to be mountedin such a way, that both parts aretightened when the screw is turnedleft.

8. Pressure-test theProcedure 902-4.3.

piston - see

902-A.3

L60MC/MCE

©

n i

REPLACEMENT OF

PISTON CROWN AND

PRESSURE TESTING

902-4.3

Edition 49

Page 1 (2)

The piston crown can also be replacedin the following way:

NB. Tilting of the piston must onlybe made with the piston rod stuf-fing box mounted on the pistonrod.

1. While the complete piston is hang-

ing from the lifting tool, mountthe collar round the piston rod sothat the distance pieces of thecollar obtain contact with thepiston.

Lower the piston so that the col-lar rests on the platform.

Remove the lifting tools from thetop of the piston crown.

Hook the engine room crane on tothe lifting crossbar and hook thechains of the lifting crossbar onto the studs of the collar.

2. Lift up the piston, tilt it to thehorizontal position, and land itin this position on a couple ofwooden blocks. Remove the liftingcrossbar and chains from the col-lar. Attach the lifting tool tothe bottom of the piston rodfoot. Hook the crane on to thelifting tool.

Lift the piston clear of thewooden blocks. Then move the pis-ton rod stuffing box up the pistonrod until it contacts the collar.

3. Now place the piston in an uprightposition with the piston crownresting on wooden blocks.

Dismount the securing wire and theinnermost screws between the rodand the piston crown and whenthese screws are removed, lift thepiston rod and land it in a hori-zontal position on a couple ofwooden blocks.

902-4.3 REPLACEMENT OF

Edition 49 PISTON CROHN AND

page 2 (2) PRESSURE-TESTING

4. Remove the screws in the skirt andmount two eye screws in the holesintended for dismounting screws.The skirt can now be lifted up andlanded on a couple of planks.

The piston crown can now be clean-ed internally or replaced by a newone.

5. Before assembling the piston crownand piston rod, mount the guidescrew in the crown.

Mounting is carried out in the re-verse order - however, beforemounting the piston rod, insert anew sealing rings coated with alittle lubricating oil.

The securing wire is to be mountedin such a way that both parts aretightened when the screw is turnedleft.

6. Fill the piston and piston rodwith lubricating oil.

Mount the pressure-testing toolaround the base of the piston rod.

Pressure-test the piston with thepressure stated on the data sheet.Check the contact surfaces of thepiston and the sealing rings fortightness.

Check the piston crown for pos-sible cracks.

D-9

Notes

902-5 OVERHAUL OF PISTONEdition 43 ROD STUFFING BOXData 1 (2)

SAFETY PRECAUTIONS

Q j Stopped engine|~ | Block the starting mechanismQ | Shut off storting air supply|_ | Engage turning gear[_ | Shut off cooling water[ | Shut off fuel oil\___ I Shut off lubrication oilQ | Lock turbochorger rotor*

19, 24,

19, 24,

902-5

L60MC/MCE

l)ATA:

D-1 Stuffing box complete....109 kg

D-2 Stuffing box half 33 kg

D-3 Flange for stuffing box...14 kg

902-5

L60MC/MCE

OVERHAUL OF PISTON

ROD STUFFING BOX

902-5

Edition 43

Data 2 (2)

The ring-end clearances stated applyto new rings.

Uppermost scraper ring/sealing ring^ __i

Clearance at ring ends (scraper ring)Total clearance (scraper ring)

Clearance at ring ends (sealing ring)Total clearance (sealing ring)

Sealing rings

Clearance between sealing ring sec-tion and groove

Clearance at ring ends (protectingring)Total clearance (protecting ring)

Clearance at ring ends (sealing ring)Total clearance (sealing ring)

yScraper rings

Clearance between scraper ring andgroove

Clearance at ring endsTotal clearance

As a general guide, it is recommended- depending on the overhauling inter-vals and own experience - to replacesealing rings and scraper rings whenthe above clearance values havechanged by more than 50%.

Spring for uppermost scraper ring/sealing ring and springs for sealingrings (protecting rings/sealingrings)

lg D N..Check length 609 mmLI 50± 3 N..Check length 736 mmt_2...100± 7 N..Check length 902 mm

Springs for scraper rings

Lg 0 N..Check length 592 mmL-|.--1nO± 7 N..Check length 770 mml_2...147± 10 N..Check length 844 mm

902-5.1 OVERHAUL OF PISTON

Edition 43 ROD STUFFING BOX

Page 1 (4) REMOVED FROM ENGINE

1. Normally, overhaul of the pistonrod stuffing box is carried out byroutine methods in connection withdismantling (pulling) of thepistons.

During overhauls the piston restson a support placed over one ofthe cut-outs in the top platform.The work on the stuffing box isthen carried out from the platformbelow.

Dismantling

2. Mount eye screws in the stuffingbox flange for lifting the stuf-fing box, and hook on two tackles.Then lift the stuffing box alittle up the piston rod, andmount the worktable round thepiston rod at a suitable workingheight. Land the stuffing box onthe worktable, and remove tacklesand eye screws.

3. Remove the 0-ring of the stuffingbox. If the 0-ring is intact andis to be used again, move it upthe piston rod and fasten it, forexample, by means of tape.

Remove the nuts with lock washersfrom the fitted bolts of the stuf-fing box.

902-5.1

L60MC/MCE

902-5.1

L60MC/MCE

OVERHAUL OF PISTON 902-5.1

ROD STUFFING BOX Edition 43

REMOVED FROM ENGINE Page 2 (4)

4. Take out the 6 fitted bolts withlock washers, and pull the stuf-fing box halves apart. Mount thelifting tool on one of the stuf-fing box halves and remove it fromthe worktable.

5. Press all sealing rings andscraper rings down against theworktable. Measure the clearancebetween the ring segments (tojudge whether replacement is ne-cessary, see Data). After mea-suring, dismantle and stack therings in the same order as whenfitted in the stuffing box.Clean all the ring segments care-fully.Inspect and judge the surface qua-lity of the sealing rings. Ifthe sliding surfaces have scrat-ches or marks, replace the rings.

6. Carry out check calibration of thesprings (see Data).

7. Inspect the surface of the pistonrod. If small longitudinal scrat-ches have occurred (caused bypoorly adapted stuffing boxrings), smooth the piston rod sur-face carefully with a fine grainedcarborundum stone. In the case ofcoarse scratches, it may prove ne-cessary to carry out machine grin-ding in a workshop.

8. For adaptation of new scraperrings, use a piece of emery paper(approx. 0.4 mm thick and with agrain fineness of 300), placing ittightly round the piston rod. Holdthe ring segments with lamellasone by one against the emerypaper, grinding by back and forthmovements. This grinding is to en-sure that the lamellas do not bearon the outermost 10-15 mm. Adaptthe sealing ring segments in thesame manner. Using blue markingpaste, check that all segmentshave been adapted as described.

9. Clean the halves of the stuffingbox housing.

902-5.1 OVERHAUL OF PISTON

Edition 43 ROD STUFFING BOX

Page 3 (4) REMOVED FROM ENGINE

10. Lubricate the piston rod (thearea where the rings are placed)with molybdenum disulphide(MoS2).Assemble the 8-part sealing ringround the piston rod so that thetwo guide pins face upwards.Assemble the scraper ring roundthe piston rod above the sealingring. Push the two rings togetherin such a manner that the guidepins in the sealing ring engagewith the two holes in the scraperring.

11. Place the spring round the seg-ments and mount the tighteningtool in the two holes in thespring ends. Tighten the tooluntil the two end-hooks can besecured by means of the C-shapedhook.Remove the tightening tool.Repeat this procedure for theremaining springs.

12. Assemble the two sealing ringunits, (each consisting of a 4-part and an 8-part ring) roundthe piston rod.Use the stuffing box half on theworktable to adjust the height ofthe assembled scraper and sealingring units on the piston rod insuch a manner that the ring unitsare opposite the correspondinggrooves of the stuffing box hous-ing. After this, push the stuf-fing box half into contact with

\ the piston rod round the rings.

Push the spring for the lowermostscraper ring into the correspond-ing groove of the stuffing boxhousing round the piston rod.Then push the scraper ring seg-ments in correct order into thegroove in the housing (using thegroove as a guide).

902-5.1

L60MC/MCE

902-5.1

L60MC/MCE

OVERHAUL OF PISTON

ROD STUFFING BOX

REMOVED FROM ENGINE

902-5.1

Edition 43

Page 4 (4)

13. Check the ring clearance again.Then place the other half of thestuffing box housing on the work-table, pushing it into placeround the rings.Mount and tighten up the fittedbolts.

Mount the 0-ring in the groove ofthe stuffing box.

14. Mount screws and wire ropes andlift the stuffing box a little.Remove the worktable and lowerthe stuffing box until it restsagainst the distance pieces onthe piston rod foot.Remove wire ropes and screws.

902-5.2 OVERHAUL OF PISTON

Edition 43 ROD STUFFING BOX

Page 1 (2) INSIDE THE ENGINE

If, in the period between pistonoverhauls, it becomes necessary toinspect the piston rod stuffing box,this can be done according to thefollowing procedure:

1. Turn the crosshead to about 90°from TDC. Remove the drain oilpipe and two of the innermostscrews placed diametrically oppo-site in the flange of the stuffingbox, longitudinally to the engine.

Attach the pulling tool to thestuffing box, screw the stay-boltnuts down against the collar clampand tighten it round the pistonrod. Remove all screws in thestuffing box flange.Lower the flange so as to rest onthe pulling tool.

2. Turn the crosshead to BOC, therebywithdrawing the stuffing box fromthe crankcase topplate.

3. Mount the worktable round thepiston rod between the stuffingbox and the flange.Loosen the stay-bolt nuts of thepulling tool until the stuffingbox rests on the table. Now screwthe stay bolts out of the stuffingbox housing. Leave the collarclamp on the piston rod, enablingit to position the stuffing boxwhen remounting.

For overhauling the stuffing box,see procedure 902-5.1.

902-5.2

L60MC/MCE

OVERHAUL OF PISTON

ROD STUFFING BOX

INSIDE THE ENGINE

902-5.2

Edition 43

Page 2 (2)

4. Screw the stay bolts into thestuffing box housing.Remove the worktable.Turn the crosshead upwards untilthe stuffing box is in place inthe crankcase topplate.

5. Lift the flange up against thecrankcase topplate. Insert,tighten up, and lock the outerscrews of the flange, as well asthe inner screws except the twomentioned in point 1.

6. Dismount the pulling tool. Theninsert, tighten up, and lock thelast two inner screws of theflange. Mount the drain oil pipe.

Smear the piston rod with molyb-denum disulphide. Then turn thecrankshaft a couple of revolu-tions. Start up the engine andkeep it running for approx. aquarter of an hour at a number ofrevolutions corresponding to "DeadSlow".After this, stop the engine andinspect the piston rod and stuf-fing box.

PISTON AND PISTON ROD PANEL PLATE 90251-50

L60MC/MCE

PLATE 90261-27 P ISTON AND PISTON ROD - TOOLS

L60MC/MCE

019

-020

056

rf\

CYLINDER LINER ANDCYLINDER LUBRICATION

903.01-24

CYLINDER BLOCK

The cylinder section of the engineconsists of a number of cylinderblocks, which are tightened togetherwith the engine frame and the bed-plate by means of through-going staybolts. The cylinder blocks aretightened together in the verticaljoints.

Two central bores, one at the top andone half-way down inside the cylinderblock, enclose the cylinder liner.The upper part of the cylinder blockforms part of the cooling water spacearound the central part of the cylin-der liner, whereas the lower partforms the scavenge air space. A cen-tral bore in the bottom of the cylin-der block encloses the piston rodstuffing box. The bottom is doublewith a hollow space through whichcooling water is circulated.

On the exhaust side of the cylinderblock there is a circular openingleading into the longitudinal sca-venge air receiver of the engine.Furthermore, there is an inlet pipefor cooling and lubricating oil. Thecylinder block is provided withcleaning and inspection covers forthe cooling water and scavenge airspaces.

CYLINDER LINER

The upper part of the cylinder lineris surrounded by a cooling jacketbetween the cylinder cover and !.hecylinder block.

The cooling water is led throughwater transitions from the cylinderblock to the lower part of the cool-ing jacket. The cooling jacket sealstight by means of two rubber ringslocated in machined grooves in thecylinder liner.

The water continues from the upperpart of the cooling jacket throughwater connections to the cylindercover. The cooling jacket isfurthermore provided with boresthrough which the cylinder coverstuds are fitted.

The cylinder liner is tightenedagainst the top of the cylinder blockby the cylinder cover and is guidedby the bore half-way down inside theblock, so that it can expand freelydownwards when heated during the run-ning of the engine. Sealing againstleakage of cooling water and scavengeair is obtained by means of foursilicone rubber rings located inmachined grooves in the guide of thecylinder liner, - two for coolingwater and two for scavenge air.

The part of the cylinder liner whichis uppermost in the scavenge airspace of the cylinder block is pro-vided with a number of scavenge airports, which are uncovered by thepiston when this is in its bottomposition. The scavenge air ports arebored at an obligue angle to the axisof the cylinder liner so as to givethe scavenge air a rotary movement inthe cylinder.

In the free part of the cylinderliner, between the cooling water andscavenge air spaces, there are a num-ber of bores with non-return valvesfor supply of lubricating oil to thecylinder. On the working face of thecylinder the bores are connected tozigzagging lubricating grooves toensure an even distribution of theoil.

903.02-24

CYLINDER LUBRICATORS

Plate 90305

Each cylinder block is fitted with acylinder lubricator incorporating anumber of oil pumps, corresponding tothe number of lubricating orifices inthe cylinder liner.

The lubricators are inter-connectedby means of shafts with couplingswhich are rigid in the direction ofrotation.

The lubricators are driven through achain transmission from the inter-mediate wheel in the camshaft chaindrive.

Regarding the cylinder lubricatorsproper, reference is made to thespecial instruction manuals supplied.

CYLINDER FRAME PLATE 90301-45

71

90302 42 CYLINDER LINER AND COOLING JACKET

L60MC/MCE

058-

IL.JIMU1UIIBR I C A T O R DRIVE

L60MC/MCE

PLATE 90305-21

017

282

Notes

74

903-2

Edition 32

Data 1 (1)

INSPECTION, MEASURING

AND RECONDITIONING

OF CYLINDER LINER

903-2

L60MC/MCE

SAFETY PRECAUTIONS

L^Q Stopped engineLP^ Block the starting mechanism[ ] Shut off storting air supplyr^yl Engage turning gearL l Shut off cooling water[X[ Shut off fuel oilC'*'*] Shut off lubrication oilI | Lock turbocharger rotors

DATA-

Cylinder diameter, new .600 mm+0.11

Cylinder liner should be renewedif wear exceeds 0.4-0.8SS ofthe cylinder diameter.

903-2

L60MC/MCE

INSPECTION, tCASURINGAND RECONDITIONINGOF CYLINDER LINER

903-2

Edition 32

Page 1 (1)

1. Dismount the cylinder cover andpiston, see 901-1.1 and 902-2.1.

Ciean the cylinder liner and sca-venge air ports.

2. Position the measuring tool formeasuring cylinder liner. Measurethe cylinder liner according tothe points indicated on the mea-suring tool.Take measurements in fore-and-aftand athwartship directions (seedata).

3. Check the condition of the cyl-inder liner and assess accordingto the description in Vol. 1, Sec-tion 706.

Carefully grind away any scoresor marks on (or wear edge in thebottom of) the cylinder liner run-ning surface by means of a grind-ing stone.

Check the lubricating points ofthe cylinder by manually pumpingcylinder oil to each individuallubricating point. Clean anyblocked lubricating duct. Mountthe piston and cylinder cover, see902-2.2 and 901-1.2.

903-3 REPLACEMENT OFEdition 40 CYLINDER LINER/Data 1 (1) COOLING 3ACKET

SAFETY PRECAUTIONS

] j Stopped enginepX I Block the storting mechanismJX I Shut off starting air supply| %| Engage turning gearl l Shut off cooling waterIX) Shut off fuel o!ll Nl Shut off lubrication oil| | Lock turbochorger rotori

DATA:

D-1 Cylinder liner, complete..2105 kgD-2 Cooling jacket 360 kgD-3 Screwing-in torque for cyl.

cover studs ..750 ± 75 Mm

903-3

L60MC/MCE

L60MC/MCE

REPLACEMENT OF

CYLINDER LINER,

COMPLETE

903-3.1

Edition 40

Page 1 (2)

Dismount the cylinder cover, see pro-cedure 901-1.1.

Turn down the piston far enough tomake it possible to grind away thewear edges at the top of the liner bymeans of a hand-grinder, see proce-dure 903-2.1.

Dismount902-2.1.

the piston, see procedure

Disconnect - at the non-return valvesthe oil pipes leading from the

cylinder lubricator to the non-returnvalves. Screw off the six non-returnvalves.

Remove the lowest chains of the lift-ing tool for the cylinder cover andattach the hooks of the lifting tool(on the short chains) to the fourlifting screws of the cooling jacket.

Lift the cylinder liner with coolingjacket from the cylinder frame bymeans of the crane. Land the cylinderliner vertically on, for instance, acouple of planks.

(See 903-3.2 for replacement of thecooling jacket. )

Clean the cylinder frame internally,taking special care with the contactsurfaces for the cylinder liner atthe top of the cylinder frame and atthe bottom where the sealing ringsare fitted. These two places providesealing for the cooling water.

903-5.1 REPLACEMENT OF

Edition 40 CYLINDER LINER,

Page 2 (2) COMPLETE

Clean the new cylinder liner, remov-ing the protecting layer of grease,and mount new sealing rings. Checkthat the water connections have beenprovided with new packings and 0-rings.

Coat the sealing rings with a littlegrease. The joint surfaces, cylinderframe/cylinder liner, shall be quiteclean and the relief turning in thecontact surfaces of the cylinderliner shall be filled up with jointpaste (to prevent corrosion).

Hook the lifting tool in the coolingjacket lifting screws and lift thejacket into position in the cylinderframe, with the marking scratch onthe camshaft side, and guiding thejacket in accordance with the waterconnections.

It may be necessary to loosen thewater connections in order to easethe guiding, but these shall betightened again as soon as the cylin-der liner is correctly positioned.

The six non-return valves for cy-linder lubrication shall be mountedin the bores of the liner. Screw thepipes from the lubricator on to thenon-return valves, but do nottighten. Vent the cylinder lubricat-ing system by manually pumping eachindividual pipe through until oilcomes out, without air bubbles, fromthe union pipe/non-return valve. Whenthis is in order, tighten the pipesfirmly on the non-return valves andagain pump manually until it is cer-tain that each individual lubricatingpoint functions correctly.

Mount the piston and cylinder cover,see 902-2.2 and 901-1.2.

903-3.1

L60MC/MCE

D-1

903-3.2

L6flMC/MCt:

REPLACEMENT OFCOXING JACKET

903-3.2Edition 40Page 1 (21

The cooling jacket can be replacedboth with dismounted and with mountedcylinder liner. In the following thelatter situation will be described.

1. Dismount the cylinder cover, seeprocedure 901-1.1.

Loosen the cooling water connec-tions.

Dismount the screws and the fourretainers which fix the coolingjacket to the cylinder liner.

Mount the four lifting screws inthe cooling jacket.

2. Attach the crane to the liftingtool.

Hook on the lifting tool to thefour lifting screws in the coolingjacket and lift it away. Place iton a couple of wooden blocks.

Remove and discard the two sealingrings from the cylinder liner andclean it carefully.

3. Provide the cylinder liner withnew sealing rings and lubricatethem with oil.

4. Thoroughly clean the inside of thecooling jacket.Provide the pipe sections forcooling water connections with new0-rings lubricated with oil.

903-3.2 REPLACEMENT OF

Edition 40 COOLING JACKET

Page 2 (2)

5. Attach the lifting tool and liftthe cooling jacket into position -marking scratches jacket/cylinderliner must coincide (camshaftside).Tighten the flanges of the waterconnections.

6. Mount the four retainers withscrews for assembly of coolingjacket/cylinder liner and tightenscrews.

Remove the four lifting screwsfrom the cooling jacket.

7. Mount the cylinder cover, see901-1.2.

903-3.3

L60MC/MCE

TRANSPORTATION OF

CYLINDER LINER

903-3.3

Edition 40

Page 1 (1)

The lifting collar clamp is used fortransportation of the cylinder liner.

The collar clamp is mounted as shown.

Note:The collar clamp must not be usedwithout the cooling jacket mounted,as this would disturb the balance ofthe cylinder liner.

903-3.4 REPLACEMENT OF CYL.

Edition 40 LINER WITH

Page 1 (3) LOW LIFTING HEIGHT

1. Dismount cylinder cover andpiston, see 901-1.1 and 902-2.1.Drain off cooling water fromcylinder block.

2. Take off the oil pipes connectingcylinder lubricator with non-return valves of cylinder liner.Unscrew non-return valves. Loosenthe cooling water transitions.

Mount the four lifting screws inthe cooling jacket.

3. Hook on the lifting tool to thelifting screws in the coolingjacket. Lift cylinder liner withcooling jacket out of the cylinderblock, using the crane.

903-3.4

L60MCACE

t

L60MC/MCE

REPLACEMENT OF CYL.LINER WTHLOW LIFTING HEIGHT

4. Mount the collarliner.

903-3.4

Edition 40

Page 2 (3)

ring on the

Place supports on the cylindercover studs.

Lower the liner so that the collarring rests on the supports. Hookthe cranes on to the collar ringand lift the liner sufficiently sothat the supports can be removed.

Remove the necessary number ofcylinder cover studs.Lift the liner as high as possibleand guide the cranes towards themanoeuvring side.

6. Land the cylindercouple of planks.

liner on

7. Clean the cylinder block carefullyinside.

Mount new sealing rings on the newcylinder liner, apply a littlelubricating oil on the rings.Mount new 0-rings on the sleevesfor the cooling water transitions,after applying a little lubricat-ing oil on the rings.

84

903-3.4 REPLACEMENT OF CYL.

Edition 40 LINER WITH

Page 3 (3) LOW LIFTING HEIGHT

8. Mount the lifting tool and collarring on the liner. Hook on thecranes in the collar ring andlift the liner into position.

9. Mount the cylinder cover studspreviously removed. Ascertainthat the threads of the cylindercover studs are below the upperedge of the cylinder frame.

10. Place the supports on the cylin-der cover studs and land the col-lar ring on them.Hook one of the cranes on thelifting tool and lift the linersufficiently high so that thesupports and collar ring can beremoved. Lower the liner intoposition.Tighten the water connection.Remove the lifting tool.

Remove the four lifting screws fromthe cooling jacket.

Note:

On engines with extremely low liftingheight, use the engine room double-jib crane instead of the tie-bars andtransverse piece.

903-3.4

L60MC/MCE

D-3

903-4 CHECKING AND

Edition 25 ADJUSTMENT OF

Data 1 (1) CYL. LUBRICATORS

SAFETY PRECAUTIONS

I | Stopped engine| | Block the starting mechanism| [ Shut off storting air supplyI I Engoge turning gear| ] Shut off cooling water| | Shut off fuel oilI | Shut off lubrication oil| I Lock turbocharger rotors

Lubricator: See separate instructionsfor the make and typefitted.

The guiding cylinder oil feed rate is0.5 g/BHPh.

For L60MC, the guiding oil consump-tion per cylinder is 25 kg/24 hours,corresponding to 26.5 litres/24 hoursat 111 r/min and nominal MCR.

For L60MCE, the guiding oil consump-tion per cylinder is 22 kg/24 hours,corresponding to 23.5 litres/24 hoursat 111 r/min and nominal MCR.

For further information on oil feedrates for MCR points other than nomi-nal, for running-in, for part loadoperation, as well as details on oiltypes, see Volume I "OPERATION".

CHECKING OF LUBRICATOR SETTING:

1. Turn piston of cylinder 1 to TDC.

2. Place the checking template on alllubricators in succession, andcheck that one of the two marks"A" on the lubricator scale is op-posite the relevant cylinder num-ber on the checking template. Themarks "A" indicate pump strokefinished for the cylinder lubrica-tor.

Timing of cylinder oil admission:See the "ADJUSTMENT" sheet at the endof Volume 1 "OPERATION".

If the couplings between the cylinderlubricators have been loosened (e.g.for reasons of adjustment), theirscrews must be retightened with atorque spanner to 60 Mm.

903-4

L60MC/MCE

CONTROL OF LUBRICATORSPiston cytifK**' I in TDC: Check for each lubricator thatthe mark -A" for PUMP 'STROKE FINISHED" it off theI for corresponding cylinder number.

86

CYLINDER LINER - TOOLS PLATE 90361-20

L60MC/MCE

012

87

Notes

88

CROSSHEAD WITH CONNECTING ROD

904.01-20

The crosshead is designed as a centrepart with a bearing journal fitted ateach end, on which the guide shoesare fitted floating. The centre partof the crosshead is designed as abearing journal which is housed inthe crosshead bearing.

The crosshead bearing cap is providedwith a cut-out for assembling thepiston rod with the crosshead. Thecrosshead bearing is equipped withbearing shells, which are lined witha white metal layer.

The piston rod fits into a groove inthe top of the crosshead and is se-cured by means of four screws.

A bracket on the crosshead, fittedbetween the crosshead shoe and thecrosshead bearing, supports the tele-scopic pipe which supplies lubricat-ing and cooling oil to the crosshead,crankpin and piston. The outlet pipefor piston cooling oil is fitted tothe opposite end of the crosshead.The outlet pipe slides within a slot-ted pipe inside the engine frame, andfrom there the oil is led through acontrol device for each cylinder forchecking of the temperature and flowbefore the oil is passed on to thedouble-bottom tank.

The crosshead block is provided withbores for distributing the oil sup-plied through the telescopic pipe,partly as cooling oil for the piston,partly as lubricating oil for thecrosshead bearing and guide shoes and- through a bore in the connectingrod - for lubrication of the crankpinbearing.

The central bore and the two slidingfaces of the crosshead shoes are alllined with cast-on white metal. Astop screw is fitted at the bottom ofthe central bore. The crosshead shoes

are guided by crosshead guides in theengine frame and by guide strips se-cured to the crosshead shoes proper.

The crosshead bearing is tightenedtogether by means of four studs andnuts, secured with penn lockingdevices.

The crankpin bearing is fitted withbearing shells lined with white metaland assembled in the same manner asthe crosshead bearing.

Both the crosshead bearing shells andthe crankpin bearing shells are re-tained in position by means of discsfitted in corresponding bores in thebearing housings.

89

PLATE 90401-38 CONNECTING ROD

L60MC/MCE

90

904-2

Edition 33

Data 1 (1)

SAFETY PRECAUTIONS

Lx l Stopped engine| <3 Block the starting mechonisn

E> ] Shut off starting air supply| \] Engage turning gearI | Shut off cooling water| j Shut off fuel o!l£>^ Shut off lubrication oilf | Lock turbocharger rotors

CROSSHEAD BEARINGS

2 x M202 x M242 x M30

2 x 2000 kg

DATA:

D-1 Clearance in crossheadbearing capMax 0.45 mmMin 0.30 mm

D-2 Crosshead bearing bolt 10 kgD-3 Crosshead bearing cap 513 kgD-4 Crosshead complete 1500 kgD-5 Guide shoe 200 kgD-6 Bearing shell, upper 43 kgD-7 Bearing shell, lower 57 kgD-8 Telescopic pipe 22 kg

D-9 Hydraulic dismantlingpressure s . .900 barHydraulic tighteningpressure 900-990 bar

904-2

L60MC/MCE

91

904-2.1

L60MC/MCE

CHECKING OF CROSSHEAD

BEARING CLEARANCE

904-2.1

Edition 33

Page 1 (1)

1. Open the crankcase door oppositethe cylinder concerned.

2. Turn the crosshead concerned toBDC.

3. Measure the clearance in thecrosshead bearings by means of afeeler gauge, which is to be ap-plied at the top of the upperbearing shell.

4. The clearances indicated in theData sheet must be observed. Inthe event of any discrepancy be-tween the measurements stated andthose actually found, the cross-head bearing must be disassembledfor inspection, see Section904-2.2.

5. For further external inspection ofthe crosshead bearing, see Section707 "Bearings" in the instructionbook, Volume 1 "OPERATION".

6. 0.2 and 0.5 mm undersize bearingshells are available as spares.

904-2.2 INSPECTION OF

Edition 33 CROSSHEAD JOURNAL

Page 1 (3) AND BEARINGS

1. Turn the crosshead down far enoughto give access to the screws andnuts on the piston rod, the cross-head bearing cap and the tele-scopic pipe.

2. Mount four eye screws in the framebox topplate in the athwartshipdirection for suspending thepiston and crosshead bearing cap.Suspend two chains from the twoinner eye screws in the frame boxtopplate.

3. Remove the four tightening screwsfrom the piston rod and fit twoeye screws in the piston rod foot.

4. Loosen and remove the lock nutsfrom the crosshead bolts and mountthe supports and the hydraulicjacks for loosening the nuts onthe crossjiead bearing cap (foroperation of the hydraulic tools,see section 913).Remove the hydraulic jacks and un-screw the nuts.Mount a lifting eye screw on eachside of the bearing cap.

904-2.2

L60MC/MCE

93

904-2.2

L60MC/MCE

D-3

INSPECTION OF

CROSSHEAD JOURNAL

AND BEARINGS

904-2.2

Edition 33

Page 2 (3)

5. Loosen the four screws whichtighten the telescopic pipe to thebend. See procedure 902-2.

Note:

When a piston is dismantled, neverturn the engine without first dis-mantling the telescopic pipe fromthe crosshead.

j. Turn the crosshead to TDC.Hook the ends of the chains to thelifting eye screws in the pistonrod. Turn the crosshead downwardand the piston rod will remainsuspended from the two chains.

?. Turn the crosshead to B.D.C.Suspend two tackles from the twoouter eye screws in the frame boxtopplate in the athwartship direc-tion. Hook on the tackles to theeye screws in the crosshead bear-ing cap and raise it to a positionin which it is possible to checkthe upper bearing shell and theupper part of the journal.

3. Lower the bearing cap onto thecrosshead and remove the tackles.

Turn the crosshead upwards untilthe piston rod lands on the cross-head. Ensure that the guide in thecrosshead fits correctly in thecentre hole of the piston rod.

Remove the chains and eye screws.

Mount the four screws in thepiston rod, but do not tighten.

94

904-2.2 INSPECTION OF

Edition 33 CROSSHEAD JOURNAL

Page 3 (3) AND BEARINGS

9. Mount the chains for suspendingthe crosshead in the frame boxtopplate in the fore-and-aftdirection.

Mount an eye screw in each guideshoe.

Turn to TDC and hook on thechains to the eye screws.

10. Mount fittings for fixing of theconnecting rod on the head of theconnecting rod. Fasten tackles tothe fixed mountings on the framebox wall and attach the tacklehooks to the mentioned mountings.Haul the tackles tight.

11. Turn the crankthrow toward 8DCwhile "following" with the tack-les, thus continuously supportingthe connecting rod.

12. With the crosshead suspended fromthe chains, check the lower partof the crosshead journal and thebearing shell.

Regarding checking of journal andbearing shells, see Volume I"Operation", Section 707, Bear-ings. For replacement of thebearing shells, proceed as in-structed on page 904-2.3.

13. After assembling the crosshead,piston rod and telescopic pipe,remove all eye screws, liftingfittings, supports and tackles.

Self-locking nuts may only be usedonce.

904-2.2

L60MC/MCE

95

904-2.3

L60MC/MCE

D-6

REPLACEMENT OF CROSS- 904-2.3

HEAD BEARING SHELLS Edition 33

Page 1 (2)

1. Follow procedure 904-2.2, points1, 2 , 3, 4 and 6.

2. Turn the crosshead to BDC.Suspend two tackles from the twoouter eye screws in the frame boxtopplate in the athwartship direc-tion. Hook on the tackles to theeye screws in the bearing cap andlift it up and out of the engine.Land the cap on a couple of woodenplanks on the platform.

3. Place the bearing cap on one side,dismount the bearing shell lockingscrews and exchange the bearingshell with a new one.

4. Lift the bearing cap with the newshell into the crankcase and placeit over the crosshead.

Turn the crosshead upwards untilthe piston rod lands on the cross-head. Ensure that the guide in thecrosshead fits correctly in thecentre hole of the piston rod.

Remove the chains and eye screws.

Mount the four screws in thepiston rod, but do not tighten.

96

904-2.3

Edition 33

Page 2 (2)

REPLACEMENT OF CROSS-

HEAD BEARING SHELLS

5. Mount the chains for suspendingthe crosshead in the frame boxtopplate in the fore-and-aftdirection.

Mount an eye screw in each guideshoe.

Turn to TDC and hook on the chainsto the eye screws.

6. Mount fittings for fixing of theconnecting rod on the head of theconnecting rod. Fasten tackles tothe fixing mountings on the framebox wall and attach the tacklehooks to the mentioned mountings.Haul the tackles tight.

Turn the crankthrow toward BDCwhile "following" with the tack-les, thus continuously supportingthe connecting rod.

Tilt the connecting rod towardsthe opening in the manoeuvringside by means of the tackles.

7. Dismount the locking screws forthe lower bearing shells. Thenturn the bearing shells so far upthat eye screws can be mounted.Lift the bearing shells out of theengine.

Mount new bearing shells in thebearing housings and assemble theparts in the reverse order to dis-assembling.

The excess height X is to ensurecorrect tightening-down of thebearing shell and MUST NOT beeliminated.

97

904-5 CHECKING OF

Edition 46 RECIPROCATING PARTS

Data 1 (3)

SAFETY PRECAUTIONS

[__ ] Stopped engine| ] Block the starting mechanism[^ ^ Shut off starting air supply| | Engage turning gearj | Shut off cooling water| | Shut off fuel oil| | Shut off lubrication oil| ( Lock turbocharger rotors

904-5

L60MC/HCE

98

904-5

L60MC/MCE

CHECKING OFRECIPROCATING PARTS

904-5Edition 46Data 2 (3)

Exhaust side

Fore

Camshaft side

DATA:

Acceptance criteria with piston incentre (F-A direction).

N: New and cold engine with stayboltstightened (less than 100 runninghours).

0: Engine in service.

Measuringpoints

PF + PA

E + G

H + F

3 + XL + YK + XM + Y

QF + QA "I

value

NmaxOmax

N maxmin

Omax

N maxmin

Omax

Omax

mm

0.72.0

0.550.2

0.8

0.80.5

1 .0

0.8

In order to achieve a stabilemeasuring on board, the trim mustbe kept inside 0.5°.

99

904-5 CHECKING OFEdition 46 RECIPROCATING PARTSData ~!> (!>}

904-5

L60MC/MCE

Exhaust side

Fore

Shrunk type Solide type

100

CHECKING OF

RECIPROCATING PARTS

904-5

Edition 46

Page 1 (1)

1. Turn the crankshaft in ASTERNdirection to approx. 45° after CDC(Position 1). The crosshead shoesare now to rest against the AHEADguides.

2. The centering of the piston in thecylinder is measured (from thescavenge air space by means of along feeler gauge) between thepiston skirt and the cylinderliner in the "Fore" and "Aft"positions (PF-PA). Make sure thatthe piston is clear of the cylin-der liner in fore-and-aft direc-tion.

3. Check that the guide shoes are incontact with the guides both atthe top "G" and at the bottom "H".

Then measure the clearance betweenthe opposite guide shoes and guideat the top "E" and the bottom "F".

4. Measure the clearance between theguide shoes and the crosshead (Xand Y).

Measure the clearance between theguide strips and guides (3, K, Land M). The clearance, calculatedas 0+X, K+X, L+Y and M+Y, is ad-justed by the insertion of shimsso that it is symmetrical in rela-tion to the clearance between thepiston skirt and the cylinderliner. Parallelity between theguide strip and guide is to bekept within a tolerance of 0.1 mm.

5. Check the clearance between thecrosshead and the connecting rod(OF and QA).

6. It is recommended to note down themeasured results to be able toascertain possible later changes.

I01

904-6Edition 36Data 1 (1)

CHECKING, INSPECTIONAND REPLACEMENT OFCRANKPIN BEARING

SAFETY PRECAUTIONS

l ] Stopped engine&^\ Block the starting mechanism| | Shut off starting air supply| | Engage turning gear| I Shut off cooling water| | Shut off fuel oilIX] Shut off lubrication oil| I Lock turbocharger rotors

2 x 1 m! x 3 m2 x 5 m - 1800 kg

2 x 2000 kg

2 x M242 x M30

DATA:

D-1 Clearances in crankpin bearing

max 0.32 mmT 2 mln 0.30 mm

max 0.52 mmmin 0.30 mm

D-2 Connecting rod stud 10 kg

D-3 Crankpin bearing cap 273 kg

D-4 Crankpin bearing shell... 26 kg

D-5 Crankpin bearing cap -t-shell + connecting rodstuds 337 kg

D-6 Hydraulic dismantlingpressure 900-990 barHydraulic tighteningpressure .. 900 bar

904-6

L60MC/MCE

102

904-6

L60MC/MCE

CHECKING, INSPECTION 904-6

AND REPLACEMENT OF Edition 36

CRANKPIN BEARING Page 1 (4)

1. Turn the crank to BDC.

2. Check the clearance in the crank-pin bearing by means of a feelergauge, see Data Sheet.Measure the clearance at the bot-tom of the bearing in both sides.

3. If the clearance is not within thelimits stated on the Data Sheet,proceed as follows:

Mount two eye screws in the crank-case topplate in the two outerscrew holes in the athwartshipdirection and hang up two tackles.

4. Turn the crank to TDC.

Mount eye screws in each side ofthe lower bearing cap, hook on thetackles and haul taut.

Loosen and remove the lock nuts.

By means of the hydraulic jacks,loosen the nuts of the crankpinbearing bolts, (for operation ofthe hydraulic jacks, see Section913).

Remove the nuts.

103

904-6

Edition 36

Page 2 (4)

CHECKING, INSPECTION

AND REPLACEMENT OF

CRANKPIN BEARING

5. Lower the bearing cap and land itin the oil pan.Be careful that the studs do notdamage the crankpin journal.

6. Place the bearing cap on one side,dismount the bearing shell lockingscrews and exchange the bearingshell with a new one.

7. Mount the chains for suspendingthe crosshead in the frame boxtopplate in the fore-and-aftdirection.

Mount an eye screw in each guideshoe.

Turn to TDC and hook on the chainsto the eye screws.

8. Mount two eye screws, one in eachside of the connecting rod.

Mount fittings for fixing of theconnecting rod at the lower end,one on each side.

Fasten two tackles to the fixedmountings on the frame box walland attach the tackle hooks to thementioned mountings.

Haul the tackles tight.

904-6

L60MC/MCE

D-5

D-3

104

904-6

L60C/MCE

CHECKING, INSPECTIONAND REPLACEMENT OFCRANKPIN BEARING

904-6

Edition 36

Page 3 (4)

9. Carefully turn down the crankwhile "following" with the tack-les until the crosshead with thepiston rod rests on the supports.

Continue to turn the crankshaft,follow up with the tackles, mak-ing sure that the upper bearingcomes completely clear of the re-cess in the crankshaft when theparts begin to "separate".

Continue turning the crankshaftuntil the bearing surface can befreely inspected.

Inspect the bearing surface andcrankpin journal.

10. If it is necessary to replace thebearing shell, proceed as fol-lows:

Turn the crankshaft to BDC.

Release the tackles so that theconnecting rod is hanging freely.

105

904-6

Edition 36

Page 4 (4)

CHECKING, INSPECTION

AND REPLACEMENT OF

CRANKPIN BEARING

904-6

L60MC/MCE

11. Remove the stop screws from thelower side of the guide shoes andmount eye screws instead.

Remove the tackles from the fixedmountings on the frame box walland hook them on to the eyescrews in the guide shoes.

12. Hook the tackles on to the lift-ing tool for the crankpin shell.Mount the tool on the bearingshell in the connecting rod bymeans of the tackles and haultaut.

13. Dismount the bearing shell lock-ing screws.Lower the lifting tool with thebearing shell by means of thetackles.

14. Replace the bearing shell by anew one, coat the bearing surfaceand journal with clean lubricat-ing oil.

Mount the parts in the reverseorder to dismantling.

The excess height X is to ensurecorrect tightening-down of thebearing shell and MUST NOT beeliminated.

0.2 and 0.5 mm undersize bearingshells are available as spares.

904-7Edition 35Data 1 (1)

DISMANTLING/MOUNTINGOF CONNECTING ROD

SAFETY PRECAUTIONS

| | Stopped engine[ ] Block the starting mechanism[ ^J Shut off starting air supply^S] Engage turning gear[ ( Shut off cooling water[| Shut off fuel oil[ l Shut off lubrication oil| | Lock turbochorger rotors

24. 30. 36

2 x 2000 kg2 x 3000 kg

2 x M242 x M30

20-100 Nm280-760 Nm

500 kg

DATA:

D-1 Hydraulic dismantlingpressure 900/990 barHydraulic tighteningpressure 900 bar

D-2 Connecting rod 2020 kg

D-3 Crankpin bearing cap 337 kg

D-4 Tightening torque -telescopic pipe 50 Nm

D-5 Tightening torque -cooling oil outlet pipe.. 100 Nm

D-6 Screwing-in torque -crosshead bearing studs.. 320 Nm

107

904-7

L60MC/MCE

DISMANTLING/MOUNTING

OF CONNECTING ROD

©

904-7

Edition 35

Page 1 (5)

1. Turn the crosshead down far enoughto give access to the nuts on thecrosshead bearing cap.

Mount two eye screws in the framebox topplate in the athwartshipdirection and suspend two tackles.

2. Loosen and remove the lock nutsfrom the crosshead bolts and mountthe supports and the hydraulicjacks for loosening the nuts onthe crosshead bearing cap (foroperation of the hydraulic tools,see Section 913).Remove the hydraulic jacks and un-screw the nuts.

3. Turn the crosshead to TDC.

Mount two eye screws in the crank-pin bearing cap, hook the tackleson and haul taut.

Loosen and remove the lock nutsof the crankpin bearing bolts, fitthe hydraulic jacks and loosen thenuts.Remove the hydraulic jacks, un-screw the nuts.

Lower the bearing cap and land itin the oil pan. Be careful thatthe studs do not damage the crank-pin journal.Place the bearing cap on one side.

108

904-7

Edition 35

Page 2 (5)

DISMANTLING/MOUNTING

OF CONNECTING ROD

4. Mount the chains for suspendingthe crosshead in the frame boxtopplate in the fore-and-aftdirection.

Mount an eye screw in each guideshoe.

Turn to TDC and hook on the chainsto the eye screws.

Mount fittings for fixing of theconnecting rod on the head of theconnecting rod. Fasten tackles tothe fixed mountings A and B on theframe box wall and attach thetackle hooks to the mentionedmountings. Haul the tackles tight.

Mount a fitting in the crankpinend of the connecting rod, on theexhaust side.

5. Turn the crankthrow towards BDCwhile "following" with the tack-les, thus continuously supportingthe connecting rod.

The crosshead, together with thepiston and the crosshead bearingcap, is now suspended from thechains.

Turn the crankthrow to 45° beforeBDC. Remove the tackle from thelifting fitting B.

6. Remove the four studs from theconnecting rod and, by means ofthe tackle from the lifting fit-ting A, tilt the connecting rodtowards the manoeuvring side untilthe connecting rod is leaning outof the doorway.

Attach a tackle to the fixedmounting C on the frame box walland connect the tackle hook to thelifting mounting at the lower endof the connecting rod.

904-7

L60MC/MCE

109

904-7

L60MC/MCE

DISMANTLING/MOUNTINGOF CONNECTING ROD

904-7

Edition 35

Page 3 (5)

7. Turn the crank carefully upwardswhile "following" with the tack-les, guiding the head of the con-necting rod out of the doorway.

Remove the floor chequer plate forthe pertaining cylinder.Place a wire rope round the con-necting rod, hook on the engineroom crane and haul taut.

8. Remove the tackle from the liftingfitting B.

Continue turning upwards tillabout 30° after TDC while "fol-lowing" with the tackle and theengine room crane.

9. Then lift the connecting rod outof the engine by means of theengine room crane and the tackle.

110

904-7

Edition 35

Page 4 (5)

DISMANTLING/MOUNTING

OF CONNECTING ROD

904-7

L60MC/MCE

Provide the connecting rod withthe same lifting attachments asstated under dismantling. Turnthe engine towards the manoeuvr-ing side to the same position aswhen dismantling.

By means of the engine roomcrane, together with the internaltackles A and C, lift theconnecting rod into the engine.Carefully guide the connectingrod down over the crankpin.

Turn the crank downwards, whileguiding the connecting rod. Re-move the tackle' C from the lowerend and hook on the tackle from Ato the head of the connectingrod.

Continue turning downwards to 45°before BDC. Raise the connectingrod to vertical position, hook onthe tackle from the lifting fit-ting B.

Mount the four crosshead bearingstuds in the upper end of theconnecting rod. See Data D-6.

Turn the crankshaft carefullytowards TDC guiding the connect-ing rod/crosshead together bymeans of the tackles.

Remove the tackles and eye screwsfrom the guide shoes, the tacklesand lifting attachments from theconnecting rod, and the liftingtool from the crosshead.Mount the lower bearing cap inreverse order to dismounting,using the tightening pressurestated in Data. (For mounting ofcrankpin bearing, see also904-6).

Remove the supports from the webplates.

Mount the telescopic pipe, seeData.

I l l

904-7

L60MC/MCE

DISMANTLING/MOUNTING 904-7

OF CONNECTING ROD Edition 35

Page 5 (5)

Turn to BDC and mount the nuts.Tighten the nuts by means of thehydraulic tool, using the pres-sure stated in Data.

Mount and secure the lock nuts.

Mount the cooling oil outletpipe, see Data.

112

CONNF.C1ING ROD AND CROSSHEAD PANEL PLATE 90451 75

M3

PLATE 90461-21 CONNECTING ROD - TOOLS

114

CONNECTING ROD - TOOLS

L60MC/MCE

PLATE 90462-01

047

059

I15

Notes

116

CRANKSHAFT, THRUST BEARINGAND TURNING GEAR

905.01-19

CRANKSHAFT

Plate 90501

The crankshaft is semi-built, i.e.the parts are either shrunk or weldedtogether.

The main bearings are lubricated viaa main lubricating oil pipe thatbranches off to the individual bear-ings, whereas oil for lubricating thecrankpin bearings is supplied fromthe crossheads through bores in theconnecting rods.

At the aftmost end of the crankshafta turning wheel is fitted. Further-more, the crankshaft is provided witha thrust collar, on which also achain wheel for the camshaft drive isfitted.

THRUST BEARING

Plate 90505

The thrust bearing serves the purposeof transmitting the axial thrust ofthe propeller through propeller shaftand intermediate shafts to the ship'shull. The thrust bearing is incorpo-rated in the aftermost part of theengine bedplate.

The crankshaft is provided with athrust collar which transmits thethrust to a number of segments mount-ed in a thrust shoe on either side ofthe thrust collar. The thrust shoesrest on surfaces in the thrust bear-ing housing and are held in place bymeans of two crossbars. The segmentshave white metal cast on the wearingfaces against the thrust collar.

The thrust bearing is lubricated fromthe pressure lubrication system ofthe engine and is eguipped with con-trol and alarm eguipment which beginsfunctioning should the oil tempera-ture in the bearing rise or the oil

pressure fall.

TURNING GEAR

Plate 90510

The turning gear is attached to theengine bedplate and is driven by anelectric geared motor incorporating adisc brake.

Through a worm gearing and a plane-tary aearing, the geared motor drivesa horizontal shaft equipped with agear wheel which can be axially dis-placed by means of a hand wheel, soas to engage with the turning wheelof the engine.

The turning gear is provided with asafety arrangement consisting of alever which is to be lifted andlocked in its top position before thegear wheel of the turning qear can bemade to engage with the turningwheel. Immediately this arm islifted, a valve inserted in thestarting air system of the engine isactuated, thus preventing startingair from being supplied to the engineas long as the turning gear is in theengaged position.

When the safety lever is in itsbottom position, it prevents the qearwheel of the turning gear from engag-ing with the turning wheel.

During any dismantling of workingparts of the engine, the turning gearmust be in the engaged position inorder to prevent outside forces fromturning the engine, thus causinginjuries to personnel or damage tothe machinery.

The turning gear must be in the dis-engaged position during pressuretesting of starting valves, as aleaky valve may cause the engine torotate, and damage the turning gear.

H7

PLATE 90501-54 CRANKSHAFT

L60MC/MCE

THRUST BEARING PLATE 90505-32

L60MC/MCE

074

119

PLATE 90510-30 TURNING GEAR

L60MC/MCE

120

905-1 CHECKING DEFLECTION

Edition 11 OF CRANKSHAFT

Data 1 (1)

SAFETY PRECAUTIONS

IPO Stopped enginefc^l Block the starting mechanijml l Shut off starting air supplyl J Engage turning gearI | Shut off cooling water| | Shut off fuel oil[ ] Shut off lubrication oilI | Lock turbocharger rotors

For measuring and evaluation, see al-so Chapter 7Q8 in Volume I "OPERA-TION".

905-1

L-MC/MCE

121

905-1

L-MC/MCE

CHECKING DEFLECTION 905-1

OF CRANKSHAFT Edition 11

Page 1 (1)

1 . Place a dial gauge opposite thecrank pin on the port side, andset the pointer to zero.

2. Read the dial gauge at the follow-ing points:X - S - T - P ' - Y1/2 (X + Y) = Z

3. "Closing" of the crank web is con-sidered as negative. Refer to theinstruction book, "OPERATION"Volume I, Chapter 708.

122

905-2 CHECKING AND AD3UST-

Edition 28 MENT OF CLEARANCE

Data 1 (1) IN MAIN BEARINGS

SAFETY PRECAUTIONS

| | Stopped engine[ ] Block the starting mechanism[ ] Shut off starting air supplyl l Engage turning gearI | Shut off cooling water| | Shut off fuel oilIXI Shut off lubrication oil[ ] Lock turbocharger rotors

905-2

L60MC/MCE

DATA:

Clearance in Main Bearing

Max 0.30 mmMin 0.20 mm

D-1 Main bearing cap 178 kgD-2 Main bearing upper shell.. 59 kg

123

905-2

L60MC/MCE

D-1

CHECKING AND AD3UST- 905-2

MENT OF aEARANCE Edition 28

IN MAIN BEARINGS Page 1 (2)

1. After each 6000 hours.

When there is too great a diffe-rence in the crankshaft deflectionmeasurements (autolog) 905.1,check the individual bearings.

2. After each 3000 hours:

Check the clearance with a "Kjaer"feeler blade between the uppershell and the journal. To ease themeasuring, dismount the inlet pipeand the screwed-in lubricationpipe, and make the measurementthrough the hole for the lubrica-tion pipe.

If the clearance has appreciablyincreased, this means wear in thebottom shell. If the crankshaftdeflection has not been measured,do this before dismantling thebearing. After measuring, dismountthe bearing - see 90.5-3 - for fur-ther inspection.

3. After dismounting the bearing capand upper shell, inspect the bear-ing and the journal (please referto Volume I, OPERATION, Section708, "Bearings").

124

9Q5-2

Edition 28

Page 2 (2)

CHECKING AND ADJUST-

MENT OF CLEARANCE

IN MAIN BEARINGS

A. For correct measurement of thebearing wear, place the bridgegauge as shown in the illustration(always apply the bridge gauge inthe same place). Using the feeler,measure between the pin of thebridge gauge and the bearing jour-nal. Compare the measurement withthe measurement stated in the testbed report (Vol. I, OPERATION), orprevious measurements, if any.

If the measurement shows that theclearance tends to increase, thelower shell should be dismounted(see 905-3) for inspection andoverhaul.

If the crankshaft deflection(alignment indicator) is approach-ing the tolerance limits (seeVol. I, OPERATION), a new lowershell should be adapted accordingto the crankshaft alignment indi-cator.

5. After overhauling or adapting anew bearing, take out or insert anumber of shims to obtain theclearance stated on the datasheet.

Check this clearance with the"Kjaer" feeler after assembling thebearing.

905-2

L60MC/MCE

125

905-3 INSPECTION OFEdition 41 MAIN BEARINGSData 1 (1)

SAFETY PRECAUTIONS

C^3 Stopped engine[ ^1 Block the starting mechanism^^l Shut off starting air supplyl ] Engage turning gear[ _J Shut off cooling waterU Shut off fuel oil[P J Shut off lubrication oil( | Lock turbocharger rotors

-=Tr> 17. 19. 24. 30. 36

(Ot3E=

If 2 x 500 kg

&HB=MCCD

1 x 3 m

DATA:

Clearance inMain Bearing min. 0.20. mm

max. 0.35 mmD-1 Main bearing cap 178 kgD-2 Main bearing shell 59 kgD-3 Hydraulic dismantling

pressure 900-990 barHydraulic tighteningpressure 900 bar

905-3

L60MC/MCE

126

905-3

L60MC/MCE

INSPECTION OF

MAIN BEARINGS

905-3

Edition 41

Page 1 (5)

1. For inspection and disassembly ofthe bearings marked "A", see pro-cedure on page 2.

2. Disconnect the lubricatingpipe from the main pipe.

oil

Mount the hydraulic jacks andloosen and dismount the nuts, seeprocedure 913-1 . Turn the crankthrow so that it points towardsthe exhaust side of the engine.

127

905_} INSPECTION OF

Edition 41 MAIN BEARINGS

Page 2 (5)

4. Mount the guide pulley, with thelifting wire and attachment, onthe frame wall. Mount the liftingattachment on the bearing cap. Rigup two tackles.

Dismount the bearing cap and uppershell by alternate use of thetackles.

In cases where the bearing caphas to be taken out through theopening to the chain drive, thelub. oil pipes on the side of thechain tightener have to be re-moved.

Disassembly of bearings marked "A":

2A Disconnect the lubricating oilpipe from the main pipe.

3A Mount the hydraulic jacks andloosen and dismount the nuts, seeprocedure 913-1. Turn the crankthrow to the middle positiontowards the exhaust side of theengine.

905-3

L60MC/MCE

128

905-3

L60MC/MCE

INSPECTION OF

MAIN BEARINGS

905-3

Edition 41

Page 3 (5)

4A Suspend a tackle at the end of theframe box above the rib and removethe cover from the rib.

Mount the lifting attachment withthe two wire ropes on the bearingcap and the protective caps on theneighbouring studs.

5A With the wire ropes fittedthrough the holes in the rib ofthe frame box, lift the bearingcap free of the studs and land itn the neighbouring studs.

Lift the cap out by alternate useof the tackles. Dismount the uppershell in the usual manner.

5. If the crankshaft is turned withthe bearing cap dismounted, usethe two stops which prevent thelower shell from being rolled out.

Check that there is clearance be-tween the journal and the mainbearing shell in the two adjacentmain bearings.

129

905-3 INSPECTION OF

Edition 41 MAIN BEARINGS

Page 4 (5)

6. Remove the screws from the crosspiece (only screwed in for safekeeping) and screw them into thethreaded holes of the hydraulicjacks (for tightening the camshaftbearing studs).

Replace the snap-on connectors ofthe hydraulic jacks with angularsnap-on connectors.

7. Place the cross piece in the bed-plate with the ends resting on thecross girders, and place the hy-draulic jacks beneath the crankwebs as shown.

Tighten the screws against thecrank webs.

8. Connect the hydraulic jacks to thehigh-pressure pump and raise thepressure until the crankshaft haslifted 0.2 mm.

9. Remove the shims on one side.Mount the cross piece and wirerope. Place the wire rope in theguide pulley. Pull the lower shellround and up until it lies overthe main bearing journal.

During remounting of the main bear-ing, check the clearance and insertthe required shims (see 905-2). Thentighten the main bearing caps, usingthe hydraulic tools. This is done inthree stages: First tighten the nutsof the two foremost studs, then thetwo aftmost ones and, finally, re-tighten the nuts of the two foremoststuds.

905-3

L60MC/MCE

Max,20/100mm

130

INSPECTION OF 905-3

MAIN BEARINGS Edition 41

Page 5 (5)

Lifting of the Thrust Shaft End

10. Turn the engine so as to move thethreaded hole in the chain wheelto TDC.

11. Place the crosspiece for liftingthe thrust shaft end in such away that the legs rest on thestops of the thrust bearing.

Screw the draw stud into thechain wheel.

12. Screw the hydraulic jack (forcrosshead bolts) on to the drawstud, and check that the hydrau-lic jack is in contact with thecrosspiece on the whole circum-ference, otherwise the positionof the crosspiece/draw stud is tobe corrected.

13. Set up a dial gauge in such amanner that a max. lift of 0.2 mmof the thrust shaft can be mea-sured.

14. After lifting the thrust shaft,pull the lower shell round of thejournal bearing until the lowershell lies over the bearing jour-nal.

15. Mount an eye screw in the bearingshell and lift this away.

Carry out mounting in the reverseorder, tightening the nuts forthe bearing studs in accordancewith D-3.

For judging the condition of thebearing, see Volume I, Chapter

708 "Bearings".

131

905-4Edition 24Data 1 (1)

CHECKING OF CLEARANCEIN THRUST BEARING

905-4

L60MC/MCE

SAFETY PRECAUTIONS

EX] Stopped engine[ ] Block the starting mechanism[ ] Shut off starting air supplyl l Engage turning gear| [ Shut off cooling waterr I Shut off fuel oilCX] Shut off lubrication oilI | Lock turbocharger rotors

24

132

905-4

L60MC/MCE

CHECKING OF CLEARANCE

IN THRUST BEARING

905-4

Edition 24

Page 1 (1)

The clearance B + C has been measuredduring testbed trials of the engineand noted down in the "ADJUSTMENT"table which is inserted at the end ofVolume I, "OPERATION".

For a new engine the clearance is0.5 - 1.0 mm, and for an engine inservice it must not exceed 2.0 mm.

The checking is carried out asfollows:

The clearance is checked with afeeler gauge as well as with thespecial gauge = A + B made during thetest running of the engine.

1. Turn the engine so that the aft-most crankthrow is at BDC and thethrust collar bears on the fore-most thrust bearing segments,i.e. B = 0 mm.

2. The wear of the thrust bearing isnow checked with the gauge sup-plied, as well as with a feelergauge. The gauges are to be ap-plied between the side of the aft-most lower main bearing shell andthe side of the aftmost crankthrow (at the back of the engine).

3. If a feeler gauge of less than2.0 mm, minus (B + C), is able toenter, the thrust bearing clear-ance is in order.

If a feeler gauge of 2.0 mm orabove, minus (B + C), is able toenter, the thrust bearing must beoverhauled.

133

905-5Edition 32Data 1 (1)

REPLACEMENT OF THRUSTBEARING SEGMENTS

SAFETY PRECAUTIONS

l j Stopped engineC>^ Block the storting mechonism| ] Shut off starting air supply[ j Engage turning gearI | Shut off cooling water| [ Shut off fuel oilO<3 Shut off lubrication oil[ J Lock turbocharger rotors

© M12, M24

2 x 600 kg

^ 500 kg

905-5

L60MC/MCE

DATA:

D-1 Stop 160 kg

D-2 Thrust bearing segment.... 60 kg

D-3 Hydraulic dismantlingpressure 900-990 barHydraulic tighteningpressure 900 bar

134

905-5

L60MC/MCE

D-3

REPLACEMENT OF THRUST 905-5

BEARING SEGMENTS Edition 32

Page 1 (2)

1. Remove the lub. oil pipes From theside plate of the chain tightenerand the lub. oil pipe for thethrust segments.

2. Loosen and remove the nuts fromthe segment stops, and unscrew thestuds.

3. Remove the stops from the chaindrive above the thrust segments(Ahead or Astern) that are to betaken out.

135

905-5

Edition 32

Page 2 (2)

REPLACEMENT OF THRUST

BEARING SEGMENTS

4. Remove the protecting shields forthe thrust segments from the chainwheel.

5. For turning-up the thrust seg-ments, mount the tools on thechain wheel.

6. Turn up the segments by turningthe engine, and remove them fromthe chain drive.

7. Mounting is carried out in thereverse order.

905-5

L60MC/MCE

136

905-6

4L60MC/MCE

BALANCING ARRANGEMENT

FORE AND AFT

FORE

AFT

FORE

AFT

905-6

Edition 03

Page 1 (1)

1. Without 1st order momentcompensator

The adjustable counterweights on thetuning and turning wheels are in neu-tral position when they are attachedby means of screws fitted in thethreaded holes Nos. 4-5-6-7 and14-15-16-17.

If nothing is specified, the counter-weights are to remain in neutral posi-tion; otherwise the position should bechanged in accordance.with the speci-fication, based upon the hull vibra-tion conditions.

The max. horizontal and min. verticalexternal moments are achieved when thecounterweights are attached by meansof screws fitted in holes Nos. 7-8-9-10 and 11-12-13-14.

The max. vertical and min. horizontalexternal moments are achieved when thecounterweights are attached by meansof screws fitted in holes Nos. 1-2-3-4and 17-18-19-20.2. With 1st order moment compensator

The adjustable counterweights at the"Fore" end of the crankshaft areattached permanently by means ofscrews fitted in holes Nos. 7-8-9-10and 11-12-13-14.

The size and position of the adjust-able counterweights fitted to theturning wheel at the "Aft" end of thecrankshaft depends upon the size ofthe counterweight in the moment com-pensator's chain wheel in the chaintightener.

The position of the adjustable coun-terweight in Fig. 2 is only for illu-stration purposes.

The final position is given by theengine builder.

137

905-6Edition 03Data 1 (1)

BALANCING ARRANGEMENTFORE AND AFT

905-6

4L60MC/MCE

SAFETY PRECAUTIONS

l l Slopped enginel l Block the starting mechanism[ ] Shut off starting air supplyl i Engage turning gearI | Shut off cooling waterI | Shut off fuel oilI I Shut off lubrication oilI J Lock turbocharger rotors

DATA:

D-1 Weight of counterweight 320 kgD-2 Tightening angle 50°

138

CRANKSHAFT, THRUST SHAFTMAIN BEARING, E T C . , PANEL

PLATE 90551-62

139

PLATE 90561-22 MAIN BEARING - TOOLS

140

CRANKSHAFT - TOOLS P L A T E 90562-30

L60MC/MCE

075

040

141

Notes

142

906.01-25

MECHANICAL CONTROL GEAR

CHAIN DRIVE

The camshaft with cams for fuel pumpsand exhaust valves is driven from thecrankshaft through a chain drivelocated at the end of the engine.

The chain drive consists of two iden-tical roller chains running on chainwheels fitted on the crankshaft andthe camshaft. The chains are kepttightened by means of a chaintightener placed in the chain casingbetween the crankshaft and an inter-mediate wheel. From a chain wheel onthe camshaft there is a smaller chaindrive to operate the cylinder lubri-cators, the starting air distributor,the governor, etc.

The long free lengths of the chainsare guided by rubber-clad guidebars. Lubricating oil is suppliedthrough spray pipes fitted at theguide bars and chain wheels.

CHAIN TIGHTENER

The chain tightener consists of achain wheel mounted on a forked armin the chain casing. The forked armis pivoted on a shaft pin and isequipped with a bearing for the chainwheel.

Throughout the chain-tightening pro-cedure, the engine must be turned sothat the chain is slack at the sidewhere the chain tightener wheel isfitted.

The chain tightener is operated by atightener bolt in the free end of theforked arm for the chain wheel. Thetightener bolt extends through a pinthat is free to turn in the chaincasing. For correct tightening of thechain drive, see Volume II - MAIN-TENANCE.

CAMSHAFT

Plates 90611 - 90613

The camshaft is built together of anumber of camshaft sections. Thesections are assembled by means offlange couplings which are joinedtogether with fitted bolts and nuts.

In addition to the coupling flanges,the camshaft sections have, for eachcylinder, one cam for operation ofthe fuel pump, one for the exhaustvalve, and one for the indicatordrive. The cam for the indicatordrive is in two parts which are as-sembled by means of two fitted bolts.

The camshaft is carried in underslungbearings, which are fitted in theroller guide housings between the camdiscs for fuel pump and exhaustvalve. The bearings are of the shelltype, and the nuts and bearing boltsare designed for hydraulic tighten-ing.

The coupling flanges and the fuelpump and exhaust valve cams areshrunk onto the shaft by heating.Dismantling of flanges is effected byforcing lubricating oil in' betweenthe shaft and the flange, see VolumeII. The same procedure is used forturning of the fuel cam with a viewto adjusting the fuel pump lead andalso when adjusting the camshaft incase the chains have become worn andelongated following retightening.

The camshaft rotation constantly fol-lows that of the crankshaft. When theengine is reversed, the position ofthe rollers of the individual fuelpump roller guides is being shiftedin relation to the respective camdiscs, thus altering the fuel pumptiming to suit the new direction ofrotation. See Section 909.

143

906.02-25

After the engine has been testrun,the camshaft parts and the cylinderblocks are provided with pin gaugemarks, and the necessary pin gaugesare delivered together with theengine, enabling the camshaft timingto be checked and readjusted if theparts have been dismantled. The pingauges are marked with engine type,engine number, point of application,and the distance in mm between themeasuring points. Furthermore, thelength of the pin gauges is indicatedin the relevant section of the main-tenance book for the plant.

INDICATOR DRIVE - INDICATOR COCK

An indicator cam is fitted for eachcylinder. An indicator drive is ar-ranged above this cam, and the cy-linder cover is fitted with an indi-cator cock which communicates withthe combustion chamber of the cy-linder through a bore.

The indicator drive consists of aspring-loaded spindle which is ableto move up and down, corresponding tothe movement of the piston within theengine cylinder. This motion istransmitted from the indicator camthrough a roller at the bottom of thespindle. At the top the spindle hasan eye to which the indicator cord isfastened after the indicator has beenmounted on the indicator cock.

During the normal running of theengine, the spring-loaded spindle islifted clear of the indicator cam,the handle of the spindle being inthe locked position.

When diagrams are to be taken, thehandle is turned 90° whereby thespindle enters a keyway, thus pre-venting it from turning during itsup-and-down movement.

MOMENT COH>ENSATORS

2nd Order Moment

4, 5, and 6-cyl. engines have a 2ndorder external moment which mightexcite vibration of the hull anddeck house. Consequently, thesecylinder numbers have, as standard,been provided with flyweights builtinto the main chain drive (forming aMoment Compensator of type I), whichin many cases gives satisfactoryvibration conditions in the ship. Ifone compensator aft alone proves tobe insufficient, another pair ofcompensator flyweights can be mountedon the fore end, driven from thecrankshaft, thus forming a conven-tional 2nd order moment compensator(designation: Moment Compensator typeII) which in all cases will neutra-lize the external 2nd order moment.

4-Cylinder Engines1st Order Moment

4-cyl. engines have a rather high 1storder external moment, and can,therefore, be provided with a 1storder moment compensator arranged inthe main chain drive. The moment com-pensator consists of a (new) chain-tightener wheel with an incorporatedcounterweight. The size of the coun-terweight shall correspond to a givenposition of the adjustable counter-weight of the turning wheel.

If the chain drive(s) for the abovecompensators have been dismantled,the flyweights must be positionedcorrectly in relation to the crank-shaft of the engine (see the instruc-tion book, Vol. II, MAINTENANCE).Incorrectly fitted moment compensa-tors may excite heavy vibrations.

144

ARRANGEMENT OF CHAIN DRIVE AND CAMSHAFT PLATE 90600-24

L60MC/MCE

145

P L A T E 90601-28 CHAIN DRIVE AND GUIDE BARS

L60MC/MCI

053

146

CHAIN DRIVE - LUBRICATION

L60MC/MCE

P L A T E 90602-29

23S

147

PLATE 90603-23 CHAIN TIGHTENER

L60MC/MCE

148

INTERMEDIATE CHAIN WHEEL

L60MC/MCE

PLATE 90604-31

036

149

PLATE 90605-23 LUBRICATOR AND GOVERNOR DRIVE

L60MC/MCE

092 330

342

150

INTERMEDIATE CHAIN WHEEL PLATE 90606-01

L60MC/MCE

013

151

Notes

152

CHAINNHEEL ON CAMSHAFT

L60MC/MCE

PLATE 90610-41

796

153

PLATE 90611-50 CAMSHAFT

L60MC/MCE

-777

u

^730] !i

-75, r

DJJ

797 '

154

S 906-09

Page 1 (2)

INDICATOR COCK "KLINGER"TYPE ABIE 12/D-VII

MOUNTING AND MAINTENANCE

Mounting the Indicator Cock

When mounting the indicator cock,screw the cock housing on to the bot-tom of the intermediate piece A,tightening it against the gasket B toprevent the combustion gas from cor-roding the thread of the cock housingand the intermediate piece. Bring theindicator cock into the correct posi-tion by turning the 'intermediatepiece A.

Maintenance Instructions

Modern diesel engines with a high cy-linder load expose indicator cocks tovery high temperatures and pres-sures. Furthermore, the cock plug isoften fouled and corroded on accountof the use of inferior fuel oils. Toprevent this and to prolong the ser-vice of the packing sleeve, the fol-lowing precautions should be observ-ed:

Normal Operation

When the indicator cock is not inuse, the sealing disc 3 and theblanking off cap 2 should be mounted,

the cap tightened up, and the cockleft in open position. This will pre-vent the corrosive combustion pro-ducts from reaching the sealing sur-faces of the cock plug, and, being inthe open position, the cock can betightened up at any time. This alsoinvolves the advantage that the cockplug 7 and the packing sleeve 6 arenot exposed to the pulsating pressureproduced when the engine is running.Prior to indication, proceed as fol-lows:Shut off the cock, remove the cap,blow through the cock once, and fitthe indicator. Blowing through thecock more than once will shorten theservice life of the packing sleeve.After completing indication, mountthe cap with sealing disc and tightenup the cap. After completing indica-tion, mount the cap with sealing discand tighten up the cap. After this,leave the cock in open position.

Taking into use and adjusting

After taking a new cock into use orafter replacing the packing sleeve,the sealing screw 9 should be lightlytightened with the cock in an openposition. Do not tighten firmly asthe cock plug must still be able tomove freely.

155

S 906-09

Page 2 (2)

A leakage during operation can be im-mediately stopped by tightening thesealing screw a little more. When aleakage can no longer be stopped inthis way, the packing sleeve must bereplaced.

Replacement of packing sleevesDismounting

Remove the sealing screw 9. Loosenscrew 15, and remove washer 16 andthe handle 11. Knock the cock plug 7,the bipartite ring 8, and the packingsleeve 6 out of the housing. Removethe bipartite ring, and press thecock plug through the packing sleeve.

Mounting

Place the bipartite ring in the seal-ing groove of the cock plug and mountthe packing sleeve on the cock plug,pushing the sleeve up against the bi-partite ring. Knock the complete as-sembly into the bore of the housingascertaining that the ridge on thepacking sleeve fits into the groovein the housing. The flow hole ringsof the packing sleeve must neitherproject nor lie untrue in the open-ings of the packing sleeve. Mountsealing the screw and the handle.

Pos. Nr.Item No.

12356789

111516

Benaevnelse

Indikatorhane, kompletKapselmatrikPakningHusTatningsforingHanetoldTodelt ringTstningsskrueHandtagSkrueSkive

Part description

Indicator cock, completeCap nutGasketHousingPacking sleevePlugBipartite ringSealing screwHandleScrew

Washer

156

INDICATOR DRIVE PLATE 90612-13

L60MC/MCE

157

PLATE 90613-27 CAMSHAFT BEARING AND ROLLER GUIDE HOUSING

L60MC/MCE

158

GOVERNOR DRIVEPLATE 90615-43

01.6

159

3LATE 90618-36 REGULATING SHAFT

L60MC/MC!

160

EMERGENCY CONSOLE PLATE 90620-28

248261

96S

PLATE 90621-26 ARRANGEMENT OF STOP CYLINDER ANDSPRING-LOADED PULL ROD

L60MC/MCE

638

162

L60MC/MCE

ARRANGEMENT OF L A Y S H A F T PLATE 90622-28

237 597-

163

PLATE 90625-24 MOMENT COMPENSATOR - FORE

L60MC/MCE

r270—1 \282 , \

294

MOMENT COMPENSATOR - CHAIN T IGHTENER P L A T E 90626-07

L60MC/MCE

107

132

227

165

PLATE 90627-08 MOMENT COMPENSATOR - LUBRICATION

L60MC/MCE

067

055

906-1 CHECKING OF CHAINEdition 15 DRIVE, GUIDEWAYS, BOLTData 1 (1) CONN., AND LUBRICATION

SAFETY PRECAUTIONS

j~ I Stopped engineI j Block the starring mechanismI I Shut off starting air supplyL_Zl Er>g°g« turning gear| | Shut off cooling water| | Shut off fuel oil| | Shut off lubrication oil| | Lock turbocharger rotors

906-1

L60MC/MCE

I" Chain

DATA:

D-1 Max. wear of teethon chain wheel for:1" Chain 0.9 mm3.1/2" Chain 3.0 mm

1" Chain

D-2 Check measurement for10 links 238.2 mm

D-3 10 links + 1% = scrappingof chain 240.5 mm

3.1/2" Chain

D-4 Check measurement for10 links 835.0 mm

D-5 10 links + ~\% = scrappingof chain 843.4 mm

D-2-D-3-

3 1/2" Chain

167

906-1

L60MC/MCE

CHECKING OF CHAIN 906-1

DRIVE, GUIDEWAYS, BOLT Edition 15

CONN., AND LUBRICATION Page 1 (2)

Carry out the inspection as follows:

1. Make a general inspection forloose bolts and screws.

2. Inspect lube oil pipes for damage,and check jet nozzles for possiblestoppages or deformations.

3. Examine the rubber track of theguideways for cracks or other da-mage. Make a special check of theguideways at the on and off runsof the chain wheels.

Replace the guideway if bits havestarted to be "plucked out" of therubber track.

4. Check the teeth of the chainwheels. If abnormal wear is found,take a measurement (see data).

Measurements are best made byplacing a short straight-edge overthe points A and 8 and then mea-suring the distance D-1. If abnor-mal wear is noted at the bottom ofthe teeth, measure the diameter ofthe bottom. For assessing the mea-surement results, contact B&WDiesel.

In most cases, scratches will befound on the sides of the teeth,which are caused by the side pla-tes of the chain. Such scratchescan generally be considered nor-mal.

168

906-1 CHECKING OF CHAIN

Edition 15 DRIVE, GUIDEWAYS, BOLT

Page 2 (2) CONN., AND LUBRICATION

5. The chains for the camshaft driveare matched together to ensure aneven load distribution.

To keep such matching chains intheir pairs they have been markedon the side plates of the outerlink nearest to the assembled linkwith year, month, day and chainnumber.

Example:

No. 1 order,840520 1A840520 1B(840520 1C, possible 3rd chain)

No. 2 order,840520 2A840520 28(840520 2C, possible 3rd chain)

On the same link there is an arrow(->) which indicate the mountingdirection.

Check the chains for cracks onpossibly defective rollers andside plates. Check that the chainrollers can run freely and thatthe chain links can freely move onthe pin and bushing (that they arenot "seized" between the pin andthe bushing).

It is normal, however, that therollers get light, circumferentialcracks during the running-in pe-riod. These fine cracks are of noimportance and need not be con-sidered. It is recommended to turnthe chains a complete rotation andcheck each single link.

Check the chain wear - see data -and adjust the chains (remember toblock and lock the nuts of thechain tightener bolt) - see dataand procedure 906-2.

169

906-2 CHAIN DRIVE

Edition 40 (3.1/2n & 1")

Data 1 (1)

SAFETY PRECAUTIONS

[JX^ Stopped engineC>^ Block the starting mechanism\^^\ Shot off starting air supply&Q Engage turning gearL 1 Shut off cooling waterI I Shut off fuel oilCXQ Shut off lubrication oil| I Lock turbocharger rotors

17, 19, 30, 36

14

85

Original Spring

DATA:

3.1/2" Chain

D-1 Clearance 0.1 mm

When replacing the chain, the chaintension is to be re-adjusted when theengine has been operating at MCR orafter 100 hours' operation.

D-2 Slackness in 1" chain— 25-50 mm

The chains are to be tightened aftersea trial and after 500, 1000 and1500 service hours.Thereafter, the normal service is4000 hours.

170

906-2.1

L60MC/MCE

CHECKING AND

ADJUSTING TENSION

OF 3.1/2" CHAIN

906-2.1

Edition 40

Page 1 (2)

1. When retightening the chains,loosen the nuts A, B, C and D tofree the chain tightener bolt.

2. Turn the engine so that the slackpart of the chains is on the sameside as the tightening wheel, andcontinue the turning until thebalanceweights are hanging verti-cally downwards.

3. With the balanceweights in thisposition, tighten nut B on thechain tightener bolt until thereis a clearance between the shaftand the nut as stated in D-1.

Then tighten the nut B a further:

For 4 cyl. with 1st ordermoment compensator: 300°

For 4 cyl. without 1storder moment compensatorand for 5 & 6 cyl.: 330°

For 7 & 8 cyl.: 240°

171

906-2.1 CHECKING AND

Edition 40 AD3USTING TENSION

Page 2 (2) OF 3.1/2" CHAIN

4. Tighten the nut C hard against thecontact face of the shaft.Tighten the nut D.Then lock the nuts C and D bymeans of the tab washer.

5. Tighten the nut A.Then lock the nuts A and B bymeans of the tab washer.

906-2.1

L60MC/MCE

172

906-2.2

L60MC/MCE

CHECKING AND

ADJUSTING TENSION

OF 1" CHAIN

906-2.2

Edition 40

Page 1 (1)

Turn the engine so that the slackof the chain occurs on the longestfree length.

Measure the slack of the chainmanually by moving the chain tothe outer positions of the slackand finding the difference betweenthese positions.

If the chain tension does not cor-respond to the measurements statedon the data sheet, adjustment isto be carried out.

2. Adjustment

Loosen the screw of the chaintightener, and by turning the"loose" plate of the chain tight-ener, adjust the tension of thechain in such a way that it is inaccordance with the limits statedin Data. Again tighten up thescrew and check the slack. If thechain tension is in order, lockthe screw.

173

906-2.3

Edition 40

Page 1 (3)

DISASSEMBLING AND

ASSEMBLING Or CHAINS

(3.1/2" & 1" CHAINS)

906-2.3

L60MC/MCE

It may became necessary to disas-semble a chain owing to, for in-stance, cracked rollers or seizuresbetween pin and bushing being ascer-tained during the inspection (906-1),or when replacing worn chains, orwhen removing the chainwheel.

In the case of 1" chains, it can alsobecome necessary to remove a link ifthe adjustment possibilities of thechain have been used and the chainhas not reached the rejection stage.

NOTE: At every disassembly of a chainlink, a new link must always be fit-ted as the link pin press-fit is de-stroyed when breaking the chain. Whena new link is fitted in one chain,the corresponding link in the otherchain shall always be renewed.

1. Disassembling the 3.1/2" chain

Turn the chain until the linkwhich is to be disassembled is ina favourable position for the work(normally on the longest freelength of the chain on the rearside of the chain housing oppositethe frame opening). Slacken offthe chain so that the entireslackness is on the long freelength.

When replacing a chain link, thefree ends of the chain are bestheld by making a lashing with thinwire round the link rollers ashort distance from the disas-sembling point. The wire is thenlightly pulled tight by means of atackle. Protect the link rollersover which the wire is wrappedagainst the friction of the wire.

If, however, the chain is to becompletely removed, the free chainends must be held by two tackles.The riveting of the pins that areto be pressed out is chiselled orground away.

174

906-2.3

L60MC/MCE

DISASSEMBLING AND

ASSEMBLING OF CHAINS

(3.1/2" & 1" CHAINS)

906-2.3

Edition 40

Page 2 (3)

2. Place the chain bursting deviceover the smallest part of thechain link and then move it inposition so that the dismantlingscrews are exactly over the groundpin ends. Lightly tighten the dis-mantling screws and then start topress out the side plates withpins by tightening the dismantlingscrews of the bursting devicealternately while resisting withthe work holder.

NOTE: Only one hexagon at a time.

3. Assembling

The assembling tool comprises twotraverse pieces and two pullingscrews with ball thrust bearings.The uppermost traverse piece hasmachine-turned cavities for thepin ends of the side plate. Press-the side plate with pins in thetwo pertaining holes of the innerlinks. If it is not possible topress the pins fully home, placethe uppermost traverse piece overthe side plate so that the ends ofthe pins guide the traverse piece.Place the lowest traverse piece onthe other side of the inner linksand screw in the pulling screwswith ball thrust bearings, andtighten. The side plate with pinsis thus pressed home in the innerlinks by tightening the pullingscrews alternately, one hexagon ata time.

175

9Q6-2.3 DISASSEMBLING AND

Edition 40 ASSEMBLING OF CHAINS

Page 3(3) (3.1/2" & 1" CHAINS)

4. When the pins have been pressedhome in the inner links, loosenthe pulling screws, thus freeingthe lowest traverse piece. The"loose" side plates are now posi-tioned between the lowest trans-verse piece and the ends of thelink pins, whereafter the pullingscrews are again tightened. Pullthe link plate in position overthe pin ends by tightening thepulling screws alternately onehexagon at a time. When the linkhas been assembled correctly,remove the tools and secure thepin ends by riveting. Remove thetackle(s) and wire rope.

Repeat the procedure on the otherchain, after which adjust . thechain tension, see Data and also906-2.1.

5. Disassembling the 1" Chain

Turn the chain link which is to betaken out into a favourable posi-tion and remove the riveting onthe pin ends of the link. Lashtogether the chain links on eachside of the link being taken outto hold them together. Now slackenoff the chain. Position the chainbursting device and disassemblethe chain in the same way asdescribed for the 3.1/2" chain.

6. Assembling

Put the side plate with pins inposition in the two inner links.Place the assembling tool over thechain link as shown in the illu-stration, positioning the "loose"side plate over the pin ends.Tighten the screw of the tool, andby this means, the link plate ispressed down over the pin ends.When the parts are in place,remove the tool and lashing, andsecure the pin ends by riveting.Adjust the tension of the chain -see Data and also 906-2.2.

906-2.3

L60MC/MCE

176

INSPECTION OF RUNNING

SURFACES ON CAMS

906-3

Edition 04

When inspecting the rolleralso check the running surface of thecams. The inspection should includethe entire surface of the cam, i.e.the cam should be turned the wholeway round during the inspection.

The running surface of the cam shallbe completely smooth and bright. Iflight cracks are ascertained, removethese by the careful use of a finecarborundum stone. These light crackscan aooear if the roller guide andthe cam do not "run" exactly to-gether.

In the case of heavier cracks or di-rect flaking of the material on therunning path (resulting from, for in-stance. bearing damage), B&W Dieselshould be contacted for further in-structions.

177

CAMSHAFT BEARINGS906-5Edition 23Data 1 (1)

SAFETY PRECAUTIONS

L *Cj Stopped engineCX l Block the Parting mechanijm| Vj Shut off starting air supplyL Sl Engage turning gear| I Shut off cooling water| j Shut off fuel oi

| Shut off lubrication oilI ] Lock turbocharger rotors

DATA:

D-1 Max permissible clearance 0.35 mm

0-2 Weight of oil tray 51 kg

D-3 Hydraulic dismantlingpressure 900-990 barHydraulic tightening pres-sure, camshaft bearingnuts 900 bar

D-4 Weight of bearing housing,lower part 84 kg

D-5 Weight of lower shield 20 kg

178

906-5.1

L60MC/MCE

CHECKING CLEARANCE

IN CAMSHAFT BEARING

906-5.1

Edition 23

Page 1 (1)

Normally the clearance in the cam-shaft bearing is measured when theroller guides are dismounted for in-spection, see 908-4.By means of a "Kjser" feeler, measurethe clearance at the top of the cam-shaft bearing, inserting the "Kjser"feeler through the bores for the dis-mounted roller guides.If the clearance in the camshaftbearing is found to be larger thanthe maximum measurement specified onthe data sheet, the camshaft bearingis to be dismantled and the bearingshells replaced. In such a case, con-tinue according to procedure 906-5.2.If no anomalies are found when check-ing the clearance in the camshaftbearing, dismantling for inspectionis only to be carried out in connec-tion with Class survey - see Checkingand Maintenance Programme 900-1.

179

906-5.2 INSPECTION OF

Edition 23 CAMSHAFT BEARING

Page 1 (3)

Dismounting:

1 . Drain off the oil in the oil trayof the roller guide housing and inthe shields enclosing the camshaftcouplings (on both sides of theroller guide housing).Dismount the oil outlet pipe fromthe oil tray. Release the shieldsenclosing the camshaft couplings(on both sides of the roller guidehousing), and remove the shields.Release the sealing flanges on theroller guide housing, looseningthe screws mounted in the rollerguide housing and removing thescrews mounted in the oil tray.Mount shackles and wire ropes inthe lifting fittings of the oiltray, hook on a tackle and haultight. Remove the screws securingthe oil tray to the roller guidehousing. Ease off the oil tray,landing it on the platform.

2. Release and dismount the lock nutswhich secure the nuts of the bear-ing studs. Mount the lifting fit-ting for the bearing half- on bothsides of the bearing. Attach groo-ved pulleys to the roller guidehousing, and hook wire ropes/tackles on to the lifting fit-tings/grooved pulleys.

906-5.2

L60MC/MCE

180

INSPECTION OF

CAMSHAFT BEARING

906-5.2

Edition 23

Page 2 (3)

181

3. Mount the hydraulic jacks andloosen the bearing nuts. For useof hydraulic jacks, see 913-1.Remove the hydraulic jacks anddismount the nuts.

4. Remove the screws which assemblethe bearing halves, after takingout the circlips which secure thescrews. Place the bearing lowerpart on the platform. Then inspectand, if required, replace thebearing shell.

NOTE: In the case of replacementof bearing shells, bothshells are to be replaced.

Dismount the bearing shell lockingscrews in the upper bearingcasing, and rotate the bearingshell out of the bearing casingfor inspection or replacement.

Inspection

For assessment of the bearing con-dition, see Volume I, Operation,section 708 "Bearings".Inspect the bearing journal forseizures.The inspection is to include thewhole surface of the bearing jour-nal.If seizures are found on the sur-face of the bearing journal (onaccount of bearing breakdown),polish the surface with a finecarborundum stone to produce abright and smooth surface again.In the case of serious seizures,dismount the camshaft section, see906-6, and have the bearing jour-nal ground to undersize at a B&Wauthorized workshop.Undersize bearing shells areavailable.By closely examining the slidingsurfaces of the bearing shellsvisually, an impression can beformed of the lubrication of thebearing. Check the passage throughthe lubricating oil ducts as wellas the lubricating oil inletpipes, especially if the appear-ance of the bearing surfacesindicates that the supply of oilhas been insufficient or entirelymissing. Normally, only failinglubrication can damage the cam-

shaft bearing.

906-5.2 INSPECTION OF

Edition 23 CAMSHAFT BEARING

Page 3 (3)

Mounting

After coating the upper bearingshell with clean lubricating oil,rotate it into place in the upperbearing casing. Then mount thelocking screws, the purpose ofwhich is partly to prevent thebearing shell from turning andpartly to guide the bearing in thelongitudinal direction. Mount thelower bearing shell in the lowerbearing casing, after coating theshell with oil. Then pull thelower bearing casing into place bymeans of tackles/wire rope throughthe grooved pulley to the liftingfitting, checking that the guidepins enter correctly. Mount thescrews for assembling the bearingcasings. Then tighten up thescrews and secure these with thecirclips.Mount and tighten up the nuts bymeans of the hydraulic tools,using the pressure specified onthe data sheet. Secure the nutswith the lock nuts.Hoist the oil tray into place,positioning it by means of theguide pins. Then fasten it to theroller guide housing by tighteningup uniformly all round the circum-ference. Tighten up the sealingflanges on the roller guide hous-ing and oil tray. Then check thesealing rings on the flanges.After checking the seals, mountthe shields enclosing the camshaftcouplings in such a manner thatthe shields are guided togetherwith the fitting screws. Finallytighten up the shields to thesealing flanges in one side.Mount the drain plugs and the oiloutlet pipes.

906-5.2

L60MC/MCE

182

906-7 CHECK ADJUSTMENTEdition 37 (TIMING) OFData 1 (1) CONTROL GEAR

SAFETY PRECAUTIONS

tX] Stopped enginej Block the starting mechanism

Shut off starting air supplyl Engage turning gear

[ | Shut off cooling water| | Shut off fuel oil| ] Shut off lubrication oil| j Lock turbocharger rotors

DATA:

D-1 Pin gauge for top deadcentre "crank throw 1"Check measurement 602 mm

D-2 Pin gauge for camshaftCheck measurement 303 mmMax. change in lead angles= two degr., correspondingto a deviation from the pingauge measurement on thecamshaft of 3.84 mm

The use of the pin gauges is shown onthe following sheets.

Checking the engine adjustment bymeans of pin gaugeThe engine must be in "ahead" posi-tion.Check and, if necessary, adjust thetension of the chain, see 906-2.1Turn the crank throw for cyl. 1 toTDC - turn in the "ahead" directionto ensure that the chain drive iscorrect. Check the TDC of cyl. 1 onthe turning wheel and by means of apin gauge on the crank throw, D-1.The adjustment check can now be takenby means of the pin gauges shown.

D-3 Pin gauge for 1st order momentcompensator (4 cyl. engine).Check measurement 367 mmWhen the crank throw for cyl. 1is positioned 270° after TDC, thepin gauge must only deviatebetween the two punch marks onthe chain tightener wheel.

Check and adjustment of cyl. lubrica-tor, see procedure 903-4.Setting of starting air distributor,see procedure 907-2.

906-7

L60MC/MCE

D-2

D-1

D-3

183

906-7

L60MC/MCE

CHECK ADJUSTMENT

(TIMING) OF

CONTROL GEAR

906-7

Edition 37

Page 1 (2)

1. CYL. 1 (the foremost cylinder) INT.D.C. (Top Dead Centre) POSITION,SHOWN ON TURNING WHEEL.

2. D-1 PIN GAUGE FOR CRANKTHROW OFCYL. 1 IN T.D.C.

D-l-IN4

184

906-7 CHECK ADJUSTMENTEdition 37 (TIMING) OFPage 2 (2) CONTROL GEAR

3. D-2 PIN GAUGE FOR CAMSHAFT.

4. D-3 PIN GAUGE FOR 1ST ORDER MOMENTCOMPENSATOR.

906-7

L60MC/MCE

-D-3

r

185

906-8Edition 36Data 1 (1)

ADJUSTMENT OF CAMSHAFTBECAUSE OF CHAIN WEAR

SAFETY PRECAUTIONS

[ J Stopped engineL I Block the storting mechonisnL~) Shut off storting air supply[ j Engage turning gear| j Shut off cooling water| [ Shut off fuel oil|__ ] Shut off lubrication oil| j Lock turbocharger rotors

]86

906-8

L60MC/MCE

ADJUSTMENT OF CAMSHAFT 906-8

BECAUSE OF CHAIN WEAR Edition 36

Page 1 (2)

Check the chain tension and the ad-justment (timing) of the controlgear, see 906-2 and 906-7. If thechains prove to be so heavily wornthat the deviation between the mea-suring points and the pin gauge hasreached the maximum value stated inData 906-7, an adjustment is to becarried out by turning the camshafthalves to their original position ac-cording to the pin gauge.

This is carried out as described inthe following (the illustrations showadjustment of the foremost half ofthe camshaft).

1 . Turn the crank throw of cylinder 'No. 1 to TDC. Check the positionby means of pin gauge, see 906-7.

2. Remove the shields, covering thecoupling flanges, from the cam-shaft section nearest to-the chaindrive. Also remove the oil trayfrom the corresponding rollerguide housing, see 906-6.

3. Dismount the plugs in the couplingflange nearest to the chain driveand mount 3 snap-on connectorsinstead.

4. Connect the snap-on connectors tothe distributor block and thehand-operated hydraulic high-pres-sure pump.

5. Mount the tool for turning thecamshaft on the other couplingflange of the camshaft section.Using the high-pressure, pump, ap-ply oil pressure to the couplingflange. When oil seeps out alongthe shaft below the couplingflange, turn the whole camshaft bymeans of the attached tool, if ne-cessary using a tackle. Check theturning by means of the pin gaugefor the camshaft/roller guidehousing and continue turning untilthe marks on the camshaft and rol-ler guide housing are in accord-ance with the pin gauge. When thecamshaft is in the appropriate po-sition, disconnect the oil pres-sure from the coupling flange.

187

906-8 ADJUSTMENT OF CAMSHAFT = >:>v>,» 906-8

Edition 36 BECAUSE OF CHAIN WEAR

Page 2 (2) L60MC/MCE

5. (cont'd)Then remove the hydraulic tool andtool for turning the camshaft.After not less than 15 minutes.again mount the plugs in the oilbores of the coupling flange (thisis to allow the coupling flange toset again).

For engine with the camshaft sepa-rated at the chain drive, carryout a corresponding adjustment ofthe aftmost camshaft part, usingthe same procedure.

Measure and adjust the lead of thefuel pumps and fuel cams, see909-1 and 909-2.

188

906-12 MOUNTING OF CHAINS

Edition 14 AND ADJUSTMENT OF

Data 1 (1) MOMENT COMPENSATOR

SAFETY PRECAUTIONS

^^j Stopped engine[ <3 Block the starting mechonismj <J Shut off starting air supply[jK j Engage turning gearj | Shut off cooling waterI "_| Shut off fuel oilI X j Shut off lubrication oil| I Lock turbocharger rotors

906-12

L60MC/MCE

1 ^

DATA:

D-1 Reduction of freelength of springby tensioning: - = mm

Note:A subsequent check measurement willin most cases show that the freelength of the spring has been reducedduring operation. Therefore, wheneverthe chain is to be tightened, thefree length is to be measured, andthe length of the spring should al-ways be reduced by the number of mmindicated in D-1.

189

906-12.1

L60MC/MCE

(For 4-cylinder engines)

FORE

Cyl. 1

(For 5-cylinder engines)A

FORE

Cyl. 1

(For 6-cylinder engines)

A

O K AFTFORE

Cyl. 1 Cyl. 1

MOUNTING OF CHAINS

AND ADJUSTMENT OF

MOMENT COMPENSATOR

906-12.1

Edition 14

Page 1 (2)

If dismantling has been necessary,the flyweights shall be assembled inthe correct position in relation tothe engine crankshaft. Wrongly-mounted flyweights can cause (heavy)vibrations of the engine.

Aftmost 2nd Order Moment Compensator

Turn the crank throw, cylinder 1 , inthe "Ahead" direction to the positionshown in the Figure for, respective-ly, 4, 5 or 6-cylinder engines. Checkthat the flyweights point verticallydownwards (max. deviation one-halfchainwheel tooth pitch). Turn thecamshaft relative to the crankshaftin accordance with the "valve openingdiagram", and then mount the chain.Tighten the chain in accordance withthe instruction, see 906-2.1.

Turn the crank throw, cylinder 1, inthe "Ahead" direction to TDC andcarry out fine adjustment of the cam-shaft.

Foremost 2nd Order Moment Compensator

Turn the crank throw, cylinder 1 , inthe "Ahead" direction to the positionshown in the Figure for, respective-ly, 4, 5 or 6-cylinder engines. Checkthat the flyweights point verticallydownwards (max. deviation one-halfchainwheel tooth pitch), and thenmount the chain.Tighten the chain in accordance withthe instruction, see 906-12.2.

190

906-12.1Edition 14Page 2 (2)

MOUNTING OF CHAINSAND ADJUSTMENT OFMOMENT COMPENSATOR

906-12.1

L60MC/MCE

Aftmost 1st and 2nd Order MomentCompensators on 4-Cylinder Engine

Turn the crank throw, cylinder 1, inthe "Ahead" direction to the positionshown in Fig. 4.

Position the chain-tightener wheel sothat the 1st order moment compensatorcounterweight is pointing 45° down-wards, towards the centre of theengine.

Check that the 2nd order flyweightspoint vertically downwards.

Turn the camshaft relative to thecrankshaft in accordance with the"valve opening diagram".

Mount the chain and tighten it inaccordance with the instruction, see906-2.1.

When the crank throw, cylinder 1, isturned to a position 225° after TDC,the 1st order moment compensatorcounterweight in the chain-tightenermust be in the vertical downwardsposition.

Turn the crank throw, cylinder 1, inthe "Ahead" direction to TDC andcarry out fine adjustment of the cam-shaft.

Foremost 2nd Order Moment Compensator

Turn the crank throw, cylinder 1, inthe "Ahead" direction to the positionshown in Fig. 4. Check that the fly-weights point vertically downwards(max. deviation one-half chainwheeltooth pitch), and mount the chain.Tighten the chain in accordance withthe instruction, see 906-12.2.

191

906-12.2

L60MC/MCE

B-2

TIGHTENING OFFOREMOST MOMENTCOMPENSATOR CHAIN

906-12.2Edition 14

Page 1 (3)

1. When tightening the chain, bringthe two flyweights to a verticaldownward position.

2. Loosen and remove the hose clampand the rubber gland from the necknut.

3. Release the locking devices andloosen the nuts A1-A2 and B1-B2.

192

906-12.2 TIGHTENING OF

Edition 14 FOREMOST MOMENT

Page 2 (3) COMPENSATOR CHAIN

4. Measure the free length of thespring.

5. Tighten nut 81 until the length ofthe spring has been reduced by thenumber of mm indicated in D-1.

6. Tighten nut A1 lightly. See thatthis does not further compress thespring.

906-12.2

L60MC/MCE

B-l

D-1

193

906-12.2

L60MC/MCE

e-2

TIGHTENING OF

FOREMOST MOMENT

COMPENSATOR CHAIN

906-12.2

Edition 14

Page 3 (3)

7. Tighten nut A2 while holding nutA1 with a spanner. Lock both nutswith the locking device.

8. Tighten nut B1 until the thrustflange of the spring presses hardagainst the distance tube.

9. Tighten nut B2, and lock bothnuts with the locking device.

10. Mount and tighten the rubbergland and hose clamp on neck nut.

194

-»*> CHAIN DRIVE AND CAMSHAFl PANEL PLATE 906^1-67

L60MC/MCE

195

PLATE 90661-18 CAMSHAFT - TOOLS

L50MC/MCE

196

CAMSHAFT - TOOLS PLATE 90662-19

L60MC/MCE

197

Notes

198

STARTING AIR SYSTEM

907.01-41

ENGINE CONTROL SYSTEM

The manoeuvring system is of elec-tric/pneumatic design and serves tocarry out orders from the navigatingbridge. It is designed to give thechoice among the following modes ofengine control:

a) Manual control from control room.

b) Automatic bridge control.(if installed)

c) Emergency running direct from theengine.

a) During manual control from thecontrol room, all regulating ofthe engine revolutions is effectedthrough a pneumatically controlledgovernor, whose terminal shaftis connected to the regulatingshaft.

Stopping, Starting and Regulatingmanoeuvres are effected electri-cally/pneumatically from the regu-lating handle on the manoeuvringconsole, and reversing is control-led by the telegraph receiverhandle.

b) During automatic control from thebridge, the engine is controlledby means of the bridge telegraphhandle.

c) In the event of failure of thepneumatic system, the governor orits electronics, the engine can becontrolled direct from the emer-gency console on the engine.

During emergency operation directfrom the engine, Stopping, Start-ing, Regulating and Reversing areeffected manually from the emer-gency console on the engine.

For further information, see the in-struction book Volume I, "OPERATION".

CONTROL-ROOM CONTROL

Start in AHEAP Direction(from control-room)

Moving the telegraph handle to theAHEAD position will ensure that thestarting air distributor and fuelpumps move to their correct posi-tions.

Moving the regulating handle to thestart slot will lead the pre-setspeed-setting signal to the gover-nor. The starting air distributor isactuated and, if the turning gear isdisengaged, pilot signals will openthe starting valves and the slow-turning valve.

If the engine has been stopped formore than 30 minutes, it is recom-mended to activate the manual slow-turning switch for at least one revo-lution before the normal start proce-dure can take place.When the engine has reached the startlevel r/min by means of air, theregulating handle is to be moved tothe wanted position in the graduatedrange of regulation. In this positionboth the starting valves and the stopvalve are deactuated and signals tothe starting components are vented.

Repeated Start

In case of failure to start, it ispossible to increase the governoroutput during a new start attempt.This is done by activating a switchfor cancelling of limitations in thegovernor.

Reversing to and Start in ASTERNDirection

The manually carried out procedure isthe same as explained in the para-graph "Start in AHEAD direction",i.e. the telegraph handle is to bemoved to the ordered field underASTERN.

199

907.02-41

This causes reversing of the startingair distributor and of the rollersfor the fuel pumps.Then the regulating handle is to bemoved to the start slot and the startprocedure is to continue as explainedfor start in AHEAD direction.

BRIDGE CONTROL

The position of the selector switch"Bridge Control'V'Control Room Con-trol" is changed manually, afterwhich control is carried out only bymeans of the telegraph handle on thebridge.

The necessary functions such as pre-set speed-setting, changing to fuelat start level r/min, slow-turningand cancelling of limitation in thegovernor at repeated start are builtin electronically in the bridge con-trol system.The procedure outside the manoeuvringconsole takes place as describedunder "Manual control from controlroom".

EMERGENCY CONTROL FROM EMERGENCYCONSOLE ON ENGINE

In case of breakdown of the normalpneumatic manoeuvring system, thegovernor or its electronics, theengine can be operated from the emer-gency console on the engine.

Change-over from NORMAL to EMERGENCYis carried out by turning the impacthandwheel anticlockwise. Now thegovernor is disconnected from thefuel pumps, and the regulating hand-wheel on the emergency console isconnected instead. Furthermore, valveNormal/Emergency has to be changed toEMERGENCY. Before changing-over thisvalve, it has to be checked that theAHEAD/ASTERN valve is in the appro-priate position.

Start is carried out by moving theregulating handwheel to START posi-tion, and pressing down the start

valve. When the starting level r/minhas been reached, the start valve isto be released, and the engine willrun on fue1.

Regulating up and down is carried outby turning the regulating handwheel.

The engine is stopped by actuatingthe stop valve, which actuates thestop cylinder.

Reversing is carried out by operatingthe AHEAD/ASTERN valve, which rever-ses the rollers for the fuel pumpsand the starting air distributor.The rollers can only be reversed if astop signal has been given, andreversing of the starting air distri-butor is only possible if it is notactuated.

SAFETY SYSTEM

The system is separately suppliedwith air, and is controlled by thesafety system (with separate powersupply) in the manoeuvring console.In case of shut-down, the safetysystem leads an air signal to aircylinders on each fuel pump forcingthese to "0" index, after which theengine stops.The safety system is connected duringall modes of engine control.

200

907.03-41

STARTING AIR COCFONENTS

Main Starting Valve

Plate 9070Z

The main starting valve is interposedin the starting air main pipe.

The main starting valve consists of alarge ball valve as well as a smallerball valve which is fitted as a bypass for the large valve. Both valvesare operated by means of pneumaticactuators.

Furthermore, a non-return valve isincorporated which prevents blow-backin the event of excessive pressure inthe starting air line.

The two ball valves and their actua-tors are, together with the non-re-turn valve, built together to form aunit.

Function

The ball valve actuators are control-led by means of pneumatic valves. Atnormal start, both ball valves willopen. If the engine has been stoppedfor 30 minutes or more, it is advis-able to slow-turn the engine, whichis done by activating a switch on themanoeuvring console, which, by meansof a solenoid valve, prevents thelarge ball valve from opening.

The main starting valve is equippedwith a blocking device consisting ofa plate which, by means of a hand-wheel, can be made to block the actu-ators.

On receipt of telegraph order "Fi-nished with engine", the blockingdevice is to be moved to "BLOCKED"position.

Setting of "Slow-turning"

During "Slow-turning", the enginerevolutions can be set by means ofthe "slow-turning" adjusting screw.

The revolution number should be keptas low as possible, however, so thatthe engine still runs smoothly.

During all inspections of the enginethe main starting valve must be inthe "BLOCKED" position.

The only exception is when the start-ing valves are tested for tightness,in which case the main starting valvemust be in "WORKING" position and theshut-off valve for the starting airdistributor must be closed, - seeVolume I, "OPERATION", Section 704"Operations after arrival in port".

To avoid alarm, set the bridge tele-graph and reply telegraph at STOPposition.

Starting Air Distributor

Plate 90703

The starting air distributor is fit-ted near the chain casing. Thedistributor consists of housing,chain wheel, shaft, distributor disc,closing disc and reversing disc.

Short and long recesses forming twoconcentric circles are milled intothe contact face of the distributordisc. Through the short recesses,starting air is supplied to eachstarting air valve in turn. Throughthe long recesses, the starting val-ves that are not supplied with start-ing air are vented. The outer shortrecesses allow starting air to besupplied in AHEAD direction and theinner short recesses allow startingair to be supplied in ASTERN direc-tion. Through bores, the long reces-ses communicate with the central borein the distributor housing and leadfrom there to the atmosphere.

The reversing disc is designed withtwo sets of bores opposite the men-tioned two sets of concentric reces-ses in the distributor disc. By means

201

907.04-41

of an air cylinder connected to thereversing disc via an arm, one ofthese sets of bores can be cut offwhile the other set of bores isbrought to communicate with the out-let holes in the distributor hous-ing. Each outlet hole leads to astarting valve and the position ofthe reversing disc determines whetherair for AHEAD or ASTERN running issupplied to the starting air valves.Furthermore, the reversing arm actsas a cam for two 3-way valves, con-trolling the end positions of thereversing movement.

The shaft rotates in a bushing fittedin a centrally placed bore in thedistributor housing. The shaft isdriven by the camshaft through achain wheel. The distributor disc andthe closing disc are mounted on theother end of the shaft. During run-ning, the distributor disc is keptfree of the reversing disc by meansof oil pressure, as the bearing clo-sest to the reversing disc has beendesigned with a larger diameter thanthe bearing at the other end.

Function

When control air is admitted to thestarting air distributor, a controlair pressure builds up in space A,causing closing disc B to be pressedagainst the distributor disc, whichis thereby pressed against the rever-sing disc. With a small time delay,the air passes through a pneumaticvalve C to space D. Closing disc B ispressed away from the distributordisc, and the control air passesthrough bores in the distributor discout into the short recesses and fromthere through bores in the reversingdisc and in the distributor housingto the starting valve, thus activat-ing the starting valve. The longrecess in the distributor disc com-municates with the remaining startingvalves through the bores in thereversing disc and the distributorhousing, and any air in these will

flow back through bores in the di-stributor disc to the central bore Ein the distributor housing and fromthere through bore F to the atmos-phere.

When the crankshaft starts turning,the distributor disc also turns,thereby moving the short recess fromone bore into a position opposite thenext bore. Thereby the starting valvewhich is connected with this bore issupplied with control air and thestarting valve opens. Simultaneously,the long recess in the distributordisc is positioned opposite the borefrom the starting valve activateddirectly before, and the control airof that starting valve is vented andthe valve closes. At the end of thestarting period, space D is ventedthrough pneumatic valve C, whichagain presses closing disc B againstthe distributor disc, thus preventingthe starting valves from being ventedthrough valve C. It is thereby achie-ved that the already open startingvalves remain open during their nor-mal opening period.

Starting Valve

Plate 90704

The starting valve (spring-loaded) isfitted on the cylinder cover. It iscontrolled by control air from thestarting air distributor 90703.

Function

When the main starting valve is open,chamber P of the starting valve ispressurized through the starting airpipe.

The starting valve is kept closed bythe spring. When chamber U above thepistons of the starting valve ispressurized with control air from thestarting air distributor, the start-ing valve opens, and starting airnow flows from the starting air pipeto the cylinder.

202

907.03-41

After starting, chamber U is ventedthrough the vent pipe of the startingair distributor, and the startingvalve will close. Venting of thestarting air in chamber P and thestarting air pipe takes place slowlythrough small holes in the startingair pipe.

203

L-MC/MCE

I '— ;' r ''. ~ '""i r

MAIN STARTING VALVE

L-MC/MCE

PLATE 907Q2-20

206

ADJUSTING SCREW FOR"SLOW TURNING"

205

ATE 90703-33 STARTING AIR DISTRIBUTOR

L60MC/MCE

t 178

206

STARTING VALVE

L60MC/MCE

PLATE 90704-18

•

207

Notes

208

907-2

Edition 12

Data 1 (1)

SETTING OF STARTING

AIR DISTRIBUTOR

SAFETY PRECAUTIONS

f ] Stopped engine\ I Block the starting mechanismiI Shut off starting air supply1 | Engage turning gear| | Shut off cooling water[ | Shut off fuel oil[^ | Shut off lubrication oil| | Lock turbochorger rotors

r~

={£ 24, 36

0 5

80-300 Mm

DATA:

0-1 Tightening-up torque.

907-2

L60MC/MCE

100 Nm

907-Z

L60MC/MCE

SETTING OF STARTINGAIR DISTRIBUTOR

907-2

Edition 12

Page 1 (1)

When the starting air distributor hasbeen dismounted or the chain ex-changed, the setting and checking ofthe starting air distributor is donein the following way:

1. Turn the engine to bring thepiston of cylinder 1 to TDC.

2. Remove the plug screw and gasketfrom the side of the distributorhousing, and insert the check pinK in its place.

Turn the shaft together with thedistributor disc until the checkpin K enters the slot in the disc.

3. If fine adjustment is needed,loosen and remove the nuts whichfasten the main wheel to the hub.Fit new nuts, but do not tighten.

4. Tighten-up the chain wheel bymeans of the nuts. When tighteningthe nuts, apply a spanner to thenut on the shaft end, to keep theshaft steady.

Note:

Never use the check pin K for thispurpose.

5. Remove the check pin K from thedistributor housing and mount thegasket and plug screw.

Self-locking nuts may only be usedonce.

210

907-4 OVERHAUL OF

Edition 31 STARTING AIR VALVE

Data 1 (1)

SAFETY PRECAUTIONS

I j Stopped engine|~" | Block the storting mechanism[ ] Shut off starting air supply\^ \ Engage turning gear|^ | Shut off cooling water| | Shut off fuel oil[^ ] Shut off lubrication oil| | Lock turbocharger rotors

46

DATA:

D-1 Weight of starting airvalve 36 kg

2T

907-4

L60MC/MCE

OVERHAUL OF

STARTING AIR VALVE

©

907-4

Edition 31

Page 1 (3)

1. Remove the top cover fixingscrews.

2. Screw off the valve spindle nuts.

Remove the washer fitted under thenuts and take out the valvespindle.

Take out the bushings, discs, andpistons, and remove the valvespring.

Remove and discard the 0-rings.

212

907-4 OVERHAUL OF

Edition 31 STARTING AIR VALVE

Page 2 (?)

3. Grind the valve housing seatingwith the grinding ring after ap-plying grinding paste.Carborundum No. 200.

Grind the seatings of the spindleand housing to match, using theface wrench to rotate the valvespindle.Carborundum No. 500.

4. Thoroughly clean all parts beforereassembling the valve.

Lubricate all internal parts(sliding surfaces) with, for in-stance, Molybdenum Disulphide,MoS2.

A s s e m b l y

5. First insert the valve spring,then a bushing.

ICC

I e

907-4

L60MC/MCE

OVERHAUL OF

STARTING AIR VALVE

907-4

Edition 31

Page 3 (3)

6. Mount the other pistons and bush-ings on the valve assembling tool.

7. Insert pistons and bushings in thevalve housing while fitted on theassembling tool. Subsequently, re-move the assembling tool.

8. Insert the spindle, fit the washerand nut, and tighten the nut.

Always fit a new 0-ring.

Finally, mount and tighten up thecover.

214

EXHAUST VALVE

908.01-28

PLATE 90801

GENERAL

Each cylinder is equipped with an ex-

haust valve, which is mounted in acentral bore in the cylinder cover.The valve housing is attached bymeans of four studs and nuts to forma gas-tight seal against a seat inthe cylinder cover. The nuts aretightened by means of hydraulictools.

The valve housing has an exchangeablebottom piece provided with a sur-face-welded Stellite wearing face onthe conical seat for the valve spind-le. The valve housing and the bottompiece are water-cooled. The bore forthe valve spindle is provided with anexchangeable spindle guide with awearing bush, which is also exchange-able. The valve housing is equippedwith cleaning covers through whichthe cooling water space can be check-ed and cleaned.

Like the bottom piece, the valvespindle has a welded-on Stellitewearing face on its seat. The lowercylindrical part of the valve spindleis fitted with a guard with vaneswhich cause the valve spindle to turnwhile the engine is running. At thetop of the spindle an air piston islocked to the spindle by a two-piececonical ring.

To indicate that the exhaust valve isworking properly while the engine isrunning, a "lifting/rotation checkrod" is mounted on top of the hydrau-lic cylinder on the exhaust valve.

The scavenge air pressure in thespace between the air cylinder sea-ling rings and the sealing ringaround the spindle bush - connectedto the scavenge air space through abore in the valve housing and a pip-ing - prevents gas, from a possibleleakage around the valve spindle,

from seeping upwards and pollutingthe lubricating oil in the hydraulicsystem of the valve gear.

The exhaust valve is closed by apneumatically operated piston. Theair pressure applied to close thevalve is provided through a non-re-turn valve. A safety valve is mountedon the side of the air cylinder hous-ing at the bottom end and connectedthrough a duct to the drain pipe.

The exhaust valve is opened by thevalve spindle being pressed down bythe -piston in the hydraulic cylinderfitted on top of the exhaust valve.The hydraulic piston is operatedthrough a piping which communicateswith a corresponding hydraulic cylin-der on the roller guide housing abovethe camshaft. The piston in the lat-ter cylinder is, via a roller guide,actuated by the exhaust cam on thecamshaft. The system is kept filledwith oil from the camshaft lubricat-ing system, and the upward movementof the roller guide is transmittedthrough the hydraulic cylinder on theroller guide housing to the hydrauliccylinder on the exhaust valve.

The hydraulic cylinder is mounted onthe air cylinder on top of theexhaust valve housing by means ofstuds and nuts. The hydraulic cylin-der has a piston with two pistonrings. At the top end, an air bleedvalve is fitted to the side of thehydraulic cylinder. Any oil that mayescape through this bleed valve isled through a duct and is drained offthrough a bore together with anyleaking oil from the piston.

215

908.02-28

HYDRAULIC VALVE ACTUATING GEAR

The exhaust valve is actuated by acam on the camshaft. A roller guidelocated in the roller guide housinglocated above the camshaft transfersthe movement to the piston of ahydraulic oil cylinder, which,through a high-pressure pipe, is con-nected with the hydraulic cylinder onthe exhaust valve.

The roller guide is pressed downwardsby the action of a helical springfixed between the roller guide andthe hydraulic cylinder in such a waythat the roller of the roller guidewill follow the cam on the camshaft.The piston rests on a thrust piece inthe neck of the roller guide and islocked to the roller guide by abayonet lock. The roller guide isprevented from turning by means of abushing. The hydraulic cylinder isattached to the camshaft housing byfour studs, two of which are longenough to permit the spring of theroller guide to be gradually relievedduring dismantling of the components.

The pressure oil is supplied from thecamshaft lubricating system through anon-return valve in the top of thehydraulic cylinder. Opposite the non-return valve there is a safety valve.

When the piston is in its lowermostposition it uncovers the bore in thecylinder wall. This bore is connectedto an adjustable throttle valvethrough which the oil is drained offto the camshaft housing.

At the beginning of the compressionstroke, some of the oil is pressedback through the throttle valve, andby adjusting this valve it is possi-ble to undertake fine adjustment ofthe opening and closing of the ex-haust valve.

Oil leaking from the hydraulic cylin-der on the exhaust valve is drainedthrough a pipe connection to the topof the hydraulic cylinder on the cam-shaft housing.

From there the oil - together withany oil from the safety valve - isdrained off through a bore in thecylinder to the camshaft housing.

The valve actuating gear is equippedwith a locking device which canretain the roller guide in its topposition and put the exhaust valveout of action.Note that the locking device mustonly be actuated or released when theengine is stopped.

216

L60MC/MCE

EXHAUST VALVE PLATE 90801-52

419

217

PLATE 90805-44 V A L V E GEAR

L60MC/MCE

292

>517

218

V A L V E GEAR - DETAILS

L60MC/MCE

PLATE 90806-14

034 -{

219

908-1 OVERHAUL AND

Edition 29 ADAPTATION OF

Data 1 (1) HIGH-PRESSURE PIPE

SAFETY PRECAUTIONS

\^^\ Stopped engine[ l Block the storting mechanismC^O Shut off starting a'tr supply\^^\ Engage turning gearj j Shut off cooling waterj | Shut off fuel oilI I Shut off lubrication oil[ j Lock turbocharger rorors

DATA:

D-1 Weight of high-pressurepipe 37 kg

D-2 Distance from end of high-pressure pipe to loweredge of pressure flange....16 mm

D-3 Tightening torque 70 .Nm

908-1

L60MC/MCE

908-1

L60MC/MCE

OVERHAUL AND

ADAPTATION OF

HIGH-PRESSURE PIPE

908-1

Edition 29

Page 1 (2)

1. In connection with replacement ofhydraulic high-pressure pipe, ex-haust valve or hydraulic actuator,the high-pressure pipe sealingsurfaces are to be checked and re-conditioned, if required.

2. Check the contact surfaces of thepressure pipe for marks, and ifnecessary, grind the pipe ends bymeans of the grinding mandrel.Start grinding with a coarse grin-ding paste, for example Carborun-dum No. 200, and finish with afine grinding paste, for exampleCarborundum No. 500.

3. After reconditioning the contactsurfaces of the pipe, measure thedistance from the lower edge ofthe thrust bushing to the contactsurface of the pipe. At both endsthis measurement is to correspondwith the value stated in Data.

Check the thrust pads in the ex-haust valve and the actuator formarks on the sealing surface.Discard the 0-rings on the thrustpads.If considered necessary, replacethe thrust pads.

Lift the thrust pad free by, forexample, using a screwdriver inthe groove of the thrust pad.

221

908-1 OVERHAUL AND

Edition 29 ADAPTATION OF

Page 2 (2) HIGH-PRESSURE PIPE

4. Mounting of hydraulic high-pres-sure pipe.

Place the high-pressure pipe withthe sealing surfaces of the piperesting on the thrust pads of theexhaust valve/actuator, paying re-gard to the 0-rings on the thrustpads.

After fitting the pipe correctlyrelative to the exhaust valve andactuator, tighten up the screws ofthe pressure flanges in crosswiseorder, see Data.

5. Check the system for tightness,see 908-3.

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908-2Edition 56Data 1 (2)

SAFETY PRECAUTIONS

[ | Stopped engine[ | Block the starting mechanism| | Shut off starting air supplyI | Engage turning gearf | Shut off cooling water[ | Shut off fuel oil[ J Shut off lubrication oil\ | Lock turbocharger rotors

OVERHAUL OF

EXHAUST VALVE WITH

PNEUMATIC PISTON

10, 13, 17, 19, 24, 30

5, 6, 8, 10

36/41, 46/5Q

2 xJv\12 2 x M20

50

20-100

DATA:

D-1D-2D-30-4D-5D-6

D-7

D-8D-90-10D-11D-12D-13

D-14

Exhaust valve complete.. 690 kgOil cylinder 101Air cylinder 30

kgkg

Spindle 72 kgBottom piece 97 kgOil cylinder,inside dia. max 85.2 mmPiston rings,min. thickness 3.2 mmExhaust valve housing....330 kgPiston in air cylinder... 9 kgPiston in oil cylinder... 3 kgTightening torque 30 Nm

50 NmOpening pressure ofsafety valve 17.5 barOffset angle 6.0°

908-2

L60MC/MCE

-©-

223

908-2

L60MC/MCE

s-;

OVERHAUL OFEXHAUST VALVE WITHPNEUMATIC PISTON

908-2

Edition 56

Data 2 (2)

Checking of valve spindle and valvehousing seat:

Spindle

Grind-ing,max.G1

2.0

DT

279

D2

333

B1

9

Valve housing seat

Grind-ing,max.

51

2.0

DT

282

D2

336

R

60

The wear limit of the spindle ischecked by measuring at each of thepoints A, B, C, D and E, indicatedby means of notches in the template.These measurements should be takenat four diametrically oppositepoints on the circumference of thespindle. The measurements taken bymeans of the template are the diffe-rential values between the normaland the defective profile of thevalve spindle, and the burn-awaymust in no place exceed the valueindicated on the template. Thespindle can be used again if themeasurement "82" does not exceedthat indicated in the table. Whengrinding the seat, this measurementmust not be exceeded if it is desi-red to weld on a new layer of stel-lite. The seat on the valve housingis checked in similar way; the maxi-mum permissible grinding "Si" isstated in the table.

224

908-2Edition 56Page 1 (6)

OVERHAUL OFEXHAUST VALVE WITHPNEUMATIC PISTON

1. Place the exhaust valve on theplatform on a couple of planks.

Remove the eight nuts and thesafety strap from the oil cylin-der.

2. Lift away and place the oil cylin-der on a couple of wooden planks.Inspect the thrust piece of thehydraulic high-pressure pipe formarks. Replace the trust piece, ifnecessary.

3. Remove the sight glass over thebuilt-in vent valve. Unscrew thevent valve and check its function-ing. Replace the valve if it doesnot function satisfactorily. Whenmounting the vent valve, lubricatethe thread with a liquid sealingcompound, for example "LoctiteNo. 71".

4. Check the functioning of the ex-haust valve rotation indicator.

5. Place the oil cylinder in a hori-zontal position.Remove the flange and take out thepiston.Take off and check the pistonrings, see Data D-7. If necessary,replace the rings.

Inspect the bore of the oil cylin-der for scoring and check themeasurements, see Data D-6. If thediameter of the bore exceeds themeasurements stated in Data, sendthe oil cylinder to a B&W autho-rized workshop for repair.

After carefully cleaning andchecking all the parts visually,assemble the parts.

908-2

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225

908-2

©

D-5

OVERHAUL OF

EXHAUST VALVE WITH

PNEUMATIC PISTON

908-2

Edition 56

Page 2 (6)

6. Remove the four screws from theflange on top of the air pistonand dismount the flange.

7. Loosen the air piston from theconical locking ring by means of atin hammer, and remove the conicallocking ring.

8. Pass lifting straps through thefour bores of the valve housingand lift the valve housing clearof the valve spindle. Take carewhen the internal 0-ring in theair piston and the internal ringsfor the sealing arrangement at thebottom of the air cylinder passthe groove for the conical ring atthe top of the spindle.

9. Poise the valve housing above acouple of planks, leaving a di-stance of approx. 10 mm betweenthe bottom piece and the planks.Remove the lock screws which re-tain the bottom piece and allowthe bottom piece to fall the 10 mmon to the planks. If the bottompiece has become stuck, use a tinhammer.

Remove the 0-rings from the bottompiece and clean all the coolingbores.Inspect the seating of the bottompiece carefully for damage andcheck with the template, see Data.

226

908-2 OVERHAUL OF

Edition.56 EXHAUST VALVE WITH

Page 3 (6) PNEUMATIC PISTON

10. Mount two eye screws in the bot-tom piece and place the bottompiece on the circular table ofthe grinding apparatus, and makesure, by means of a dial indica-tor, that it is correctly center-ed. The vertical setting of thegrinding head is 30°. The "offsetangle" on the horizontal scale is0°. Regarding the use of thegrinding apparatus, see separateinstructions. After grinding,inspect the seating of the bottompiece again with the template.

11. Clean the valve spindle. Inspectthe valve cone and seating sur-face by means of the template,see Data. Place the spindle inthe grinding apparatus and tight-en it whereby it will automati-cally be centered. The verticalsetting of the grinding head is30°, the same as for the bottompiece. The offset angle on thehorizontal scale is ach'ieved bydisplacement of the grindinghead, see Data D-14. Regardingthe use of the grinding appara-tus, see separate instruction.After grinding, inspect the valvespindle seating again with thetemplate.

12. Mount two eye screws in the aircylinder and dismount the aircylinder.Dismount the air piston from theair cylinder, and check the tef-lon guide ring and teflon sealingring for wear.If it is necessary to change therings, cut them and remove them.Be careful not to damage the edgeof the ring grooves in the pi-ston.Before mounting the new teflonrings and the new 0-ring, placethem in hot water. When mountingthe teflon rings be careful notto damage the running surface.

908-2

L60MC/MCE

227

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L60MC/MCE

OVERHAUL OFEXHAUST VALVE WITHPNEUMATIC PISTON

908-2

Edition 56

Page 4 (6)

13. Clean the air cylinder and checkthe running surface for wear orpossible scores.

Remove the four screws in thebottom of the air cylinder anddismount and check the flanges andthe sealing rings of the sealingair arrangement.

Fit new sealing rings when mount-ing the flanges in the bottom ofthe air cylinder. Tighten the fourscrews.

14. Inspect the bushing in the spindleguide for wear. If it proves ne-cessary to replace the bushing,pull it clear by means of two dis-mantling screws.

15. After overhauling and remountingof the valve spindle and valve"seat in/on the valve housing,guide the air cylinder with thesealing air arrangement down overthe valve spindle, lake great carewhen the internal rings (well-coated with ordinary lube oil)pass the groove for the conicallocking ring.

228

908-2 OVERHAUL OF

Edition 56 EXHAUST VALVE WITH

Page 5 (6) PNEUMATIC PISTON

16. Fit the conical guide ring forthe air piston on the air cy-linder. Lower the air piston overthe valve spindle down into theair cylinder. Take great carewhen the internal sealing ring inthe air piston passes the groovefor the conical locking ring.

17. Mount the conical locking ringand lift the air piston up aroundthe locking ring.Mount the flange on top of theair piston and, by means of thefour screws, tighten the airpiston, and the flange together.See Data D-11.

18. Mount the oil cylinder on top ofthe air cylinder.Mount the safety strap and tight-en the nuts.

229

D-

908-2

L60MC/MCE

908-2

L60MC/MCE

OVERHAUL OFEXHAUST VALVE WITHPNEUMATIC PISTON

908-2

Edition 56

Page 6 (6)

19. Before mounting the exhaust valveon the cylinder cover, fit new0-rings on the bottom piece andcoat them with ordinary lube oil.

20. After assembling the valve, it isrecommended to test the valve inthe following way:

Li f t up the valve with the engineroom crane (which makes the valveopen). Connect compressed air tothe pneumatic piston.The valve should now close.By disconnecting the compressedair supply and activating the re-lease handle on the safety valve,the exhaust valve should open.After having done this a coupleof times, leave the valve closedand shut-off the compressed air.The valve should remain closedfor at least one hour.

21. Before mounting the valve on theengine, connect compressed air tothe pneumatic piston to keep theexhaust valve closed during themounting. See 901-2.3.

Note:

The air supply to the valve shallalways be connected before startingthe camshaft oil pumps.

This is very important, becauseotherwise the valve will open morethan normal.

230

908-3

Edition 46

Data 1 (D

CHECKING, ADJUSTM. 4

OVERHAULING OF HYDR.

EXH. VALVE ACTUATOR

SAFETY PRECAUTIONS

[ | Stopped engine| j Block the starting mechanism[ | Shut off starting air supplyj j Engage turning gearI | Shut off cooling wafer| | Shut off fuel oil| | shut off lubrication oil[ | Lock turbocharger rotors

10, 13, 17, 19, 24, 30

DATA:

D-1 Weight of hydraulicactuator 90 kg

D-2 Piston rings,min. thickness 3.2 mm

0-3 Oil cylinder,inside dia. max 85.2 mm

D-4 Non-return valve,opening pressure 0.5 bar

0-5 Safety valve,opening pressure 300 bar

0-6 Hydraulic actuator,Tightening torque 500 Nmor tightening angle .... 25°

0-7 Max. drain oil quantityfrom exhaust valve 40 1/h

D-8 Weight of high-pressure

pipe 37 kg

908-3

L60MC/MCE

231

908-3

L60MC/MCE

CHECKING, flDJUSTM. i 908-3

OVERHAULING OF HYDR. Edition 46

EXH. VALVE ACTUATOR Page 1 (6)

A. Non-return valveSpindle to be screwed free fromvalve and locked by nut. Seepage 7. For operation, seeProcedure 908-5.

B. Throttle screw for adjustingpurposes.

1. Adjustment:Adjustment of the opening andclosing of the exhaust valve iscarried out by adjusting the leak-age amount of the oil system.Tightening the throttle screw re-duces the leakage amount andloosening the screw will increasethe amount. If the total leakageamount coming from the regulatingscrew and from the hydraulic sy-stem exceeds a certain guantity,the valve will "knock" when clos-ing. Increased pressure impact canalso appear in the hydraulic sy-stem when the valve is opening.

If the leakage is small (closedregulating screw in connectionwith a sealed hydraulic system),the valve will open earlier andclose later than intended. To asmall degree, this will increasethe fuel oil consumption and thethermal load on the valve seats,at the same time causing deterio-ration of the "dead slow perfor-mance".

It is therefore of importance toavoid extreme operational condi-tions for the valve.

The throttle screw is adjusted byopening it until the valve beginsto "knock", and then tightening(closing) the screw about 30°. Theadjustment can be made with 75%load and over. If the valve doesnot "knock" with a fully-openthrottle screw (open about 1/2 ro-tation), this indicates that thehydraulic system is completelysealed and the screw should beturned to about 150° open.

232

908-3

Edition 46

Page 2 (6)

CHECKING, ADJUSTM. &

OVERHAULING OF HYDR.

EXH. VALVE ACTUATOR

1. (continued)A suitable pre-adjustment of thethrottle screw is about 45° open,which, with the normally-occurringleakage from the piston ring seal-ings and the vent valve, gives thecorrect opening and closing pointsfor the exhaust valve.

The leakage amount can, of course,be altered on replacement of theindividual components, so a re-adjustment with the throttle screwshould be made in such cases. Ifthe leakage amount is too large sothat the valve "knocks" when thethrottle screw is fully screweddown, the system must be inspectedfor excess leakages. Leakages ofthis kind can appear with worn orbroken piston rings, leaky ventvalves, safety valves or non-return valves, and loose pressurepipe connections.

233

908-3

L60MC/MCE

D-6

CHECKING, AD3USTM. & 908-3

OVERHAULING OF HYDR. Edition 46

EXH. VALVE ACTUATOR Page 3 (6)

2. Leakages in the exhaust valve canbe measured - during running ofthe engine - by collecting the oilfrom the drain pipe leading fromthe valve to the hydraulic actua-tor.For a normal system, the oil quan-tity will be smaller than the num-ber of litres per hour stated inD-7.

C. Drain from exhaust valve.

3. If the pipe connections are tightand the leak oil amount from theexhaust valve is correct, any ab-normally large leakages must ori-ginate from the hydraulic actuatorfrom which leak oil quantitiescannot be directly registered.

The hydraulic actuator is then tobe dismantled for checking of theparts.

234

908-3

Edition 46Page 4 (6)

CHECKING, ADJUSTM. 4OVERHAULING OF HYDR.EXH. VALVE ACTUATOR

4. Disassembling of the hydraulicactuatorStop the engine and shut off theoil supply. Turn the camshaft sothat the roller rests on the cir-cular part of the cam.

Dismount the inlet pipe and thedrain pipe from the exhaust valve.

Dismount the screws of the pres-sure flange of the high-pressurepipe and lift away the high-pres-sure pipe.

5. Release the mountings for theindicator drive from the actuatorhousing.Fit eye screws in the liftingholes of the actuator housing andhook on a tackle.

Dismount the locking pin on thespindle of the lifting device.Unscrew the nuts on the two shortstuds, then loosen the nuts on thelong studs successively until theroller guide spring is relieved.Dismount the nuts and lift thehousing carefully up, leaving thepiston on the top of the rollerguide.

908-3

L60MC/MCE

I

235

908-3

L60MC/MCE

CHECKING, AD3USTM. 4OVERHAULING OF HYDR.EXH. VALVE ACTUATOR

908-3

Edition 46

Page 5 (6)

D-5

6. Release the piston from the bayo-net lock of the roller guide bydismantling the locking plate,turning the piston 90°, and thenlifting the piston clear.

7. Take off the piston rings andcheck these for wear. If thethickness of the rings has reachedthe minimum (see 0-2), scrap therings and mount new ones.

8. Check the bore of the oil cylinderfor possible scores and measure itfor wear.If the bore is seized or worn downto the measurement stated in D-3,send the oil cylinder to a BiWauthorized workshop for recondi-tioning.

236

908-3

Edition 46

Page 6 (6)

CHECKING, AD3USTM. 4

OVERHAULING OF HYDR.

EXH. VALVE ACTUATOR

9. Check the throttle screw, thenon-return valve and the safetyvalve.

10. The opening pressure of the non-return valve is as stated in D-4.During normal operation, thenon-return valve spindle must bescrewed clear of the non-returnvalve and be secured in this po-sition with the lock nut.This is done by adjusting thespindle in such a way that thedistance from the end of thespindle to the valve housing is27 mm after tightening the locknut. This corresponds to the up-per edge of nut and thread onspindle being flush with eachother.The spindle is only to be usedwhen lifting the exhaust valveroller guide, see 908-5.To avoid confusion between theadjusting screw (throttle screw)and the non-return valve, thelatter is provided with a capnut.

The opening pressure of the safe-ty valve is as stated in D-5.

After cleaning the parts careful-ly, mount these in the reverseorder, exercising care when plac-ing the actuator housing over thepiston to prevent the pistonrings from breaking. Then fastenthe actuator housing with thetightening torque, or accordingto gauge, as stated in Data.Recondition the high-pressurepipe, if necessary, see 908-1 .

A. Non-return valve.

B. Throttle screw.

D. Safety valve.

o

237

908-4Edition 33Data 1 (1)

INSPECTION OF

ROLLER GUIDES

SAFETY PRECAUTIONS

[XT Stopped enginel l Block the starting mechanism[^^ Shut off starting air supply1X ] Engage turning gearj j Shut off cooling waterr.J<J Shut off fuel oilL'<3 Shut off lubrication oilI | Lock turbocharger rotors

280- 760 Nm750-2000 Nm

DATA:

D-1 Weight of roller guide,complete 45 kg

D-2 Weight of oil pan 51 kg

D-3 Max. clearanceroller/bushing/shaft pin..0.5 mm

D-4 Discard spacer rings whenwedge-shaped oil groovesare worn away.

D-5 Tightening angle for nuts,fuel injection pump .... 35°Alternatively 785 Nm

0-6 Tightening angle for nuts,actuator housing 25°Alternatively 500 N|m

D-7 Weight of shaft pin 8 kg

D-8 Weight of roller withbearing bushing 14 kg

908-4

L60MC/MCE

238

908-4

L60MC/MCE

INSPECTION OF

ROLLER GUIDES

D-6

908-4

Edition 33

Page 1 (4)

Inspection of roller guide(mounted on engine)

1. The roller guides can be partiallychecked while mounted on the en-gine, using the following proce-dure:

Lift the roller guide. (Regardingfuel pump and exhaust valve, see909-5 and 908-5, respectively).

Remove the cover on the rollerguide housing. Turn the cam discsin such a way as to provide thebest possible space conditionsbetween the roller guide and thecam disc.Check the movability of the rollerby turning this by hand to ascer-tain if the roller moves freelyand without unnecessary resistanceor "hard" points.Also inspect the surface of "theroller for possible damage marks,seizures, or crackles, ensuringthat no traces of bearing metalexist in the roller guide hous-ing.Check the clearance in the slidebearing by lifting the roller re-lative to the roller guide andmeasuring the difference in dis-tance between the cam disc and theroller in the upper and lowerposition of the roller.

A more suitable and reliablemethod is to check the rollerguide and the bearing clearancewhen the roller guide is dismoun-ted. This method can thus be usedwhen the fuel pump/hydraulic ac-tuator are in the dismounted con-dition, see the Checking and Main-tenance Programme 900-1.

239

908-4

Edition 33

Page 2 (4)

INSPECTION OF

ROLLER GUIDES

This procedure applies only to theexhaust valve roller guides.

Dismantling

2. Remove the hydraulic actuatorabove the pertaining roller guideand take out the spring of theroller guide.See 908-3 and 909-3.5.

The lifting tool for the rollerguide is mounted in the rollerguide as follows:

Lift the lock ring of the tool upon the shaft of the tool. Placethe tool in such a manner that itsfoot rests on the thrust piece inthe bayonet joint of the rollerguide. Turn the tool 90° so as toallow the foot to engage properlyin the bayonet joint. Lower thelock ring, thereby securing thefoot in the locked position.

Lift the roller guide out of theroller guide housing, using thecrane.

3. After lifting out the rollerguide, check the surface of theroller, as mentioned above. Themost expedient time of measuringthe clearance in the slide bearingis when the roller guide is placedin a vertical position with theroller hanging freely. Place adial gauge against the roller,then lift the roller as much asthe clearance permits. This makesit possible to read the clearancedirectly.It is recommended only to dis-mantle the roller guide if, duringthe checking, irregularities whenturning the roller, damage on theroller, or larger clearance thanindicated on the data sheet, havebeen observed. Before dismantling,measure any ovalness of the rollerguide. In such cases, continue theprocedure as follows:

908-4

L60MC/MCE

90'

D-3

240

INSPECTION OF

ROLLER GUIDES

D-8

-D-7

908-4

Edition 33

Page 3 (4)

4. Dismount the lock screws for theshaft pin. By means of the driv-ing-out mandrel, remove the shaftpin from the roller guide.

5. Take out the roller with bearingbush and spacer rings from theroller guide.

6. Inspect the surfaces of the rollerfacing the spacer rings and thesliding surface of the shaft pinfor marks and seizures. Inspectthe spacer rings and replace theseif the wedge-shaped oil grooveshave been worn away.

Replace the slide bearing bushingand any defective parts.

7. Inspect the thrust piece of theroller guide for deformations(replace if necessary). Blow thelubricating ducts and bores of theroller guide clean with compressedair. Inspect the sliding surfacesof the roller guide for marks andseizures. Remedy any damage found.

241

908-4 INSPECTION OFEdition 33 ROLLER GUIDESPage 4 (4)

8. Place the roller guide on acouple of planks (with the boresfor the shaft pin vertically).Mount the roller, bearing bushand spacer rings in the rollerguide so that all the bores coin-cide.

By means of the mandrel, pressthe shaft pin in place in theroller guide, taking care thatthe locking holes in the shaftpin coincide with the threadedholes for stop screws in theroller guide with attention onthe working scratches (make surethat the marking scratches coin-cide) . When the shaft pin is cor-rectly positioned in the rollerguide, mount the stop screws(ascertain that the stop screwsenter the locking holes in theshaft pin). Now secure the stopscrews with "Loctite, type'71".

9. Mount the lifting tool and lubri-cate the roller guide in thebearing as well as on the slidingsurfaces. Then lift the rollerguide into place in the rollerguide housing.

10. When mounting the roller guidecheck the clearance between theroller guide and the guide platemounted in the liner for theroller guide.

The camshaft is to be turned suchthat the roller guide is liftedapprox. 20 mm. The clearancebetween the roller guide and theguide plate shall be the same atboth ends.

11. Mount and secure the pump piston,the spring and the actuator hous-ing and tighten up the nuts ac-cording to the gauge, see Data.

908-4

L60MC/MCE

o242

908-5

Edition 35

Data 1 (1)

LIFTING OF

ROLLER GUIDE FOR

EXHAUST VALVE

908-5

L60MC/MCE

SAFETY PRECAUTIONS

J Stopped engine] Block the starting mechanismJ Shut off starting air supply

_____ J Engage turning gear[ J Shut off cooling water[>^ Shut off fuel oil1X1 Shut off lubrication oil| I Lock turbochargcr rotors

DATA:

D-1 Weight of high pressurepipe 37 kg

243

908-5

L6QMC/MCE

WARNING °DO NOT USE THE LIFTINGDEVICE FOR EXHAUSTPUMP WHEN ENGINE ISRUNNINGSEE INSTRUCTION BOOK

LIFTING OF

ROLLER GUIDE FOR

EXHAUST VALVE

908-5

Edition 35

Page 1 (1)

1. Warning: Do not use the liftingtool for the roller guide of theexhaust valve actuator while theengine is running.If an exhaust valve or valve actu-ator is to be brought out of ac-tion, disconnect it in the follow-ing manner:

2. Stop the engine.Lift the fuel pump roller guide,see Section 909-5.Relieve the oil pressure in thehigh-pressure pipe by looseningthe lock nut on the non-returnvalve and screwing the spindle tothe bottom.

Loosen and turn the stop block90°.

Lift the roller guide by tighten-ing the spindle nut until the armof the lifting tool is lifted tobear against the actuator housing.

Thus the roller guide is locked ina position free of the exhaustcam.

3. The engine can now be operated onthe remaining cylinders, see Vol-ume I, Chapter 704.When the engine is running withone exhaust valve out of action,the fuel pump of the pertainingcylinder must also be disengaged.

The engagement of the exhaustvalve roller guide must only takeplace at engine standstill.

When the roller guide has beenlowered into position, turn thestop block 90° and tighten it.Then tighten the lifting tool nutuntil the spindle bears againstthe underside of the stop block.

For engaging of the fuel pump rol-ler guide, see Section 909-5.

244

908-6Edition 02Data 1 (1)

EMERGENCY RUNNINGWITH OPEN EXHAUSTVALVE

908-6

L-MC/MCE

SAFETY PRECAUTIONS

I | Stopped engine| | Block the starting mechanism| j Shut off storting air supplyL j Engage turning gear] j Shut off cooling water| | Shut off fuel oil| | Shut off lubrication oil[ j Lock turbochorger rotors

22, 36

908-6

L-MC/MCE

EMERGENCY RUNNINGWITH OPEN EXHAUSTVALVE

908-6

Edition 02

Page 1 (1)

1. Stop the oil pump for camshaftlubrication.Disconnect the oil inlet pipe andblank-off the connection from themain pipe with the plug screw.

2. Turn off the air to the exhaustvalve.

3. Lift the fuel pump and exhaustvalve roller guide (see Sections908-5 and 909-5).

4. Dismount the rotationand mount the tool.

indicator

The tool will keep the air pistonin the lower position and there-fore keep the valve open.

Regarding running the engine, seeVolume I, Chapter 704.

5. After overhauling the cylinderunit, engage the roller guides,(see Sections 908-5 and 909-5).

246

908-7

Edition 06

Page 1 (1)

CHECKING EXHAUST CAM

ADJUSTMENT

For checking the position of the ex-haust cam, the engine is turned in"Ahead" direction until the rollerguide (measured on activator plunger)has been lifted 10 mm. The crankthrow for the cylinder concerned isthen in a position of A° past itsT.D.C.

For checking the lead angle, theturning is continued in "Ahead"direction until the roller guide hasbeen lifted 14.6 mm corresponding toa turn of B° of the crankshaft. Thelead angle is then

A + B180° -

The illustration shows the positionof the exhaust cam for a 6-cyl.standard engine, when the piston ofthe cylinder concerned is in T.D.C.See the adjustment sheet in Vol. I,OPERATION, Chapter 701.

908-7

L60MC/MCE

Towards engine

Lead angle MC = -2°- — MCE= -4°

247

P L A T E 90851-61 EXHAUST V A L V E PANEL

L60MC/MCE

248

EXHAUST VALVE - TOOLS

L-MC/MCE

PLATE 90861-17

046

PLATE 90862-07 EXHAUST V A L V E - TOOLS

250

FUEL OIL SYSTEM

909.01-26

FUEL PUMP

Each engine cylinder is equipped withits own VIT (Variable Injection Tim-ing) fuel pump, which is mounted onthe roller guide housing over thecamshaft section corresponding to thecylinder in question. The square baseof the fuel pump housing is providedwith a groove to receive any leakingoil, which is subsequently drainedthrough a connected pipe. Two boresare provided in the base for toothedracks. The upper rack serves toadjust the injection timing, and thelower rack controls the quantity offuel oil delivered by the pump. Aguide screw is mounted on the side ofthe pump housing to guide the pumpbarrel vertically.

At the top, the pump housing isclosed by a top cover, attached bymeans of nuts and studs fitted in thepump housing. The underside of thetop cover is fitted with a suctionvalve which also functions as guidefor the pump barrel.

The pump barrel is also guided in thebore at the top and bottom of thepump housing. Three low-frictionsealing rings are fitted in groovesin the barrel to seal between barreland housing. Between the two lower0-rings of the barrel, the pump hous-ing is provided with a hole connectedto a drain pipe.

The pump barrel has a threaded lowerend which - when connected with thetiming guide and operated by theupper toothed rack - makes it possi-ble to alter the position of the pumpbarrel relative to the plunger. Inthis manner the initial moment offuel oil injection into the cylindercan be adjusted by a servo-aircylinder.

The pump barrel has a shrunk-in linerin which the pump plunger is groundaccurately to form and oil-tight

seal. Barrel and plunger must alwaysgo together and cannot be replacedindividually.

The upper part of the pump barrelliner forms an oil-tight seal roundthe cylindrical part of the suctionvalve. The barrel is provided withtwo cut-off holes which are coveredand uncovered during the travel ofthe plunger within the barrel. Thisfunction, in conjunction with theturning of the plunger effected bythe regulating gear, serves to regu-late the amount of oil injected intothe engine cylinder.

In addition to the shrunk-in liner,the barrel has, in the bottom end, adetachable sealing bush which issecured by a circular nut.

Two scraper rings are fitted in thesealing bush to prevent any fuel oilfrom running down into the rollerguide housing. The space between thescraper rings communicates with thepreviously mentioned space betweenthe 0-rings on the outside of thebarrel and the drain pipe.

The pump plunger is provided with aguide block designed to travel in themilled keyway in the regulatingguide. At the bottom it has a footwhich bears against a thrust disc inthe bayonet joint at the roller guideneck. A clearance of approx. 0.1 mmbetween the plunger foot and theroller guide permits the plunger toturn in the roller guide.

The regulating guide is able to turnin the bottom of the pump housing. Onthe outside it has a gear rim whichengages with the above-mentionedlower toothed rack at the base of thepump housing. The gear rim andtoothed rack are marked with linesenabling the parts to be positionedcorrectly after disassembly. The

909.02-26

toothed rack is linked together withthe regulating gear of the enginethrough a spring-loaded connection.Thus, in the event of a sticking pumpplunger, the regulating gear for theremaining fuel pumps will not beblocked.

The bore in the pump housing for thelower toothed rack is fitted with apiston, and the space behind thispiston communicates with the controlair system of the engine. In theevent of actuation of the shut-downsystem of the engine, compressed airis supplied to the space behind thepiston, causing the piston to bepressed forward, and forcing the fuelpump regulating gear to 0-rposition,thus cutting-off the fuel oil supplyto the cylinder concerned.

I he timing guide is also able to turnin the bottom of the pump housing. Onthe outside it has a gear rim to meshwith the above-mentioned uppertoothed rack at the base of the pumphousing. The gear rim and toothedrack are marked with lines enablingthe parts to be positioned correctlyafter disassembly. The toothed rackis linked to a servo-air cylinderwhich is controlled with the governoroutput shaft position as the deter-mining parameter. The position of theupper toothed rack controls the ver-tical position of the barrel throughthe threaded connection.

Oil is supplied through a flangedconnection on the side of the pumphousing. A corresponding flange onthe opposite side of the housing isfitted with a shock absorber whichneutralizes the shock caused when theplunger uncovers the cut-off holes atthe end of each delivery stroke.

The shock absorber consists of acylinder with a spring-loaded plungerwhich is pressed back when the sur-plus oil from the delivery chamber isforced out into the inlet space roundthe pump barrel.

Two screw plugs are fitted in thepump housing opposite the cut-offholes of the barrel. The oil jetswhich are ejected through the cut-offholes at the end of the deliverystroke hit the screw plugs, which canbe replaced when they are eroded.

A locating pin fitted at the top ofthe pump housing ensures correctpositioning of the parts. Further,there is a pipe connection for circu-lation of warm oil through the pump,enabling it to be preheated beforestart and to be kept warm when theengine is stopped.

The fuel oil is supplied through apipe on the side of the pump housingfrom the electrically driven primarypump. The oil circulates round thepump barrel which is thus kept evenlyheated. During the suction stroke c'.t-spring-loaded suction valve opens andthe delivery chamber is filled withoil.

As soon as the plunger has coveredthe cut-off holes in the pump barrelduring its upward movement, injectioncommences through the fuel valves.The vertical position of the cut-offholes thus controls the injectiontiming. Injection will last until thecut-off holes are uncovered by theoblique cut-off edges, followingwhich the oil is forced through twomilled grooves at the side of theplunger and out through the cut-offholes of the barrel during the restof the delivery stroke.

FUEL PUMP ACTUATING GEAR

909.03-26

A roller guide housing containing thefuel pump and exhaust valve actuatinggear is bolted on to the manoeuvringside of each cylinder block.

In regard to design and functioning,the fuel pump roller guide is comple-tely different to the exhaust valveroller guide (Section 908).

The roller guide for each fuel pumpincorporates a shifting roller, con-nected to the roller guide by meansof an angular displaceable link.

Ihe fuel pump is actuated by a cam onthe camshaft. The movement is trans-mitted through the roller guide tothe plunger in the barrel of the pumphousing which - through a high-pres-sure pipe and a distributor block -is connected with the fuel valves onthe cylinder cover.

Ihe roller guide is forced downwardsby the action of two helical springsfixed between the roller guide andthe base plate of the pump housing,so that the shifting roller of theroller guide follows the cam on thecamshaft. The plunger rests on athrust piece in the neck of the rol-ler guide and is locked to the rollerguide by a bayonet lock. The rollerguide itself is prevented from turn-ing by means of a guide block mountedin the liner of the housing. The pumphousing is attached to the camshafthousing by four studs. The thread ontwo of these is long enough to permitthe gradual easing of the rollerguide springs when dismantling thecomponents.

The fuel pump is provided with amanual lifting device which can liftthe roller guide roller free of thefuel cam. The lifting device ismounted on the side of the rollerguide housing.

The lifting/locking device consists

of a flange, a nut, a stop screw anda shaft with a guide screw and apivot placed eccentrically in the endof the shaft.

Engaging and disengaging the liftingdevice must only be done when theengine is at a complete standstill.

Operation

When a fuel pump is to be put out ofaction, turn the engine until theroller guide reaches its top posi-tion, i.e. with the roller guideresting on the circular part of thecam.

Then manually press the shaft againstthe roller guide, manually turn theshaft upwards as much as the guidescrew allows, and secure the shaft inthis position. The eccentric end ofthe shaft causes the roller guide tolift the roller completely clear ofthe cam disc.

Putting a fuel pump into action againis done in the reverse order.

Reversing Mechanism

Reversing is achieved by shifting theroller in the fuel pump drive mecha-nism at each cylinder. A reversingarm is mounted on the shaft-pin forthe link, and a pivot is mounted atthe top end of the reversing arm. Thepivot travels in a reversing guideconnected to an air cylinder. Thelink connecting the roller guide androller is self-locking in either theAHEAD or ASTERN position without theaid of external forces. Each cylinderis reversed individually and the re-versing mechanism is activated bycompressed air. If one cylindershould fail reversing, the corre-sponding fuel pump is automaticallyset to the zero position.

253

909.04-26

SAFETY SYSTEM FOR FUEL OILHIGH-PRESSURE PIPES

Plate 90914

The fuel oil high-pressure system ofeach cylinder is equipped with asafety system which will stop the oilsupply from the fuel injection pumpof the cylinder concerned in theevent of a pipe fracture or a majorleakage in the high-pressure system.

All high-pressure pipes in the systemare provided with flexible, steel-wire armoured hoses. The spacebetween the pipe and the protectivehose communicates, through drilledpassages in the flanges, with a dia-phragm valve B fitted to the distri-buting piece. The diaphragm valveincorporates a spring-loaded non-return valve F, which will open at apressure of 1 bar. There is also asmall drain duct through which oilfrom small leakages can be drained tothe drain funnel without actuatingthe diaphragm valve.

In case of pipe fractures or majorleakages in the system, the afore-mentioned drilled passage will not belarge enough to allow the increasedoil quantity to pass, and an oilpressure will build up in the spacebetween the high-pressure pipes andthe protective hoses. However, thepressure cannot exceed 1 bar, atwhich value non-return valve F willopen and allow the oil to flow todrain funnel.

Due to the action of the oil pres-sure, the diaphragm valve will causevalve D, which is interposed betweenthe air line C and the bore for thetoothed rack in the fuel pump hous-ing, to change over. As the valvechanges over, compressed air is ledto the bore thereby actuating theloose piston G located there. This,in turn, actuates the regulating rackwhich is forced to its extreme posi-tion, the fuel pump is moved to 0°index, and combustion will cease in

the cylinder concerned. Where a scan-ning system is installed, this willgive warning for falling exhaust tem-perature and alarm on E.

254

FUEL VALVE

909.05-26

Plate 90910

The fuel valve consists of a valvehead 028, union nut 185, valve body053, and nozzle 041. Fitted withinthe valve body are the thrust spindle100 with thrust spring 173, thrustfoot 112, and valve unit 148 with acombined slide/valve.

When the fuel valve is fitted in thecylinder cover, the valve parts aretightened together by the pressurefrom the nuts being transmittedthrough valve head, thrust spindle,valve unit and nozzle to the valvebody, which is pressed into thetapered bore in the cylinder cover.The union nut keeps valve head andvalve body together during dismant-ling of the fuel valve.

Plate 90911

The valve unit 90910/148 consists ofa spindle guide (A), thrust piece(C), spindle (B), spring (E), andslide (D).The valve unit is assembled with apress fit and cannot be taken apart.

The spindle (B) is pressed againstthe tapered valve seat of the spindleguide (A) by the action of the thrustspring 90910/173 on the thrustspindle 90910/100, the spring pres-sure being transmitted through theslotted thrust foot 90910/112. Thethrust spring determines the openingpressure of the valve, which is notadjustable.

The slide (0) is pressed by thespring (E) against the tapered valveseat inside the spindle (B). In thisposition the head of the slide un-covers a small bore arranged for cir-culation purposes in the thrust piece(C).

The functioning of the fuel valve isas follows:

Position 1:

The electrical fuel oil primary pumpcirculates preheated oil through thefuel pump and fuel valve. In the fuelvalve the oil passes through thecentral bore of the valve head andthe bore through the thrust spindleand continues to the thrust piece(C), leaving through the circulationbore of the latter. Thence the oil ispassed through the interior of thevalve body to an outlet pipe on theside of the valve head.

The space round the tapered valveseat of the slide is also filled withoil, but the primary pump pressure isinsufficient to overcome the force ofthe slide spring and lift the slide.

Position II:

When, at the beginning of thedelivery stroke, the pressure hasrisen to about 10 bar, the force ofthe slide spring will be overcome andthe slide pressed back against theshoulder of the thrust piece (C).

Position III:

When the slide is pressed upwards thecirculation bore of the thrust pieceis closed, and the oil passes theseat of the slide and enters thespace round the valve spindle seat(B) in the spindle guide (A). Whenthe pressure has risen to the presetopening value of the fuel valve, thespindle is lifted and oil is forcedthrough the nozzle into the enginecylinder.

255

909.06-26

At the termination of the deliverystroke, first the valve spindle andthen the slide will be pressedagainst their respective seats, theinjection of fuel stops, and oil isagain circulated through the valve(position I).

If for some reason the valve spindleshould be sticking in the spindleguide, the slide will in its closedposition prevent the primary pumpfrom pressing oil through the nozzle,and thus obviate the risk of theengine cylinder being filled withoil.

256

FUEL PUMP PLATE 90901-66

L60MC/MCE

IJF^ «-. f>) "i *-. t*> if)10 CD Oi p> (B O *-

^ t v , u> Fs. CJ lCDQOC)S * L O to rv CQCJi( \ iO"i"i o^ *>) t^tvjrv,^!

257

PLATE 90902-30 FUEL PUMP GEAR

L60MC/MCE

258

L60MC/MCE

FUEL PUMP - DETAILS PLATE 90904-10

259

PLATE 90910-31 FUEL VALVE

L60MC/MCE

260

FUEL VALVE PLATE 90911-03

261

PLATE 90913-22 HIGH-PRESSURE PIPES

L60MC/MCE

262

SAFETY AND ALARM SYSTEM

L60MC/MCE

PLATE 90914-13

A: LEAK OIL FROM HP PIPESB: DIAPHRAGMC:COMPRESSED-AIR PIPED :5-WAY/2-POSITION VALVEE: PRESSURE SWITCHE: NON-RETURN VALVEG: PISTON FOR 0-POSITIONING

IFUELPUMPI

263

Notes

264

909-1 CHECKING AND

Edition 37 AD3USTMENT OF

Data 1 (1) FUEL PUMP LEAD

SAFETY PRECAUTIONS

| I Stopped engineLP'Ci Block the starting mechanismJXvl Shut off starting air supplyj C Engage turning gear[^ | Shut off cooling waterIX! Shut off fuel oil[^ ^_j Shut off lubrication oil[ I Lock turbocharger rotors

19, 24

80-300 Nm

DATA:

1 index moved on pmgx rack onthe fuel pump corresponds to1 mm change of pump lead "a"and a correction of pmax ofapprox ...................... 3-4 bar

Index range of pmgx rack ...... 0-9

D-1 Weight of top cover ...... 20 kgD-2 Tightening torque ....... 300 Nm

Conversion to test sheet measurements(Adjustment from testbed)

pump lead "a" = K + Y - X1Fuel cam lead "c" = X2 - X1K = 209.15 mm

909-1

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265

909-1.1

L60MC/MCE

CHECKING OF

FUEL PUMP LEAD

909-1.1

Edition 37

Page 1 (5)

1. Lead "a" of the fuel pump (= theeffective lead) is defined as thenumber of mm which the top edge ofthe fuel pump plunger is liftedabove the upper edge of the cut-off hole when the main piston ofthe cylinder concerned is in TDC.

Lead "c" of the fuel cam is de-fined as the number of mm theplunger is lifted from its bottomposition when the main piston isin TDC.

The measuring tool is so designedthat the mark "0" is read on thescale when the distance "K" is ob-tained between the ends of thelegs and the measuring pin. Theconstant "K" is equal to thedistance from the top of thebarrel to the bottom of thethreaded hole in the plunger whenthis is just closing the cut-offhole in the barrel.

Lead "a" of the fuel pump is readdirectly, with + or - sign, on thescale of the measuring pin, seepoint 3.

The lead of the fuel cam disc "c"is s. combination of two readings,namely "a" (see point 3) and "b"(see point 5). Both readings arewith + or - sign. See example inpoint 6.

The reversing mechanism must be inthe position in which it is de-sired to measure the leads, i.e."AHEAD" or "ASTERN".

266

909-1 .1 CHECKING OF

Edition 37 FUEL PUMP LEAD

Page 2 (5)

2. Measuring of fuel pump lead:

Shut off the fuel oil inlet.Unscrew the return oil connectionand drain the oil from the fuelpump.Loosen the union nuts and liftthese up on the high-pressurepipe. Unscrew the coupling nuts onthe high-pressure pipe.Dismount the high-pressure pipeand the two plugs where themeasuring tool is to be mounted.Turn the engine until the enginepiston of the cylinder concernedis in TDC.Place the measuring tool on top ofthe top cover.Push down the measuring pin untilit rests against the bottom of thehole in the top of the pump plun-ger, while the legs of the toolrest against the pump barrel.

3. The measuring result, which is thelead "a" of the fuel pump, is readwith + or - sign directly on thescale of the measuring pin.Note down the result.Also note index of pmax-rack.

Adjustment of the maximum combus-tion pressure max pf of a singlecylinder can be effected by moving(relatively) the cut-off -holes ofthe pump plunger in relation tothe top of the pump plunger. Thiscan be done by, respectively,increasing or decreasing the indexat the Pmax rack.

If max pf is to be increased, cor-responding to an increase of thelead "a", increase the index ontne Pmax rack, relative to the in-crease required (advancing theinjection moment).

If max pf is to be decreased, cor-responding to a reduction of thelead "a", decrease the index onthe Pmax rack, relative to theincrease required (retardinginjection moment). For adjustment,see 909-1.2.

If no further adjustment is possi-ble according to the above proce-dures, the cam disc has to be ad-justed.

909-1.1

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267

909-1.1

L60MC/MCE

CHECKING OF

FUEL PUMP LEAD

909-1.1

Edition 37

Page 3 (5)

Lead "c" of the fuel cam is firstto be measured, calculated, andcompared with the testbed sheet.

4. The lead of the fuel cam is mea-sured as follows - after proceed-ing according to points 1 - 3 :

Dismount the cover of the fuel caminspection hole in the rollerguide housing.

Turn the engine, while noting theposition of the cam through theinspection hole.Stop turning when the roller is onthe lowest part of the cam wherethe roller guide, and thus thepump plunger, is in the lowestposition.This position can also be found bypressing the measuring pin of themeasuring tool lightly downagainst the top of the pumpplunger while turning the engine.On reaching the lowest position ofthe measuring pin, i.e. when themeasuring pin moves no furtherdownwards, stop turning theengine. The pump plunger and theroller guide are then in the posi-tion mentioned above.

268

909-1.1 CHECKING OF

Edition 37 FUEL PUMP LEAD

Page 4 (5)

5. Make sure that the measuring pinis pushed right down against thebottom of the hole in the top ofthe pump plunger.

Read the measuring result "b" with+ or - sign direct on the scale ofthe measuring pin. The lead c ofthe fuel cam is thus = a - b.

The index of the pmax toothed rackmust always be read simultaneouslywith the pump lead a.

6. EXAMPLE:

Reading "a" = + 12,with main piston in TDC.

Reading "b" = - 5,with plunger in lowest position.

a = + 12, b = - 5,

c = a - b = + 1 2 - (-5) = 17

When turning the cam, place themeasuring tool or a dial gauge onthe pump.Turn the cam disc until the de-sired change of the lead is readdirectly on the tool or on thedial gauge.

To increase lead and Pmax:- turn the cam disc "AHEAD"

To reduce lead and pmax:- turn the cam disc "ASTERN".

After carrying out adjustment, themeasurements "a" and "c" and thePmax index are again taken, andthe new results noted down andfiled for purposes of comparisonwith future measurements and ad-justment.

909-1.1

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269

CHECKING OF 909-1.1

FUEL PUMP LEAD Edition 37

Page 5 (5)

7. Alternative measuring methods:

The fuel pump lead and the fuelcam lead can also be measured inthe following manner:

Fuel pump lead:

Check that the reversing mechanismis in "AHEAD" position.

Turn the engine "AHEAD" until thepiston of the cylinder concernedis in TDC. Using a depth gauge orsimilar, measure the distance Yfrom the upper side of the fuelpump top cover through the hole tothe top of the pump barrel.Measure the distance X1 from theupper side of the fuel pump topcover through the centre hole tothe bottom of the lifting hole inthe top of the plunger.The distance K, which is a con-stant (= distance from top of pumpbarrel to top of pump plunger whenthis is in line with upper edge ofcut-off hole + depth of hole inpump plunger).

Thus: fuel pump lead = K + Y - X1

X1: Piston in TDC.

Finally, read the index of thePmax toothed rack.

Fuel cam lead:

Turn the engine until the rollerguide, and thus the pump plunger,is in the lowest position. Using adepth gauge or similar, measurethe distance X2 from the upperside of the fuel pump top coverthrough the centre hole to thebottom of the lifting hole in thepump plunger.

Accordingly, the lead of the fuelcam is equal to the difference be-tween the measurement X2 and thepreceding measurement X1.

Thus: fuel cam lead = X2 - X1

X2: Lowest position of plunger.

270

909-1.2 ADJUSTMENT OF

Edition 37 FUEL PUMP LEAD

Page 1 CD

1. If a defective servo air-cylinderhas to be replaced, the pump bar-rel in the pump housing must bedisconnected from the threadedguide before mounting the spareservo air-cylinder.

2. The spare servo air-cylinder is tobe adjusted by displacing lever Fso that the camber height "X" isevenly distributed.

The basic adjustment of the servoair-cylinder is to be carried outin accordance with the diagram bydisplacing the connecting link E.

In order to distribute any possi-ble deviation, ' the control airpressure of 2.75 bar should corre-spond to index 5 on the pmax rack.

3. After this adjustment, assemblethe fuel pump completely, see909-3.1.After some readings in service, itmay be necessary to make a finaladjustment of the pmax pressure ofthe corresponding cylinder.

4. Adjustment of the pmgx can be car-ried out on the individual fuelinjection pumps by first removingthe pin B and then adjusting linkE.

The link can be adjusted byapprox. 3 index marks.

909-1.2

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271

01 2 3 4 5 6 7 8 9 10

©

909-1.3

L60MC/MCE

ADJUSTMENT OFPILOT VALVE

Pressing-in8 mm

909-1.3

Edition 37

Page 1 (1)

1. Spare pilot valves have been pre-adjusted to Q.5-5.5 bar controlair pressure, corresponding to0.5-8.0 mm pressing-in of pin "C".

Connect a pressure gauge and apipe with working air (pressure 7bar) to connections "A" and "P",respectively, on the pilot valve.

Check that the pressure in thepressure gauge and the pressing-inof the pin "C" is in accordancewith the curve.

Any necessary adjustment is doneon the adjusting screw "B".

2. Fine adjustment of the pmax pres-sure in the break point (for allthe cylinders) is to be adjustedby axial displacement of the brac-ket with the pilot valve.

Release the screw and nut whichtighten the bracket with the pilotvalve to the bigger bracketthrough the slotted holes.

Increasing the Pmax pressure isdone by moving the pilot valvetoward the lever.

Decreasing the pmax pressure isdone by moving the pilot valveaway from the lever.

272

909-2

Edition 33

Data 1 (1)

ADJUSTMENT OF

FUEL PUMP CAM

SAFETY PRECAUTIONS

[XI Stopped engineQ> ] Block the starting mechanismr ^J Shut off starting air supply[ ^1 Engage turning gear[ [ Shut off cooling water| ] Shut off fuel oil[ <^ Shut off lubrication oil[ | Lock turbocharger rotors

17, 19, 24

DATA:

D-1 Weight of oil tray 51 kg

Data for adjustment of fuel pump cam,see 909-1.

273

909-2

L60MC/MCE

ADJUSTMENT OF 909-2F"EL PUMP CAM Edition 33

Page 1 (4)

• Lift the fuel pump roller guide,see 909-5.

Remove the shields enclosing thecamshaft and the oil tray for theroller guide housing concerned, asdescribed in 906-5.

2- Turn the engine until the fuel camdisc concerned is in a favourablePosition for the work.

3- Remove the three plugs in the oilducts of the cam disc (by means°r> for instance, a screw-driver).

Remove the two plugs in the oilducts of the cam disc, and plugthe oil ducts with spare ventingscrews from 901.

Mount three snap-on couplings intne oil ducts without tighteningthese up. Mount the snap-on coup-Ilfig on the distribution piece andon the hydraulic high-pressurepump.

Mount the special spanner on thefuel cam disc.

274

909-2 ADJUSTMENT OF

Edition 33 FUEL PUMP CAM

Page 2 (4)

4. Apply a light pressure to the hy-draulic system and, after ventingthe system, tighten up the snap-oncouplings.

Note in which positions the markson camshaft/cam disc correspond.Apply pressure to the hydraulicsystem and when oil seeps outalong the camshaft under the cam,disc turn the cam disc the desireddistance, using the fitted span-ner. Check the turning by means ofthe marks on camshaft/cam disc.(The necessary turning of the camdisc is calculated according tothe description under 909-1).

After completing the desired turn-ing of the cam disc, relieve thehydraulic system of pressure anddismount the spanner and the hy-draulic equipment.

After not less than 15 minutes -the cam must be allowed time to"settle" - mount the plugs againin the oil ducts of the cam disc.

Mount the oil tray andenclosing the camshaft.

shields

Lower the fuel pump roller guide,see 909-5.

After carrying out adjustment of afuel cam disc, the fuel pump leadis to be measured and adjusted, ifrequired, see 909-1.

909-2

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275

909-2

L60MC/MCE

ADJUSTMENT OF 909-2

FUEL PUMP CAM Edition 33

Page 3 (4)

Alternative re-adjustment methods:

5. Re-adjustment of the fuel cam disccan also be carried out as fol-lows:

Lift the fuel pump roller guide,see 909-5.

Remove the cover on the upper partof the camshaft housing in frontof the fuel cam disc.

Turn the engine until the fuel camdisc concerned is positioned withthe three oil ducts in front ofthe opening in the housing.

Remove the three plastic plugsfrom the oil ducts and plug theoil ducts by means of three spareventing screws for the cylindercover tightening ring (901).

Then turn the engine until thefuel cam disc concerned is in afavourable position for the work.

6. Remove the two plastic plugs fromthe oil ducts.

Mount two snap-on couplings in theoil ducts without tightening theseup. Mount the snap-on coupling onthe distributing piece and on thehydraulic high-pressure pump.

Apply a light pressure to the hy-draulic system and, after ventingthe system, tighten up the snap-oncouplings.

Note in which positions the markson camshaft/cam disc correspond.

Mount the special spanner on thefuel cam disc.

276

909-2 ADJUSTMENT OF

Edition 33 FUEL PUMP CAM

Page 4 (4)

7. Apply pressure to the hydraulicsystem, and when oil seeps outalong the camshaft under the camdisc, turn the cam disc the de-sired distance, using the fittedspanner. Check the turning bymeans of the marks on camshaft/camdisc. (The necessary turning ofthe cam disc is calculated as de-scribed in 909-1).

After completing the desired turn-ing of the cam disc, relieve thehydraulic system of pressure anddismount the spanner and the hy-draulic equipment.

After not less than 15 minutes -the cam must be allowed time to"settle" - remove the three vent-ing screws and mount the plugsagain in the oil ducts of the camdisc.

Mount the cover on the camshafthousing upper part.

Lower the fuel pump roller guide,see 909-5.

After carrying out adjustment of afuel cam disc, the fuel pump leadis to be measured and adjusted, ifrequired, see 909-1.

909-2

L60MC/MCE

277

909-3 OVERHAUL OFEdition 43 FUEL PUMPData 1 (1)

SAFETY PRECAUTIONS

|^^ Stopped engine[ <3 Slock the starting mechanism[^^ Shuf off starting air supply| <3 Engage turning gear{^ j Shut off cooling waterOO Shut off fuel oil| j Shut off lubrication oil[ | Lock furbocharger rotors

13, 19, 24, 27, 30, 36

2, 4, 5, 6, 10

46, 50, 55, 60

280- 760 Nm750-2000 Nm

2 x M 16

DATA:

D-1 Weight of top cover 20 kg

D-2 Weight of barrel assembly...43 kg

D-3 Tightening torgue,top cover nuts .300 Nm

D-4 Tightening torque,suction valve 1450 Nn

D-5 Max. milling/grindingdia. of seat .26 mm

278

909-3.1

L60MC/MCE

©

D-3

REPLACEMENT OF

FUEL PUMP BARREL

ASSEMBLY

1. Dismantling

909-3.1

Edition 43

Page 1 (5)

Shut off the fuel oil inlet andoutlet.

Remove the drain plug (at the bot-tom of the pump housing), enablingthe oil which is left in the high-pressure pipe and the fuel pump toescape.

Dismount the high-pressure pipe(fuel pump/distributor block), see901-2.1.

Remove the two screws in the topcover. (At this stage, it is prac-tical to measure the lead of thefuel pump, see 909-1).

2. Remove the top cover fixing nutsand mount the dismantling screwsfor top cover in the two threadedholes.

Pull the top cover with suctionvalve free by tightening the dis-mantling screws.

When the top cover is "loose", re-move the dismantling screws andmount two eye screws in thethreaded holes instead.

3. Lift the top cover with suctionvalve carefully off.

279

909-3.1 REPLACEMENT OF

Edition 43 FUEL PUMP BARREL

Page 2 (5) ASSEMBLY

4. Release the connecting links forthe timing drive and the regula-ting drive, and dismount theunions for the two toothed racks.

Release the nut on the timingtoothed rack and pull it outwardsas far as possible, whereby thetoothed rock is clear of the tim-ing guide.

Mount the distance tool on thetoothed rack and tighten the nutagainst the tool. This ensuresthat the toothed rack is clear ofthe timing guide all the time.

5. Dismount the guide screw for thepump barrel from the pump housing.

6. Place the lifting tool for thebarrel/plunger assembly (withoutmeasuring pin) in such a mannerthat the upper flange of the toolrests on the pump housing (guidedby the guide pin) and the lowerflange of the tool rests on thepump barrel.Tighten the tool by screwing thetwo screws into the pump barrel.

Loosen the stop ring on thespindle of the tool and press thespindle down against the pumpplunger. Turn the spindle in thisposition until the two guide pinsengage with the two holes in theplunger top. Tighten the centrescrew of the spindle against theplunger.

7. Pull the regulating toothed rackoutwards until the ball catch inthe upper flange of the tool en-gages with the groove in thespindle, thus turning the foot ofthe plunger clear of the bayonetjoint in the roller guide.Lift the spindle so that theplunger foot goes clear of thebayonet joint. Move the stop ringof the spindle into contact withthe upper flange of the tool, andlock the stop ring in position bymeans of the stop screw.

909-3.1

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280

909-3.1

L60MC/MCE

D-2

REPLACEMENT OF

FUEL PUMP BARREL

ASSEMBLY

909-3.1

Edition 43

Page 3 (5)

Carefully lift the barrel/plungerassembly out of the pump housing.Dismount the tool.

Press the plunger to the bottomof the barrel. Send the barrel/plunger assembly to a B&W autho-rized workshop for repair, oroverhaul it on board as describedin 909-3.2.

Place the supplied measuring pin- which is of the same lenght asthe plunger - on the spindle ofthe lifting tool, fastening it bymeans of the centre screw of thespindle. Loosen the stop ring onthe spindle.

Place the tool on the pump hous-ing, and press the spindle downuntil the pointed end of themeasuring pin reaches the thrustpiece of the roller guide.Then press the stop ring down un-til it reaches the flange of thetool and lock it there by tight-ening the screw of the stop ringagainst the spindle.Now the stop ring is to remaintightened in this position untilthe plunger has been correctlymounted. No turning must be car-ried out until the mounting ofthe barrel/plunger assembly hasbeen completed.

10. Dismount the tool from the pumphousing and remove the measuringpin from the spindle. Then mountthe tool on the barrel/plungerassembly prepared for mounting insuch a manner that the liftingstrap of the tool is positionedlengthwise over the barrel, gui-ded by the guide pin.

Tighten the tool to the barrel bymeans of the two screws, andattach the plunger to the spindleof the tool by means of thecentre screw of the spindle. Thetool is fixed on the barrel,enabling the correct position tobe obtained during mounting.

909-3.1 REPLACEMENT OF

Edition 43 FUEL PUMP BARREL

Page 4 (5) ASSEMBLY

Using the spindle of the tool,pull the plunger as high up inthe barrel as possible, at thesame time turning the spindleuntil the ball catch engages withthe locking groove of thespindle.

Pull the regulating toothed rackas far out as possible and checkthat the distance tool is mountedcorrectly on the timing toothedrack.

Lower the barrel assembly care-fully down into the pump housing,adjusting it according to theguide pin in the pump housing/up-per flange of the tool. If neces-sary, turn the regulating guide alittle (using the toothed rack tomake the foot and the regulatingblock of the plunger fit properlyin the cutout of the regulatingguide. After lowering the barrelassembly so far down into thepump housing that the 0-rings ofthe barrel are about to enter thebore in the pump housing, con-tinue pressing down the barrel/plunger assembly until the upperflange of the tool rests againstthe pump housing.

11. After "landing" the barrel assem-bly, press the plunger down intocontact with the thrust piece ofthe roller guide. Check this bymaking sure that the stop disc ofthe spindle is in full contactwith the flange of the tool, aswhen measuring. When the plungeris in place, press the regulatingrod in, thereby turning theplunger by means of the regula-ting guide and causing theplunger foot to "interlock" withthe bayonet joint of the rollerguide.

Check that the plunger is cor-rectly engaged by pulling at thespindle of the tool. When doingthis it must not be possible tolift the spindle. Remove the cen-tre screw from the plunger-, un-screw the cap nuts, and removethe tool.

909-3.1

L60MC/MCE

282

909-3.1

L60MC/MCE

REPLACEMENT OF

FUEL PUMP BARREL

ASSEWLY

909-3.1

Edition 43

Page 5 (5)

12. Mount the guide screw for thepump barrel in the pump housing.

Release the nut from the distancetool on the timing toothed rackand remove the tool.

Engage the timing toothed rackwith the timing guide by pressingthe toothed rack in. A pressureof about 30 kp may be reguired.

Check that the toothed rack iscorrectly engaged by pressing-inthe rack. When doing this thepump barrel shall move downwards.

13. Mount the unions for the twotoothed racks.

Mount the links for the timingdrive and the regulating drive inplace.

14. Mount the top cover (with over-hauled suction valve, new 0-ring,and reconditioned seating for thehigh-pressure pipe) on the pumphousing.

Mount the nuts for fastening thetop cover, tightening up thesecrosswise with the torques indi-cated in Data.

Measure the lead of the fuelpump, see 909-1, and adjust, ifnecessary.At the same time, it may provenecessary to adjust the lead ofthe cam disc, see 909-2.

Mount the two screws in the topcover as well as the high-pres-sure pipe and the drain screw inthe pump housing. Open the fueloil inlet and outlet.

909-3.2Edition 43Page 1 (5)

REPLACEMENT OFSEALING RINGS

909-3.2

L60MC/MCE

1. Set up the pump barrel/plunger ina bench vice which is providedwith "soft" jaws.

2. Remove and discard the 0-rings onthe barrel.

3. Pull the plunger so far out of thebarrel that the face spanner canbe applied to the ring nut. Loosenthe ring nut (guiding the facespanner by means of the guideblock of the plunger, by pressingthe plunger against the spanner).Unscrew the ring nut and pull theplunger with ring nut carefullyout of the barrel.

4. Using the extractor, pull thespacer ring together with thelower sealing ring and back-upring out of the barrel. (Insertthe pins of the tool in the holesof the bush). Remove the uppersealing ring and back-up ring fromthe barrel.

Remove and discard the 0-rings ofthe spacer ring.Discard the scraper rings.

Carefully clean all the parts (forexample in clean kerosene) andblow these dry by compressed air.

284

909-3.2

L60MC/MCE

REPLACEMENT OF

SEALING RINGS

909-3.2

Edition 43

Page 2 (5)

5. Set up the plunger in a bench vicewith "soft" jaws.

Fit the two-part collar ring (toolfor mounting of the sealing bush)on the plunger, placing it intocontact with the plunger foot.Place the circular nut on theplunger in contact with the guideblock of the plunger. Slide thelowermost back-up ring into con-tact with the circular nut. (Thecountersinking of the holes toface downwards).

Warm a scraper ring by hand (thering consists of scraper ring and0-ring), stretching it a little.Then place it carefully on theplunger (be careful not to damagethe scraper ring when passing itover the sharp edges of theplunger).Carefully slide the scraper ringover the recesses and grooves ofthe plunger down into contact withthe circular nut.(Note: Do not turn the scraperring when fitting it, to preventthe recesses of the plunger fromdamaging the ring). The scraperring is to be turned as shown onthe drawing.

6. Lubricate the scraper ring withmolybdenum disulphide (MoS2). Fitthe spacer ring with its internalcollar away from the plunger foot,and slide it down into contactwith the scraper ring, pressing itin over this ring (by hand).Thereby the scraper ring is pres-sed into place in the recess ofthe spacer ring.

Fit the other scraper ring in theupper recess of the spacer ring.Use the same procedure as forpoint 5. Lubricate the scraperring with molybdenum disulphide(MoS2).

285

909-3.2 REPLACEMENT OF

Edition 45 SEALING RINGS

Page 3 (5)

7. Position the tube (tool for mount-ing of scraper ring) on theplunger with the recessed endfacing the scraper ring. Pressdown the tube by hand (do not useblows), thereby the scraper ringis pressed into place in the re-cess of the spacer ring. Removethe tube and check that thescraper ring is correctly posi-tioned.

8. Place the topmost back-up ring incontact with the spacer ring.

Remove the two-part collar ring.Lower the circular nut and theback-up ring and check that thescraper ring is correctly mounted.Then lift the back-up ring intocontact with the spacer ring.

9. It may prove useful to place theplunger horizontally in a vice.

Remount the two-part collar ringon the plunger between the cir-cular nut and the sealing bush,then press the latter down intocontact.

Fit new 0-rings on the spacerring. Remove the plunger with thespacer ring and the two-part col-lar ring from the vice.

909-3.2

L6GMC/MCE

286

909-3.2

L60MC/MCE

REPLACEMENT OF

SEALING RINGS

909-3.2

Edition 43

Page 4 (5)

10. Again fit the pump barrel in thebench vice.Lubricate the plunger with a thinacid-free oil.Lubricate the spacer ring and thecorresponding recess in the bar-rel with molybdenum disulphide(MoS2).

11. Slide the plunger complete intothe barrel with care and pressthe spacer ring into place in therecess of the barrel by pressingthe plunger forcibly to the bot-tom.

12. After making sure that the spacerring is in place, pull theplunger so far out that the twopart collar ring can be removed.

287

909-3.2 REPLACEMENT OFEdition 43 SEALING RINGSPage 5 (5)

13. Wind jointing tape round thethread of the circular nut andscrew the nut into the barrel.Apply the face spanner and tight-en up the nut (while tighteningup, press the plunger in, thususing the guide block of theplunger as a guide for the facespanner).

After removing the face spanner,lock the circular nut with a cen-tre punch at the periphery of thethread.

Mount new 0-rings on the pumpbarrel.

288

909-3.3

L60MC/MCE

OVERHAUL OF

SUCTION VALVE

AND TOP COVER

909-3.3

Edition 43

Page 1 (2)

1 . Dismount the top cover from thefuel pump housing, remove and dis-card the 0-ring.

2. Release the lock washer for thesuction valve.

Dismount the suction valve fromthe top cover.

Remove and discard the lockwasher.

3. By means of a brass mandrel and ahammer, release the spring guidefrom the valve thrust piece.

Disassemble the other parts of thesuction valve and clean the partsthoroughly in clean diesel oil.

Remove and discard the sealingring from the thrust piece.

Inspect the seat of the valveslide and the seat on the thrustpiece for damage. If the seats aredamaged, a new suction valve mustbe fitted. (Send the damaged onesto an authorized repair shop forreconditioning).

4. Mount the new sealing ring bymeans of the tool, as shown on thesketch.

289

909-3.3Edition 43Page 2 (2)

OVERHAUL OFSUCTION VALVEAND TOP COVER

909-3.3

L60MC/MCE

5. Fit a new lock washer and mount anew suction valve on the topcover.

Tighten the suction valve with atorque spanner, see the Datasheet.

Fit the two screws which securethe lock washer, and lock the suc-tion valve in position by turningup an edge of the lock washer overone of the flats of the valve.

Fit a new 0-ring on the top cover.

Before the overhaul, dismount thesuction valve and fill the oil ductin the top cover with vaseline orheavy grease.

During the work the miller is guidedby,the guide screwed into the high-pressure pipe thread.

After completing the milling, blowout the vaseline/grease from the oilduct by means of compressed air.Clean the top cover with diesel oil/gas oil, and blow dry with compressedair.

290

909-3.4

L60MC/MCE

OVERHAUL OF PISTON

FOR 0-POSITION

OF INDEX RACK

1. Remove the flange.

909-3.4

Edition 43

Page 1 (1)

By means of a screw, remove thepiston from the pump housing.

Remove and discard the sealing andwear rings from the piston.

2. Place the piston in the fittingcone. Pull the 0-ring over thecone, into the groove. As thesealing ring is very tight andvulnerable, it is to be pressedinto position by means of thesplit bushing.

Fit the two wear rings.

3. When mounting the piston in thefuel pump housing, it is necessaryto use the guide ring to compressthe wear rings and sealing ring,in order not to damage them.

291

909-4 INSPECTION OFEdition 06 FUEL PUMPPage 1 (2) SHOCK ABSORBER

Checking

The functioning of the shock absorbershould be checked at regular inter-vals. This is done by simply removingthe plug in the end cover of theshock absorber and checking, duringoperation, that air is "pulsated"through the threaded hole (these airpulses occur when the piston in theshock absorber is working and the airabove the piston is compressed andforced out through the threadedhole). At the same time, check the"tightness" of the piston, which canbe judged by the amount of oil comingout of the drain pipe of the shockabsorber housing. The amount of lea-kage oil must be checked from time totime to ascertain deteriorations inthe piston sealing.If the shock absorber is found to beworking unsatisfactorily, it shouldbe disassembled for inspection. Undernormal circumstances, inspection isonly necessary at the intervalsstated in the maintenance programme.

Disassembling

Remove the nuts and lock washers fromthe end cover (NOTE: the end cover isspring-loaded), and take off thecover together with the spring guideand gasket. Now take out thesprings. Take out the piston. If thepiston does not come out easily,screw a long screw into the bottom ofthe piston and, by this means, pullthe piston out.

Overhauling

Take out the sealing ring which ismounted in the piston bore in theshock absorber housing, and then takethe wear ring off the piston. Cleanand polish the piston and pistonbore in the housing so that the partscan operate freely. Mount a new wearring on the piston and a new sealingring in the housing. If, after over-hauling there is still a too largedrain oil amount, the entire shockabsorber must be replaced and theremoved shock absorber sent forrepair.

909-4

L-MC/MCE

292

909-4

L-MC/MCE

INSPECTION OFFUEL PUMPSHOCK ABSORBER

Assembling

909-4

Edition 06

Page 2 (2)

Carefully place the piston in thebore of the shock absorber housingwithout deforming the sealing ring orthe wear ring (check that the piston/bore fit is in order), position thesprings and then mount the cover to-gether with the spring guide and anew gasket.Now mount the lock washers and nuts,lighten the nuts and secure.

293

909-5Edition ?1Data 1 (1)

LIFTING GEAR FORFUEL PUW> ROLLER GUIDE

SAFETY PRECAUTIONS

[ ^J Stopped engine| 1 Block the starting mechanismJ [ Shut off starting air supply| \j Engage Purmng gearL _'~| Shut off cooling water| | Shut off fuel oil|_ | Shut off lubrication oil| j Lock turbocharger rotors

8' 30

I QOOOOjDC)OOj 3Q

294

909-5

L60MC/MCE

LIFTING GEAR FOR 909-5

FUEL PUMP ROLLER GUIDE Edition 21

Page 1 (2)

1. Warning: Do not use the liftingtrol For the fuel pump rollerguide while the engine is running.If a fuel pump is to be put out ofaction, disconnect it in thefollowing manner:

2. Stop the engine and engage theturning gear.

Remove the inspection cover on theupper part of the camshaft housingin front of the fuel cam for thepertaining roller guide.

Turn the engine until the rolleris in the highest position on thecam (on the circumferential partof the cam).

3. Loosen the stop screw on top of

the flange and the nut on thelifting tool.

Press the shaft against the rollerguide. When the shaft is pressedin, the guide screw is positionedin line with the vertical grooveof the flange.

295

909-5

Edition 21

Page 2 (2)

LIFTING GEAR FOR

FUEL PUMP ROLLER GUIDE

4. Turn the shaft by means of a rat-chet and a spanner until the guidescrew is in top of the groove,which indicates that the rollerguide is in the lifted position.

Lock the shaft in this position bymeans of the lock screw and thenut on the lifting tool.

The roller guide is now clear ofthe fuel cam, and the engine canoperate on the remaining cylin-ders, see Volume 1, Section 704.

5. Engagement of the fuel pump rollerguide must only take place whenthe engine is at a standstill.

Turn the engine until the pertain-ing fuel cam's circumferentialpart is positioned upwards, andlower the roller guide in thereverse order to lifting.NB! Remember to loosen the lock

909-5

L60MC/MCE

When the roller guide has beenlowered into the position wherethe guide screw is in the lower-most position, tighten the liftingtool nut against the flange where-by the lifting tool will be drawnaway from the roller guide. Theguide screw will now be positionedat the end of the horizontalgroove of the flange.Tighten the lock screw.

296

909-6

Edition 43

Data 1 (1)

OVERHAUL OF

FUEL VALVE

SAFETY PRECAUTIONS

[ _ | Stopped engine[ _ j Block the starting mechanism[ _ j Shut off starting air supplyI J Engage turning gearI Shut off cooling water| ] Shut off fuel oil[ _ _J Shut off lubrication oilj _ | Lock turbocharger rotors

30, 32

DATA:

D-1 Opening pressure 300 ± 20 bar

D-2 Max. diameter 19 mm

D-3 Weight of fuel valve 8 kg

297

909-6

L60MC/MCE

OVERHAUL OF

FUEL VALVE

909-6

Edition 43

Page 1 (5)

The fuel valves must be given the ut-most attention and care, as thegreater part of irregularities thatmay occur during the running of theengine can be attributed to defectsof these valves. If the engine givesnormal performance in accordance withdiagrams and exhaust temperatures, itis only necessary to inspect the fuelvalves after the service periodstated in maintenance program 900-1.The valves should then be taken outfor inspection.

When fuel valves are overhauled, allparts should be handled very care-fully and be kept completely clean.

Use only clean, non-fluffy rags forwiping purposes, and compressed airfor further removal of liquid orsolid impurities. Whenever fuelvalves are overhauled, all sealingrings should be discarded and re-placed by new, faultless sealingrings before reassembly.

1. Disassembly of fuel valve

Remove the 0-rings

The fuel valve is disassembled byscrewing off the union nut with atommy bar while retaining thevalve in, for instance, a benchvice provided with "soft" jaws.

Pull the valve head clear of thevalve housing.

Take out the thrust spindle, re-move the thrust foot, valve unitand fuel nozzle from the valvehousing.

298

909-6 OVERHAUL OF

Edition 43 FUEL VALVE

Page 2 (5)

2. Overhaul of fuel valve

After being carefully cleaned, theparts should be examined and, ifnecessary, the seating surfaces beground by means of the grindingmandrels supplied and a fine-grainabrasive (such as Carborundum No.500). This grinding must only becarried out manually. After thegrinding, the parts are to bewashed in clean diesel oil andblown clean by means of compressedair to remove remains of the grin-ding compound.

In the event of more serious da-mage to the seating surface forthe high-pressure pipe in thevalve head, the milling tool canbe used. Normally the milling toolis turned by hand, but it may befitted in the chuck of a column-type drilling machine providedthat the number of revolutions iskept at a minimum (not exceedingapprox. 100 r/min). An ample sup-ply of cutting emulsion must beused.

909-6

L60MC/MCE

299

OVERHAUL OF

FUEL VALVE

909-6

Edition 43

Page 3 (5)

3. The central bore of the fuelnozzle as well as the spray holesproper are to be cleaned of carbondeposits by means of the specialdrills supplied. The spray holesare then tested with the test pin.If the test pin is able to enterjust one of the holes, the fuelnozzle must be discarded. Thisalso applies to nozzles with ovalholes (can be ascertained with amagnifying glass).

4. Assembly and testing of fuel valve

Mount the nozzle in the valvehousing, making sure that it en-gages correctly with the guidepin. This can be ascertained byattempting to turn the nozzleafter fitting.

Mount the valve unit and thrustfoot.

Insert the thrust spindle, makingsure that the end provided withthe sping guide and a circlipfaces the valve unit.

Place the union nut on the valvehousing and set up the housing ina bench vice.

Make sure that the guide pin be-tween valve housing and valve headis intact, and press the valvehead down into the valve housing.See that the guide pin betweenvalve housing and valve head en-gages correctly so as to preventrelative turning of the parts.

The valve is assembled by means ofthe union nut. However, propertightening together will not beobtained until the valve is cor-rectly mounted in the cylindercover or pressure testing rig.

300

909-6 OVERHAUL OFEdition 43 FUEL VALVEPage 4 (5)

5. After reassembly, set up the fuelvalve in the pressure-testing rig.To provide the same conditions forthe valve as when mounted in thecylinder cover, the spring hous-ings must be inserted between theflange of the valve head and thefixing nuts. Tighten up the nutsin accordance with the data sheet.See 901-2.1.Connect the pressure-testing pumpto the valve by means of the pres-sure hose.Regarding operation of the pres-sure-testing pump, see separateinstructions.

The functioning of the fuel valveis tested in the pressure-testingrig in accordance with the follow-ing:

Checking of valve spindletightness.Checking of opening pressure.Checking of jet direction.Atomization test.Tightness test of "0" ring.

Checking the tightness of thevalve spindle against the seatingin the spindle guide.Apply oil pressure to the valve.At approx. 15 bar the slide opens,thereby blocking the drilled holein the thrust piece, as shown inFig. 6. Now increase the pressureto approx. 50 bar below the open-ing pressure, i.e. up to approx.250 bar on the pressure gauge.Wipe off the fuel nozzle and checkif the spindle seals tight againstits seating. If oil flows out ofthe fuel nozzle holes, the valveunit is not in order, see Fig. 7.When relieved, the pressure is todecrease relatively slowly untilthe slide is blocking at approx.12 bar, and thereby uncovering thedrilled hole in the thrust piece,Fig. 6.If the above-mentioned conditionsare not fulfilled, the valve unitis defective and is to be replac-ed; after replacement, the testingis to be repeated. A defectivevalve unit should be sent to B&WDiesel or a workshop authorized byB&W Diesel for inspection or re-pair.

909-6

L60MC/MCE

301

909-6

L60MC/MCE

OVERHAUL OF

FUEL VALVE

909-6

Edition 43

Page 5 (5)

8. Checking of opening pressure

Increase the pressure from thepressure-testing pump until thevalve opens and oil is forced outof the fuel nozzle; then read theopening pressure. The openingpressure for the fuel valve is tobe 300 ± 20 bar. If this pressureis not obtained, the spring, Fig.5, pos. a, is to be replaced.

Checking of jet direction

Increase the pressure from thepressure-testing pump to more thanthe opening pressure. Now checkthat the jets pass through theholes in the spray control screen,Fig. 8. If this is not the case,check the guide pins, Fig. 5,pos. b and c. If these are inorder, replace the fuel nozzle.

Atomization test

The test is carried out by raisingthe pressure, for short periods,to a value considerably higherthan the opening pressure of thevalve. This makes it possible tocheck the atomization of thevalve.

Tightness test of "0" ring, Fig.5, item d

Raise the pressure slowly againuntil oil flows out at "e"; whiledoing this, make sure that thepressure does not exceed 15 bar toprevent activation of the slide.Then close the hole with a plugscrew and increase the pressure to100 bar, keeping the pressure atthis value while checking the0-ring for tightness. (A defective0-ring will cause oil to seep outaround the union nut). Remove theplug screw in "e" again.

After pressure-testing, empty thevalve of fuel oil and then fill itup with rust-inhibiting "Dinitrol39" oil, which is poured back intothe container after about 10 mi-nutes. Provide the valve with pla-stic caps in the inlet and outletducts and on the fuel nozzle.

302

909-7Edition 39Data 1 (1)

OVERHAUL OF FUEL OILHIGH-PRESSURE PIPE/DISTRIBUTOR BLOCK

SAFETY PRECAUTIONS

DyC] Stopped engineI I Block the starting mechanism[ | Shut off starting air supplyj | Engage turning gearI | Shut off cooling waterC-V] Shut off fuel oil[ j Shut off lubrication oil[ j Lock turbocharger rotors

9, 22, 30

10

DATA:

D-1 Distance from pipe end tothrust bushing lower edge.. 11 mm(distributor block/fuel valve)

D-2 Distance from pipe end tothrust bushing lower edge.. 14 mm(fuel pump/distributorblock)

D-3 Max. diameter of seating .. 19 mm

D-4 Max. diameter of seating .. 26 mm

909-7

L60MC/MCE

^ ,

303

909-7

L60MC/MCE

OVERHAUL OF FUEL OIL 909-7

HIGH-PRESSURE PIPE/ Edition 39

DISTRIBUTOR BLOCK Page 1 (4)

1. Whenever the fuel oil high-pres-sure system is dismantled, it isnecessary, before remounting thehigh-pressure pipes, to carefullyinspect the tapered contact sur-faces of the pipe ends, togetherwith their seats in fuel valves,distributor block and fuel pump.Furthermore, the position of thethrust bushing on the pipe endmust be checked and if the dis-tance is incorrect, compared tothe measurement stated in Data,it should be adjusted by screwingthe thrust bushing up or down thepressure pipe.

304

909-7

Edition 39

Page 2 (4)

OVERHAUL OF FUEL OIL

HIGH-PRESSURE PIPE/

DISTRIBUTOR BLOCK

2. If the pipe end is to be recondi-tioned, the high-pressure pipemust first be dismantled: Lift upthe union nut with flexible pro-tective hose, together with thecoupling nut, on the high-pressurepipe and screw off the thrustbushing. Take off the coupling nutand when the thrust bushings atboth ends of the pipe have beendismounted, the flexible protec-tive hose with union nuts can bepulled off the high-pressure pipe.

3. Tools for reconditioning of high-pressure pipes consist for eachpipe dimension of:

Guide, miller, union, stop ringand, furthermore, for each plant,a common morse taper.

909-7

L60MC/MCE

305

909-7

L60MC/MCE

OVERHAUL OF FUEL OIL

HIGH-PRESSURE PIPE/

DISTRIBUTOR BLOCK

909-7

Edition 39

Page 3 (4)

4. Reconditioning of the pipe ends iscarried out by milling accordingto one of the followingprocedures:

Shape-up the threaded pipe ends bymeans of the nut die.

Mount the guide on the pipe end,place the miller in the guide andscrew on the union nut lightly.Turn the miller by means of, forinstance, a tap wrench whiletightening the union nut lightlyto provide a suitable pressuremiller/pipe end. During the mil-ling, add drilling oil emulsionliberally.

The milling can also be undertakenby using a stationary boringmachine (pillar drilling machine).Place the,stop ring on the neck ofthe miller and fasten it about 3mm above the union nut which hasbeen tightened slightly. Use thesupplied taper as connection be-tween the spindle of the drillingmachine and the miller. Loosen theunion nut and screw it up againstthe stop ring. Start the drillingmachine at lowest speed (max. 100r/min). By screwing the union nutdown little by little, the feed ofthe miller can be controlled dur-ing milling. Also with this proce-dure it is very important thatdrilling oil emulsion is addedliberally during milling.NB. A portable drilling machinemust not be used to drive themiller.

306

909-7 OVERHAUL OF FUEL OIL

Edition 39 HIGH-PRESSURE PIPE/

Page 4 (4) DISTRIBUTOR BLOCK

5. To recondition the distributorblock, this must first be dis-mantled. Mill the seats in thedistributor block in the same wayas described for the high-pressurepipes, the miller being controlledby the supplied guides which arescrewed into the distributor blockthread.

If the diameters of the taperedseats exceed the given data, thedistributor block must be scrap-ped.

After completed milling, the high-pressure pipe as well as the di-stributor block shall be carefullycleaned and the various boresblown through with compressed air.

Mounting of the distributor blockon the cylinder cover must be car-ried out carefully, and the guidepins must be intact.

When assembling the high-pressurepipe, the thrust bushings shall bescrewed so high up on the threadof the pressure pipe that the dis-tance between the pipe end and thebottom edge of the thrust bushingis as stated in Data.Replace the 0-rings.

Before mounting a high-pressurepipe, check centre distances be-tween pipe ends and seats. Adaptthe pipe, if required, as it is ofgreat importance for the mounting,and a condition for obtainingtight joints, that the pipes fitthe seats accurately.

For reconditioning of seats infuel pump and fuel valve, see sec-tions 909-3 and 909-6. For mount-ing of high-pressure pipes, seesection 901-2.1.

909-7

L60MC/MCE

307

909-8

Edition 20

Data 1 (1)

OVERHAUL OF PNEUMATIC

REVERSING MECHANISM

SAFETY PRECAUTIONS

tx\l Stopped engine[P\i Block the storting mechanism[P\] Shut off starting air supply\2^1 Engage turning gearL J Shut off cooling waterIX] Shut off fuel oil[__ J Shut off lubrication oil| | Lock turbocharger rotors

=s(£ 13, 19, 24, 27, 30, 36

0 5, 7, 10, 14

750 -2000 Nm

2 x M \6

DATA:

D-1 Weight of pump housing 168 kg

D-2 Weight of barrel assembly.. 43 kg

D-3 Fuel pump roller guide .... 65 kg

D-4 Weight of base plate 18 kg

D-5 Tightening torque,fuel pump housing 785 Nm

909-8

L60MC/MCE

308

909-8

L60MC/MCE

OVERHAUL OF PNEUMATIC

REVERSING MECHANISM

909-8

Edition 20

Page 1 (2)

1. Remove the top cover and the fuelpump barrel from the fuel pumphousing for the pertaining cylin-der. See 909-3.1 .

2. Unscrew the nuts and remove thefuel pump housing. Then loosen thenuts on the two threaded studssuccessively until the rollerguide springs are relieved. Removethe nuts and the base plate andtake out the springs of the rollerguide.

3. The lifting tool for the rollerguide is mounted in the rollerguide as follows:

Lift the lock ring of the tool upon the shaft of the tool. Placethe tool in such a manner that itsfoot rests on the thrust piece inthe bayonet joint of the rollerguide. Turn the tool 90° so as toallow the foot to engage properlyin the bayonet joint. Lower thelock ring, thereby securing thefoot in locked position.

Lift the roller guide out of theroller guide housing, using thecrane.

909-8

Edition 20

Page 2 (2)

OVERHAUL OF PNEUMATIC

REVERSING MECHANISM

4. After lifting out the rollerguide, check the surface of theroller in the reversing link. Forfurther inspection and disas-sembling of the roller and guide,see 908-4.

5. By means of the telegraph, checkthat the reversing mechanism isworking smoothly.

6. When mounting the roller guidewith the reversing link, check theclearance between the roller guideand the guide plate mounted in theliner for the roller guide.

Also the clearance between theguide way and -the reversing armhas to be checked in the "Ahead"and "Astern" positions.

The camshaft is to be turned suchthat the roller guide is liftedapprox. 20 mm. The clearancebetween the roller guide and theguide plate shall be the same atboth ends.

909-8

L60MC/MCE

310

FUEL V A L V E AND FUEL PUMP PANEL P L A T E 90931-62

L60MC/MCE

057 045 033

o;o

2d5

311

P L A T E 90961-16 FUEL V A L V E - T O O L S

L60MC/MCEL50MC/MCE

033

063

026

312

AIR SYSTEM OF ENGINE

910.01-20

The engine is supplied with scavengeair from one or more turbocharqers.The turbine wheel of the turbocharqeris driven by the engine exhaust gas,and the turbine wheel drives the tur-bocharqer compressor, which is moun-ted on the same shaft. The compressorsucks air from the engine room,through the air filters. The air ispressed by the compressor through thecharging air pipe to the charging aircooler where the air is cooled down.The charging air cooler housing isprovided with a water separator,which prevents condensed water frombeing carried with the air flow intothe scavenge air receiver (plate91001).

Air is pressed into the scavenge airreceiver through a valve housingmounted in the bottom of that part ofthe air cooler housing which is builtintegral with the scavenge air recei-ver. The valve housing is providedwith a number of non-return valves(flap valves), which open by pressurefrom the turbocharger.

Two auxiliary blowers . are mountedunderneath the scavenge air recei-ver. These blowers suck air from theair cooler housing via a common suc-tion pipe and press the air into thescavenge receiver through two non-return valves (flap valves). From thescavenge air receiver, the air flowsto the individual cylinder throughthe scavenge air ports when thepiston is in bottom position. Whenthe exhaust valves open, the exhaustgas is pressed into a common exhaustgas receiver (plate 91003), fromwhere the gas drives the turbinewheel of the turbocharger with aneven and steady pressure.

Running with Auxiliary Blowers

During starting of the engine, orwhen the engine revolutions are toolow for the turbocharger to supplyenough air for the operation of theengine, the auxiliary blowers startto run automatically. When the auxi-liary blowers are operating, theysuck air from the engine room throughthe turbocharger's air filter andcompressor side (which causes theturbocharger to maintain a reasonablenumber of revolutions during startingand at low load), through the charg-ing air pipe and the charging aircooler to the valve housing in thescavenge air receiver where the non-return valves are now closed (owingto partial vacuum), then through thesuction pipes to the suction side ofthe blowers. The blowers send the airthrough the non-return valves in thebottom of the scavenge air receiver.

EXHAUST GAS RECEIVER

Plate 91003

From the exhaust valves, the exhaustgas is led to the exhaust gas recei-ver where the pulsatory pressure fromthe individual exhaust valves isequalized and passed to the turbo-charger(s) as a constant pressure.

The exhaust gas receiver consists ofone or two units, with a compensatorfitted in between. The units are ableto move relative to each other andare fastened to the seating by flexi-ble supports.Compensators are also inserted betwe-en the receiver and the exhaust val-ves, and between the receiver and theturbocharger(s).

For quick mounting and dismounting ofthe joints between the receiver andthe exhaust valves, clamping rings

313

910.02-20

are used to hold the parts together.The exhaust gas receiver and theexhaust pipe are insulated.

CHARGING AIR COOLER

Plate 91005 LK Type

This charging air cooler is of theblock type. It is mounted in a hous-ing which is welded up of steelplates, and the cooler housing isprovided with cleaning covers.Cleaning of the cooler elements iscarried out through these coverswithout removing the cooler elements.

The coolers are designed with an airreversing chamber, incorporating awater separator. The water separator(plate 91001) is built up of a numberof lamellas which separate condensedwater from the scavenge air duringthe passage of the air flow.The separated water is collected inthe bottom of the cooler housing fromwhere it is removed by an automaticwater discharger.

314

EL. PANELS FOR AUXILIARY BLOWER

910.03-20

Plate 91021, 91022 and 91023

Explanation of designations used:

K-), l<2 Relay contacts. Closed by"Finished with Engine" and"Shut-down", otherwise open.

P Pressure switch for controlcircuit. Breaks at upperswitch point 0.5 bar, dif. ppressure switch 0.11 bar.

B Pressure switch for alarm.Breaks at 0.29 bar fallingpressure and makes at 0.4 barrising pressure.

Feelers for pressure switchesplaced on scavenge airreceiver.

G Mode selector switch. The OFFand ON modes are independentof A and P. The switch islocated on the manoeuvringconsole.

hi, h2 Indicator lamps for runningblower; located on manoeuvr-ing console.

h3 Warning lamp located onmanoeuvring console. Giveswarning if bridge control isselected and G is in OFF orON position.

h4, h6 Indicator lamps for runningor stopped blower. Located onmotor guard.

Control Panel

Automatic Mode

1. When the signal "Finished withEngine" is changed to "Stand-byEngine", relay contacts "K-|, l<2"open. This sends a start signalto motor guard aux. blower I,causing blower M1 to start andinitiating the delayed action of

relay d3, which causes M2 tostart after the set period.

2. When the engine is running andthe scavenge air pressure isrising, pressure switch P opensand starts the delayed breakingaction of relay d2, causing theblowers to stop after the setperiod.

3. When the engine is running andthe scavenge air pressure isfalling, pressure switch P closesand initiates the same startingsequence as under 1.

4. If the main engine is stopped byautomatic "Shut-down", relay con-tact "l<2" closes, causing theblowers to stop. When "Shut-down"is reset, relay contact "l<2"opens, giving the same startingprocedure as under 1.

OFF and ON Modes

1. When the ON mode of switch G isselected, blower M1 starts in-stantly, and blower M2 after theset period of relay d3. To beused when pressure switch "B" or"P" is damaged.

2. When the OFF mode of switch G isselected, the delayed breakingrelay d2 is de-energized, causingthe blowers to stop after the setperiod.

3. If the control panel is damaged,the blowers can be controlledmanually by the Manual/Autoswitch on the electric panel.

Motor Guard

Automatic Mode

When the switch Automatic/ManualA2 is in the automatic mode, theblower is controlled from thecontrol unit through relay d1.

910.04-20

Manual Mode

In the manual mode, the controlunit is disconnected, causing theblower to start instantly,through relay c1.

Indicators

1. The built-in indicator lamp h6lights when the electric panel isswitched on and the blower isstopped.

2. The built-in indicator lamp h4and the remote indicator lamps hior h2 light when the blower isrunning.

Safety Devices

1. The thermal relay in main switchA1 de-energizes relay c1 if theblower consumes too much powerfor too long. Main switch A1 canbe manually reset. Main switchA1 also has a short-circuitrelay.

2. The optional heating element R1is energized when the blower isstopped, preventing condensationof water in the motor.

3. Main switch A1 is manually acti-vated if the motor malfunctions.

Alarm Circuit

An alarm is given under the followingcircumstances:

1. Thermal relay in main switch A1is tripped.

2. Pressure switch B opens atscavenge pressure 0.29 bar(falling pressure), and relay c1is not activated.

3. At order "STOP" the alarm is cutoff.

Test Facility

Turning switch A2 to manual mode,with selector switch G in the'manoeuvring console in OFF position,will cause the blower to start.

Turning the switch back to automaticmode will stop the blower.

316

TURBOCHARGER SYSTEM

L60MC/MCE

PLATE 91000-09

<V

317

PLATE 91000-10 TURBOCHARGER SYSTEM

L-Mr/MHF

"318"

SCAVENGE AIR SYSTEM PLATE 91001-18

L60MC/MCE

4! 2436

PLATE 91003-49 EXHAUST PIPES AND RECEIVER

L60MC/MCE

283

320

AIR COOLER PLATE 91005-42

-211

306

044

475

164

306

321

I II IZ CDn 03

n CDm rnI _»

PRESSURE SWITCH INALARM CIRCUIT.UPPER SWITCH POINT0.40 BAR.Ap 0.11 BAR.

PRESSURE SWITCHFOR CONTROL.UPPER SWITCHPOINT 0.50 BARAp 0.11 BAR.

I II In coZ oo on

io

CO(-o

a:in

CONTROL BOX FOR AUX. BLOWERS

•B- =

V

*•§-

P L A T E 91022-03

~E

323

9?

•I"

PLATE 91023-03 MOTOR GUARD FOR AUX. BLOWERS

L--GB/GBEL--MC/MCE

9- „1 1

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11 ;? £ ?11!

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324

910-5Edition 22

Data 1 (1)

AIR COOLER(Mounted on aft endof engine)

SAFETY PRECAUTIONS

| | Stopped engine| [ Block the starting mechanism| | Shut off starting air supply[ I Engage turning gearI | Shut off cooling waterI | Shut off fuel oil| ] Shut off lubrication oilI j Lock turbocharger rotors

13, 15, 17, 19

500kg

DATA:

D-1 End cover 334 kg

D-2 Cooler element LKM36D2 1292 kg

D-3 Waterflowreversing chamber 235 kg

910-5

L60MC/MCE

325

910-5.1

L60MC/MCE

Cleonmq conditonII Chemcol cleaning

Open 8 . C . O . E.FClow A . G . HStart the pump

2) Water flushingOpen A.D. G.HClose B.C.E .F

Open ACtoseB.C.O.E.F.G.HQose Ihe nspection covers on thescavenge or receiver

CLEANING OF

AIR COOLER

Cleaning of air side;

910-5.1

Edition 22

Page 1 (2)

The air side of the cooler is cleanedby injecting a chemical fluid throughthe spray pipe arrangement fitted tothe air chamber above the coolerelement.

It is recommended to use one of thefollowing cleaning fluids, or a simi-lar product.

1) Product: ACC 9, produced byDrew Chemical Corp., New York, USA

2) Product: SOB, produced byVecom Int., Maassluis, Holland

Cleaning should be carried out in thefollowing sequence:

1 . Do not start cleaning until theengine has been at a standstillfor about 30 minutes. Do not dis-connect the compressed air supplyto the exhaust valve.

2. Follow the detailed cleaninginstructions displayed at thecleaning pipe on the engine. Toensure satisfactory spraying ofthe cleaning fluid, the circulat-ing pump pressure must be at least0.7 bar.

3. Continue the cleaning process forat least 30 minutes. The timerequired depends on the frequencywith which cleaning is carried outand on the chemical product used.

4. After cleaning, flush the coolerwith clean water until the waterappearing in the sight glasses isclean and pure.

5. Inspection is carried out eitherby removing the cover on top ofthe cooler or by dismantling thecharging air pipe.

326

910-5.1 CLEANING OFEdition 22 AIR COOLERPage 2 (2)

Cleaning of water side:

1. Close the cooling water inlet andoutlet valves.Drain off the cooling water byremoving the plug screws on thesides of the end cover.

2. Remove the covers from the rearend of the water chambers of thecooler. Access to the covers onthe waterflow reversing chamber isthrough covers on the cooler hous-ing.The anti-corrosion blocks arebolted to the covers and are re-moved together with these.Any dirt collected in the water-flow reversing chamber is removedthrough the inspection opening.

3. Replace the anti-corrosion blocks,if necessary.

4. Check through the openings whetherthe coating on the covers has beeneroded and whether the coolers areFouled, or scale has formed on thecooler tubes.

5. If dirt is found, the end cover ofthe cooler is to be dismantled.Clean the inside of the tubes bymeans of the supplied cleaningbrush, mounted on a drillingmachine.

Any dirt found in the waterflowreversing chamber is removedthrough the inspection opening onthe side.

6. In case of leakages between coolertubes and tube plate, the tubesare to be rolled with the tubeexpander.For this purpose the cooler ele-ment has to be removed (see"Replacement of Air Cooler Ele-ment", Dismantling).

Note:

910-5.1

L60MC/MCE

As regards cast cooler components:The inside coating is to be re-paired with the original coating,or a similar product.

327

REPLACEMENT OF

AIR COOLER ELEMENT

910-5.2

Edition 22

Page 1 (2)

The cooler element is not normallyto be dismantled for inspection pur-poses.

It is only if the cooler element hassuffered damage that it has to bedismantled for replacement.

Dismantling;

1. Close the cooling water inlet andoutlet valves.

Drain off the cooling water at theplug screws on the end cover.

2. Dismount the inlet and outletcooling water pipes.

Remove the screws from the endcover and remove the cover fromthe cooler housing. Discard thegasket.

3. Mount two rails, each with a guiderail on top, on the gallery.

4. Mount the pair of wheels for theoutermost tube plate, and tightenthe thrust screws to make thewheels support the cooler element.

5. Remove the four screws whichfasten the cooler element to thecooler housing.

328

910-5.2 REPLACEMENT OF SMVI 910-5.2

Edition 22 AIR COOLER ELEMENT

Page 2 (2) L60MC/MCE

6. Press the cooler element free,using dismantling screws.

7. Pull the cooler element halfwayout of the cooler housing, check-ing during this procedure thatthe outermost pair of wheels isbeing guided between the twoguide rails.

8. When the cooler element has beenpulled halfway out, mount thesupports on which the innermostpair of wheels can run.

Mounting:

9. Mounting is carried out in thereverse order to dismantling.

Hang-up a new gasket on the fourscrews which fasten the coolerelement to the cooler housing,and tighten the end cover as wellas the water inlet and outletpipes.

329

910-6Edition 13Data 1 (1)

REPLACEMENT OFNON-RETURN VALVE

910-6

L60MC/MCE

SAFETY PRECAUTIONS

LP\I Stopped engine[^^ Block the starting mechanisml l Shut off starting air supply| | Engage turning gearI I Shut off cooling water[ | Shut off fuel oilI I Shut off lubrication oil[ ] Lock turbocharger rotors

19

DATA:

D-1 Weight of non-return valveassembly 11 kg

330

910-6

L60MC/MCE

REPLACEMENT OFNON-RETURN VALVE

910-6

Edition 13

Page 1 (1)

Access to the non-return valves inthe scavenge air receiver takes place- after the engine has been stopped -through the inspection openings ofthe receiver.

NOTE: Access to the scavenge airreceiver must not take placeuntil the air in the receiveris clean.

Replacement of non-return valve as-sembly:

Remove the two outermost screws andthe middle screw (which fasten thevalve assembly to the housing). Liftthe complete valve assembly out andmount a new assembly instead.

Overhaul of non-return valve assem-bly:

Knock out the spring pin which se-cures the axle of the valve flap andpress out the axle. Now the valveflap is free and can be replaced. Forfurther dismantling, remove the twoscrews which hold the parts togetheras an assembly.

When mounting, again secure the axleof the valve flap by means of thespring pin.

331

910-8 REPLACEMENT OFEdition 13 AUXILIARY BLOWERData 1 (1)

SAFETY PRECAUTIONS

[ J Stopped engine[ | Block the starting mechanism[ | Shut off starting air supply[^ J Engage turning gearL I Shut off cooling waterI I Shut off fuel oilf 1 Shut off lubrication oilI | Lock turbocharger rotors

910-8

L60MC/MCE

DATA:

* D-1 Weight of electric motor+ blower complete+ end cover up to 950 kg

* Depending on electric motor typeand number of cylinders of engine(size and capacity of auxiliaryblower).

332

910-8

L60MC/MCE

REPLACEMENT OFAUXILIARY BLOWER

910-8

Edition 13

Page 1 (1)

1. When cleaning and inspecting theauxiliary blower, disengage thecable connections to the blowermotor. Wire ropes with shackle aswell as two tackles suspended frommountings on the gallery bracketare to be hooked onto the blowerflange, before removing the screwsin the flange.

2. The end cover complete with blowercan now be pulled free of the suc-tion pipe by means of the twotackles. While pulling out the endcover with the blower assembly,make sure that the blower housingdisengages from the air pipe with-out deforming it.

Then inspect and clean the blowerwheel as well as the blower hous-ing.

Exercise care when mounting theelectric motor with blower wheel,as the blower wheel is to "catch"the guide in the blower housing(A).

333

TURBOCHARGER S Y S T E M - TOOLS PLATE 91061-23

337

TURBOCHARGER SYSTEM - TOOLS PLATE 91061-27

L60MC/MCE

• 278 ^2o'0 014

Notes

336

SAFETY EQUIPMENT

SAFETY VALVES - RELIEF VALVES

Each cylinder cover is provided witha spring-loaded safety valve which isset to open at a pressure somewhathigher than the maximum firing pres-sure in the cylinder.

On the exhaust side of the engine anumber of spring-loaded relief valvesare fitted, which will open in theevent of an excessive pressure aris-ing in the crankcase, for instance asa result of ignition of oil vapour.

The scavenge air receiver is fittedwith a safety valve which is set toopen should the pressure in the sca-venge air receiver exceed a valuesomewhat higher than the normal sca-venge air pressure of the engine.

Each starting valve inlet pipe isprovided with a safety cap. The safe-ty cap consists of a bursting discenclosed by a mantle in order to pro-tect any bystanders, in the event ofa burst due to excessive pressure inthe starting air line.Furthermore, the mantle is providedwith a check plate, which shows ifthe bursting disc has been damaged.

337

PLATE 91101-15 SAFETY VALVE

L60MC/MCE

338

RELIEF VALVE

L60MC/MCE

PLATE 91102-05

0/6

339

PLATE 91103-05 SAFETY VALVE

L60MC/MCE

340

ARRANGEMENT OF SAFETY CAP PLATE 91104-21

I-L— f1 r_

r "— - l

ib '

050

017-

029-

125

Notes

SAFETY VALVE SETTING911-1

Edition 22

Data 1 (1)

SAFETY PRECAUTIONS

| | Stopped engine[ [ Block the starting mechanism[ I Shut off starting air supply| ] Engage turning gearI | Shut off cooling water| | Shut off fuel oilI j Shut off lubrication oilj j Lock turbocharger rotors

27, 32

3m

\ \ 071

DATA:

D-1 Opening pressure. 160 bar

343

911-1

L60MC/MCE

SAFETY VALVE SETTING 911-1

Edition 22

Page 1 (1)

To set safety valve opening pressure.

1. Set up the safety valve in thetesting device.

2. Connect the testing device to thehydraulic pump.

3. Loosen the lock nut on the safetyvalve.

4. Set the adjusting union nut sothat the valve just closes.

5. Bleed valve and hose until oil,without air bubbles, flows outfrom the openings of the safetyvalve.

6. Screw up the adjusting union nutof the safety valve until a cor-rect pressure is indicated (see(Data).

7. Tighten the lock nut.

8. Test the opening pressure.

9. Dismount the valve, empty out oil,and replace the valve in position.

344

911-2 RELIEF VALVEEdition 20 FUNCTIONAL TESTData 1 (1)

SAFETY PRECAUTIONS

JJX^ Stopped engine[^J Block the storting mechanismd^J Shut off starting air supply[_._] Engage turning gearL_j Shut off cooling waterI I Shut off fuel oil[__J Shut off lubrication oilI I Lock turbocharger rotors

24, 30

911-2

L60MC/MCE

911-2

L60MC/MCE

RELIEF VALVE

FUNCTIONAL TEST

911-2

Edition 20

Page 1 (1)

1. The functioning of the reliefvalves on the crankcase doors istested by means of the tool sup-plied.

2. The tool is screwed into the valveplate nut.

3. Turning the nut of the tool willopen the valve.

ASSEMBLY OF LARGE PARTS

912.01-24

BEDPLATE, FRAME BOX, ETC.

The bedplate consists of two welded,longitudinal girders and a number ofcross girders which support the mainbearings. The main bearings areeguipped with steel shells, linedwith white metal. F.ach main bearinghas two main bearing caps which aresecured by studs and nuts, designedfor tightening by means of hydraulictools. The aft end of the bedplateincorporates the thrust bearing aswell as the chain drive.

A frame box of the same height as thecrosshead guides is bolted on to thetop of the bedplate. Like the bed-plate, the frame box consists of onesection with the chain drive locatedat the aft end. Together, the bed-plate and the frame box constitutethe crankcase of the engine.

On both sides of the engine, theframe box is fitted with hingedsteel-plate doors for access to thecrossheads and to the main and crank-pin bearings.

The bedplate, the engine frame, andthe cylinder blocks, which rest ontop of the frame box, are tightenedtogether to form one unit by means ofthrough-going stay bolts.

For each cylinder the crankcase isequipped with a slotted oil outletpipe in which the oil outlet pipefitted to the crosshead is able totravel. From the slotted pipe thecooling oil is, through an outletpipe, led to the oil tray of the bed-plate.

F.guipment for checking the oil tempe-rature and for alarm in the event offailing oil supply is installed inconjunction with the outlet pipe.

The engine bedplate is positioned onsupporting chocks and secured to theengine seating in the ship by meansof long holding-down bolts, which areequipped with distance tubes of castiron. The bedplate is not bevelled,but the supporting chocks and the topplate of the engine seating are madewith a bevel of 1:100 with a view tothe adaptation of the supportingchocks.

Plate 91215 shows the design of hold-ing-down bolts with a spherical nutfitted at the bottom end. If thebevel between the lower nut and thetop plate of the seating is greaterthan 1:100, holding-down bolts withspherical washers, and nuts withspherical contact face, are to beused on the lower end of the bolt.The contact faces of the top platefor nuts or spherical washers must beplane.

The engine is secured in the thwart-ships direction by side chocks fittedin way of each main bearing. Theside-chock liners are bevelled 1:100and are fitted from the aft end atboth sides.

The engine is secured in the fore-and-aft direction by one end chockwith two end-chock bolts at the aftend of each of the two longitudinalgirders of the bedplate. The end-chock liners have a 1:100 bevel andare fitted from above.

P L A T E 91201-24 A R R A N G E M E N T OF STAY BOLTS

L6QMC/MCE

026

063

075

099

06J?

074

348

FRAMEPLATE 91205-52

L60MC/MCE

076028

232

-244-2SS-268 349

PLATE 91210-45 BEDPLATE

L60MC/MCE

HOLDING-DOWN BOLTS AND END-CHOCK BOLTS PLATE 91215-13

L60MC/MCE

351

S 912-50S 912-30

TOP BRACING OF MAIN ENGINE

(Shipyard work, to be carriedagainst special order only)

out

By means of top bracing the main en-gine, it will in most cases be possi-ble to obtain such a high naturalfrequency figure of the system "en-gine - ship's side - ship's bottom"that annoying vibrations of the engi-ne top or ship's hull will be elimi-nated.

lop bracing is usually mounted on theuppermost platform brackets on thestarboard side (rear side) of theengine, and is executed as shipyardwork in accordance with our principledrawing.

The top bracing, including the fric-tion shims, should be checked at thesame intervals as apply to the hold-ing-down bolts in order to ensurethat the tightening force is correct.

Bolts for the top bracing shall betightened hydraulically, as stated onthe tensioning table. If one or moreof the top bracing links are omitted,the tightening force on the adjacentlinks shall be increased by 50?».

Checking is to be carried out visual-ly as well as by using a dial gauge(see drawing No. 782561-5) to ascer-tain whether relative movements occurbetween the top bracing and the fast-ening-on positions (casing or longi-tudinal girder).

Any movement can also be measured bymeans of, for instance, an ASKANIAvibrograph with a high gear ratio,fastened to the top bracing with thecontact point touching the casing.

If a movement of more than * 0.02 mmis ascertained, the tightening forceshall be increased by 40S. At thesame time the hydraulic pressurereguired for loosening all the topbracings should be checked. If vibra-tions have still not disappeared, thetightening force should be increased

by a further 40% and the looseningpressure checked once again.

To check the setting of the ship(alteration of hull form) in relationto the top bracing, mount a devicewhich enables a possible setting tobe measured by means of a dial gauge,as shown on drawing No. 782561-5. Twopieces of square bar iron can, forinstance, be welded to the top brac-ing and the fastening-on point on thecasing so that, after marking withe.g. a centre punch, they togetherform a well-defined measuring dis-tance.A suitable distance between themeasuring points would be 200 mm.

Checking for possible settings of theship's hull should be made 3-4 timesa year. In the case of tankers,further measurements should be takenafter loading and unloading, and alsowhen the ship has had a rough trip.

The draught of the ship should benoted at each measuring. If exceptio-nal deviations are ascertained,special precautions are to be taken.

352

B&W Diesel A/SEngineering

3-H20 L60MCL60MCE

840131 TOPBRACING ARRANGEMENTTURBOCHARGER PLACED ON THE AFT END

No:782441-7 .4

Cosing

Look ing Jorwgrd

Special casing-cgnsgle, on reque?!.(OL extremely j>flrraw.fingine,-ja;Qm&Epg'ne-bracket.is Qmjtt.ed.

Engine-brocket omitted,when deck is in gglleryievel

• 1 X = Min 350

1066mm between cylindi Links, bolts and consoles to be delivered by the shipyardSee also suppi drawings

Section A-B-C-D

353

B&W Diesel A/SEngineering

3-H21 L60MCL60MCE

840126 TOPBRACING ARRANGEMENTTURBOCHARGER PLACED ON THE EXHAUST SIDE

No:782609-7.0

T/C

NA 57

NA 48

VTR 564

VTR 454

A

4720

4420

4620

4320

B

3900

3810

3900

3810

C

900

690

800

590

B&W Diesel A/SEngineering

3-H22 L60MCL60MCE

840202 TOPBRACING OUTLINENo:

732602-4 .3

2 bMtm to nOou tm»aylK ban aur«i'•OTng and BBuntma at B» M-hJtaf •*

355

Engine-type

L-MC/MCE

90

80

70

60

50

35

TiqMeninq force \Standard j

kN

132

104

104

75

57

38

Piston area on)hydraulic jack

mm2

3770

-

-

-

-

-

0

Standard

350

275

275

200

150

100

I pressur

+ 40%

bar

500

375

375

275

200

150

D

+2x40 %

625

500

500

350

275

200

Dlnlo No3 84 617

SizeA4

Type L-MC/MCE -EnginesDescription

Top bracing tension dataFinal User Description

B&W DieselIdem No

78 27 21 0Final User Iflpnt No

356

80.07.10 KLH KLH

NFO NO

1 1.8A..608S3

f»r */f —

Measuring proposal for vibrationsof topbracing in relation to hull

B & W ENGINEER'S^ •*- St\* ' v '* ' -^'N V

78 25 61 5

357

Notes

358

912-1 RE-TIGHTENING OF

Edition 24 HOLDING-DOWN BOLTS,

Data 1 (1) AND END-CHOCK BOLTS

SAFETY PRECAUTIONS

I j Stopped engine[ | Block the starting mechanism[ I Shut off starting air supply| j Engage turning gear| ] Shut off cooling waterI I Shut off fuel oil[ ] Shut off lubrication oil| ] Lock turbocharger rotors

912-1

L60MC/MCE

DATA:

D-1 Normal tightening pressure(working pressure) forholding-down bolts andend-chock bolts, andinitial tightening pres-sure for holding-downbolts 900 bar

D-2 Increased tighteningpressure (only for ini-tial tightening of end-chock bolts 990 bar

359

912-1

L60MC/MCE

RE-TIGHTENING OFHOLDING-DOWN BOLTS,AND END-CHOCK BOLTS

912-1

Edition 24

Page 1 (3)

Hydraulic tightening of holding-downbolts and end-chock bolts is carriedout as detailed in section 913-1. Thenormal tightening pressure is indi-cated on the data-sheet and stampedon the tightening tool.

For the initial tightening, the pumppressure is to be raised to the valueindicated on the data-sheet. Thenscrew up the nut firmly and relievethe hydraulic tool completely ofpressure. After about two minute's,raise the pressure again until thenut can be loosened. Now adjust thepressure to the normal tighteningpressure indicated, tighten the nutfirmly, and relieve the system ofpressure.

For the initial tightening of end-chock bolts, the following procedurecan, alternatively, be followed:Tighten the bolts to the increasedpressures stated on the data-sheetand leave the bolts so tightened tillafter the sea trials, following whichthey are to be re-tightened to thenormal value indicated on the data-sheet as well as on the hydraulictightening tool.

Checking the bolt tightening

The holding-down bolts and end-chockbolts must be checked for correcttightness at the intervals indicatedin section 900-1.

Before checking the bolt tightening,the fitting of the supporting chocksshould be checked as far as condi-tions of access permit.

When checking the bolts for tight-ness, the pressure on the hydraulictool is to be raised slowly while itis constantly attempted to loosen thenut with the tommy bar. The oil pres-sure indicated by the pressure gaugewhen the nut comes loose ('looseningpressure') is noted down in he check-ing table, see drawing Nos. 782225-0and 782226-2, following which thebolts are tightened to the normaltightening pressure.

360

The condition of the bolted joints,and thus the general condition of the

912-1 RE-TIGHTENING OF

Edition 24 HOLDING-DOWN BOLTS,

Page 2 (3) AND END-CHOCK BOLTS

foundation, can be effectivelychecked by comparing the tables fromsuccessive bolt checkings.

If, in the interval between thecheckings, the 'loosening pressure1

falls below 80 per cent of the tight-ening pressure, the correct fittingof the relative chocks shall alwaysbe checked with loose bolts. If thechocks are in position and correctlyfitted, the bolts should be taken outfor inspection of threads and contactfaces.

Supporting chocks

The supporting chocks shall be soadapted that a 5/100 mm feeler gaugecannot enter at more than 5 per centof the entire circumference. Whetherthe chocks are in position can, whenthe respective bolts have beenloosened, be checked by means ofgentle taps with a hook iron placedagainst the chocks. When a loosechock has been moved into position,the fitting of the adjacent chocksshall be checked with a feeler gauge.If several chocks positioned next toeach other have worked loose, crank-shaft deflection readings must betaken after the chocks have been re-fitted.

Side-chocks and side-chock liners

After fitting, the liners are to beknocked 3 to 4 mm further inwards.The liners located in way of eachmain bearing at either side of theengine must be fitted and knocked in-to position simultaneously. The firsttime the ship is sailing in a fully-loaded condition after the engine hasbeen operating for 1 ,000 hours, itshould be checked at all side chockswhether the liners can be knockedfurther home. The liners should bechecked for correct fitting with afeeler gauge each time the loosening

912-1

L60MC/MCE

361

912-1 I -K\V/l RE-TIGHTENING OF 912-1

jjljgjf HOLDING-DOWN BOLTS, Edition 24

L60MC/MCE AND,END-CHOCK BOLTS Page 3 (3)

pressure of the holding-down bolts ischecked, and thus at the same timeintervals. The feeler gauge is ap-plied at the 7 points indicated ondrawing No. 782226-2, and the mea-surements found are entered in theproper table. They are used for thepurpose of judging whether refittingor, possibly, replacement of theliners is necessary.

The liners are secured in their cor-rect position by means of grubscrews.

362

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912-3 RE-TIGHTENING OFEdition 19 STAY-BOLTSData 1 (1)

SAFETY PRECAUTIONS

L __[ Stopped engine|_ ^ [ Block the starting mechanism| | Shut off starting air supply[ [ Engage turning gear[ ] Shut off cooling water[ [ Shut off fuel oil|_ 1 Shut off lubrication oil| [ Lock turbocharger rotors

DATA:

D-1 Hydraulic tighteningpressure 900 bar

D-2 Min. clearance 0.4 mm

912-3

L60MC/MCE

912

365

912-3

L60MC/MCE

RE-TIGHTENING OFSTAY-BOLTS

912-3

Edition 19

Page 1 (2)

1. Before re-tightening the stay-bolts, remove the protective caps.

2. Clean the contact faces and mountthe hydraulic tool.

Start the re-tightening with oneof the pairs of stay-bolts posi-tioned nearest to the centre ofthe engine. Proceed by re-tighten-ing the stay-bolts in pairs atalternate sides of the centre,towards the ends of the engine.

3. Connect the high-pressure pump bymeans of the high-pressure hoses,tightening the two stay-boltsplaced opposite each other in thethwartships direction in one ope-ration.

366

912-3 RE-TIGHTENING OF

Edition 19 STAY-BOLTS

Page 2 (2)

4. Maintain the hydraulic pressure atthe value indicated in 0-1 , andretighten the stay-bolt nuts witha tommy bar. Before relieving thesystem of pressure, check with afeeler gauge that the nuts bearagainst the contact face.

5. After completing the re-tighteningprocedure, mount the protectivecaps.

6. The stay-bolts are mounted in sucha way that, when the uppermoststay-bolt nut is loosened, thereis a clearance, as stated in D-2,between the contact face of thelowermost nut and the bedplate.

7. In cases where stay bolts havebeen completely released, or newones are tightened for the firsttime, the tightening proceduremust be carried out twice, to thehydraulic tightening pressure in-dicated in Data D-1.

912-3

L60MC/MCE

367

PLATE 91261-24 LARGE P A R T S - TOOLS

L60MC/MCE

368

913-1 APPLICATION OFEdition 10 HYDRAULIC TOOLSPage 1 (2)

A. Snap-on couplingB. Tool attachment threadC. Bleed screwD. PistonE. CylinderF. Sealing ringsG. Spacer ringH. Tommy barI. Nut3. Stud or boltS. ClearanceU. Milled recess for feeler gauge

Studs or bolts provided with threadfor attaching hydraulic tools andwith circular nuts must be loosenedand tightened up only by means of thehydraulic tools supplied.

The hydraulic tools consist of a jackwith internal thread to suit the toolattachment thread on the stud orbolt, and a spacer ring which is tobe placed under the jack and aroundthe nut that is to be loosened ortightened. The jack is connected to ahigh-pressure pump, which' is set todeliver hydraulic oil at the pressureindicated on the jack and on the datasheet in the relevant section of thisinstruction book. The stud or boltconcerned is thereby lengthened rela-tive to the oil pressure applied andthe piston area, and the nut can beloosened or tightened, as required,with the aid of a tommy bar.

The jacks must never be overloaded orexposed to blows or impacts. They aremarked with a "Max. lift", which mustnot be exceeded.

913-1

L-MC/HCE

369

913-1

L-MC/HCE

APPLICATION OFHYDRAULIC IDOLS

913-1

Edition 10

Page 2 (2)

The hydraulic jacks are so designedthat the pressure is relieved at thebottom of the pressure chamber in theevent that the "Max. lift" limit isexceeded, and the oil will be pressedout into the space between the studand the spacer ring.

When the pressure is relieved in thisway, the lowermost sealing ring willin most cases be damaged. Thereforeinspect and, if necessary, replacethis sealing ring.

The oil used must be pure hydraulicoil or turbine oil (with a viscosityof about SAE 20). Oils such as, forinstance, lubricating oil (systemoil) or cylinder lubricating oil mustNOT be used, as these oils are nor-mally alkaline and can thus damagethe back-up rings.

The following instructions must beclosely followed to prevent accidentsor damage, and after use the jacksshould be cleaned and kept in thewooden boxes supplied.

NOTE: WHEN USING HYDRAULIC TOOLS, EYEPROTECTORS AND GLOVES MUST BEUSED.

MAINTENANCE

Disassembling the piston and cylinderis best carried out by taking out oneof the bleed screws and pressing theparts from each other by means ofcompressed air. After disassembling,check that there are no damage markson the sliding surfaces of theparts. If metal particles are pre-sent, they will damage the packings.Keep the sliding surfaces and threadscoated with acid-free grease ormolybdenum disulphide. The hydraulicnuts do not require any maintenanceother than replacement of defectivesealing rings. These consist of an0-ring and a back-up ring, which arepositioned in ring grooves in thepiston and cylinder.

370

913-1.1 APPLICATION OF

Edition 10 HYDRAULIC TOOLS -

Page 1 (2) LOOSENING OF NUT

1. Carefully clean the tool attach-ment thread, the nut and the sur-rounding parts.Grease the tool attachment threadwith molybdenum disulphide or withgraphite and oil.

Place the spacer ring around thenut in such a position that thetommy bar can be applied throughthe slot when the nut is to beloosened.

2. Screw the jack on to the tool at-tachment thread and adjust theclearance between the piston andthe cylinder to provide for con-traction of the bolt/stud. Theclearance is to have relation tothe "Max. lift" of the jack in ac-cordance with the table shown.Make sure that the cylinder bearsfirmly against the spacer ring andthat these parts are guided cor-rectly together.

Connect the snap-on coupling ofthe high-pressure pump to thejack, loosen the bleed screw, andfill up the system until oil,without bubbles, flows out of thebleed screw, which is then tight-ened again.

371

913-1.1

L-MC/HCE

APPLICATION OF

HYDRAULIC TOOLS -

LOOSENING OF NUT

913-1.1

Edition 10

Page 2 (2)

3. Increase the oil pressure to theprescribed value. If the nut doesnot come loose, the pressure naybe raised by approx. 50 bar, how-ever, never more than 10" in excessof the stated tightening pressure.

k. Unscrew the nut with the tommybar, making sure that the nut isnot screwed up against the jack.

5. Relieve the system of pressure,disconnect the high-pressure pump,and remove the hydraulic tools.

372

913-1.2 APPLICATION OF

Edition 10 HYDRAULIC TOOLS -

Page 1 (2) TIGHTENING OF NUT

1. Thoroughly clean the nut, the mainthread, the tool attachmentthread, the Penn securing, iffitted, the contact faces, andsurrounding parts.

Make sure that the nut fits easilyon the thread, and lubricate themain and tool attachment threadsand the thread in the nut withmolybdenum disulphide or with gra-phite and oil.

Fit the nut on the thread andtighten it with the tommy bar.Check with a feeler gauge that thecontact face of the nut bears onthe entire circumference.

Place the spacer ring around thenut in such a position that thetommy bar can be applied throughthe slot for the purpose of tight-ening the nut.

2. Press the piston and the cylinderof the jack firmly together.Screw the hydraulic jack on to thetool attachment thread. Make surethat the cylinder of the jackbears firmly against the spacerring and that the parts are guidedcorrectly together.

Connect the snap-on coupling ofthe high-pressure pump to thejack, loosen the bleed screw, andfill up the system until oil,without bubbles, flows out of thebleed screw, which is then tight-ened again.

913-1.2

L-MC/HCE

913-1.2

L-MC/MCE

APPLICATION OF

HYDRAULIC TOOLS -

TIGHTENING OF NUT

913-1.2

Edition 10

Page 2 (2)

3. Increase the oil pressure to theprescribed value, and tighten thenut by means of the tommy bar ap-plied through the slot of thespacer ring.

4. While maintaining the pressure,check with a feeler gauge intro-duced through the recess at thebottom of the spacer ring that thenut bears against the contactface.

5. Relieve the system of pressure,disconnect the pump, and removethe hydraulic jack.

6. When new studs, bolts or nuts aretightened for the first time, thejack is not to be removed, butloosen the nut as described under"Loosening", points 3-4-5, andthen tighten the nut again accor-ding to the procedure under"Tightening", points 3-4-5.

913-1.3 HYDRAULIC TOOLS -

Edition 10 SUBSEQUENT CHECKING

Page 1 (1) OF BOLT TIGHTENING

1. Mark off the position of the nutin relation to its contact face.

2. Tit the hydraulic tools as de-scribed under loosening, points1-2.

3. Increase the oil pressure slowlytowards the prescribed value whiletrying continuously with the tommybar to loosen the nut. Note downthe oil pressure indicated by thepressure gauge when the nut comesloose.

4. Pump until reaching the correcttightening pressure, and re-tighten the nut, if required.

5. Relieve the system of pressure,disconnect the high-pressure pump,and remove the hydraulic tools.

6. Note down the angular displace-ment, if any, of the nut, or mea-sure and note down the distance"x" between the mark on the con-tact face and that on the nut.

HYDRAULIC TOOLS -

MAINTENANCE

913-1.4

Edition 10

Page 1 (1)

1. The hydraulic jacks require nomaintenance except replacement ofdefective sealing rings, each ofwhich consists of an 0-ring and aback-up ring fitted in ringgrooves in the piston and cyl-inder.

The piston and cylinder are easilyseparated by taking out the bleedscrew and pressing the parts apartwith the help of compressed air.

Make sure that there are no marksor scratches on the sliding sur-faces of the parts. The presenceof metal particles will damage thesealing rings.

2. The sealing rings are to be fittedwith the 0-rings nearest to thepressure chamber and with theback-up rings away from the pres-sure chamber.

After fitting the sealing rings,the piston and cylinder arepressed together by means of thetool supplied. See that the ringsdo not get stuck between thepiston and cylinder.

376

913-2 HYDRAULIC NUTEdition 02Page 1 (4)

1. GENERAL

The hydraulic nut is a unit con-sisting of:

a) cylinderb) pistonc) outer nut.

The cylinder is provided with ac-cess holes which can be fittedwith high-pressure supply tubesand bleed screws. The piston andcylinder are designed with ringgrooves for 0-rings with back-uprings.

The oil used in the hydraulic sy-stem shall be a pure hydraulic oilor turbine oil. Lubricating oil orcylinder oil must NOT be used, asthese oils are normally alkalineand can thus damage the back-uprings.

When replacing defective oil seal-ing rings, note that the back-upring shall face away from thepressure space and that the archedsurface shall face the oil sealingring. After mounting, check thatthe back-up ring is undamaged.

913-2

L-MC/MCE

913-2

L-MC/MCE

HYDRAULIC NUT

MOUNTING OF NUT

913-2

Edition 02

Page 2 (4)

Carefully clean the thread and con-tact surfaces and remove burrs. Thencoat with lubricant having a gritsize of approx. 0.5 ^jm, for instanceMoS2 (Molybdenum disulphide) or anon-synthetic graphite mixed withoil.

2. Screw the nut onto the stud andtighten lightly with spanner ortommy bar, so that the piston andcylinder are pressed together.

3. Connect the high-pressure pump tothe access hole of the nut. Loosenthe bleed screw and fill up withoil until the oil, without airbubbles, flows out of the bleedscrew, and then close the screw.

Now raise the oil pressure to thespecified value, with maximum de-viation +2%.

4. Turn the outer nut against thecylinder and check, by means of a0.05 mm feeler gauge, that it liestrue against the contact surface.Relieve the pressure, which com-pletes the tightening of the nut.If several nuts shall be mountedor dismounted, connect all of themtogether with the same pump sothat a uniform and simultaneoustightening (or dismounting) is ob-tained.

913-2 HYDRAULIC NUT

Edition 02

Page 3 (4)

5. DISMOUNTING OF NUT

Connect the high-pressure pump tothe access hole of the nut. Loosenthe bleed screw and fill up withoil until the oil flows out of thescrew without air bubbles and thenclose the screw.

Raise the oil pressure to the spe-cified value, and then turn theouter nut back and relieve thepressure. If the nut cannot beloosened at the specified pres-sure, increase the pressure slowlywhile continuing the attempts toturn the outer nut loose. However,the specified pressure must not beexceeded by more than 1QS. If theouter nut is still not loose, testwith a 0.05 mm feeler gaugewhether the nut is free of thesupport. If the union nut is freebut cannot be loosened, reduce thepressure until the feeler gaugecan just be inserted under theunion nut, and then try to loosenit by means of a pin spanner andhammer. If the union is not freeof the support, it must be pre-sumed that it had been tightenedwith the wrong pump pressure, sothe pump pressure must again beincreased until the union nut canbe loosened. Afterwards examinethe nut for deformities and checkthe pressure gauge of the pump.

913-2

L-MC/MCE

HYDRAULIC NUT 913-2

Edition 02

Page 4 (A)

6. DISMOUNTING OF NUTS WITH DEFECTIVESEALING RINGS

In the case of defective sealingrings in the hydraulic tighteningunit, loosening can be effected inthe following way:

Mount a lubricating nipple, suit-able for the tube on a high-pres-sure lubricating gun, instead ofthe snap-on coupling part. Loosenthe bleed screw and fill the sy-stem with high-pressure grease in-stead of lubricating oil until thegrease starts to come out of thebleed screw, and then close thisscrew. Fit the snap-on couplingpart in place of the grease nippleand loosen the nut in the usualway, using the hydraulic high-pressure pump.

913-5 TIGHTENING WITH

Edition 02 TORQUE SPANNER

Page 1 (1)

Before screwing the nuts on, thethreads and the contact faces shouldbe greased with a mixture of graphiteand oil or molybdenum disulphide witha friction coefficient jj = 0.1 - 0.12(e.g. MOLYK01E paste type G).

The nuts should fit easily on thethread, and it should be checked thatthey bear on the entire contact face.

In the case of new nuts and studs,the nuts are to be tightened andloosened two or three times in orderthat the thread may assume its defi-nite shape; thus obviating the riskof loose nuts.

Nuts secured with a split pin are tobe tightened to the stated torque andthen to the next split-pin hole.

The torque spanner must not be usedfor torques higher than those stampedon it, and it must not be damaged byhammering on it or the like.

Rahsol torque spanner

The handle of the torque spanner isprovided with a scale indicating thetorques at which the spanner can beset.

For setting the spanner at the re-quired torque, there is a ball on asmall arm at the end of the handle.

By pulling the ball with the arm out-wards, a small crank handle isformed. A spring-loaded slide in thehandle is provided with a mark which,when turning the crank handle, can beset at the required torque on thescale. The functioning of the torquespanner is as follows:

The above-mentioned spring acts on apawl system in the handle, and whenusing the spanner, this pawl systemwill be released when the pre-settorque has been reached, at which mo-ment a small jerk is felt in thespanner and a small click is heard.

381

913-6 TIGHTENING

Edition 02 ACCORDING TO

Page 1 (1) TIGHTENING GAUGE

Before effecting the tightening,clean the threads and contact facesand coat with molybdenum disulphideor graphite and oil.

Screw up the nut (screw) lightly witha short skeleton spanner.

Place the tightening gauge round thenut, and mark off with chalk on thenut at the slot "A" on the tighteninggauge, and make another chalk mark onthe contact face at the slot "B".

Then tighten the nut until the twochalk marks coincide.

When tightening new studs or boltsfor the first time, loosen again andrepeat the procedure to allow theparts to settle.

913-6

L-MC/MCE

382

913-7 LOCKING OFEdition 01 SCREWS AND NUTSPage 1 (1)

All screwed and bolted connectionsinside the engine, as well as allmovable joints are secured againstuntimely loosening by means of dif-ferent types of locking devices.

When reassembling the engine afteroverhauls, it is vital that all suchscrews and nuts are again locked cor-rectly.

1. Lock washers, tab washers, lockingplates, etc., must always be re-placed.The tab-like projections, etc., onthe washers are to be bent backover one of the flats of the screwor nut concerned.

2. Used spring washers must be repla-ced.

3. Self-locking nuts may only be used5 times. Therefore, give the nut acentre punch mark each time it isloosened.

4. Penn locking devices: Tighten themain nut and subsequently tightenthe lock screw.

5. Locking wire: Always fit new wireafter tightening-up the screws.

913-7

L-MC/MCE

3R3

913-10

Edition 08Data 1 (1)

EMERGENCY PROCEDUREFOR DISMOUNTINGTHE HYDRAULIC RING

SAFETY PRECAUTIONS

feCj Stopped enginel Block the storting mechonisnI Shut off starting air supply

Engage turning gearj Shut off cooling water

Shut off fuel oil| j Shut off lubrication oil[ J Lock turbochorger rotors

19, 22

5, 6

384

913-10

L60MC/MCE

EMERGENCY PROCEDURE

FOR DISMOUNTING

THE HYDRAULIC RING

913-10

Edition 08

Page 1 (5)

1. The union nut on a leaking hydrau-lic unit in a hydraulic ring canbe loosened in the following way:

2. Dismount the bleed screws (a+b) onboth sides of the defective unit.

3. Mount a lubricator nipple in oneof the bleed holes (b).

385

913-10 EMERGENCY PROCEDURE

Edition 08 FOR DISMOUNTING

Page 2 (5) THE HYDRAULIC RING

4. Connect a high-pressure grease gunto the lubricator nipple and forcein grease until grease comes outof the other hole (a).

5. Block the hole (a) by means of ashut-off nipple consisting of acopper pin, a steel pin, a unionnut and a screw which is to betightened until the copper pin hasbeen compressed.

386

913-10

L60MC/MCE

EMERGENCY PROCEDURE

FOR DISMOUNTING

THE HYDRAULIC RING

913-10

Edition 08

Page 3 (5)

6. Dismount the bleed screw (c).

7. Force grease through the lubrica-ting nipple (b) until grease comesout at the bleed hole (c).

8. Dismount the lubricator nipple(b), and re-mount the bleed screwsin b and c.

9. Opposite the leaking hydraulicunit, mount the quick couplinginstead of the bleed screw.

387

913-10 EMERGENCY PROCEDURE

Edition 08 FOR DISMOUNTING

Page 4 (5) THE HYDRAULIC RING

10. Mount the bleed screw where thequick coupling has been takenfrom.Connect the hydraulic high pres-sure pump to the quick coupling.After bleeding the system, in-crease the pressure to the valuestated in Data 901-1, + 10SS.First loosen the leaking unionnut, fallowed by loosening allthe remaining union nuts (all atleast 1 .1/2 turns).

11. Dismount the pistons (at theducts which are full of grease),shut-off nipple and bleed screws.Replace defective 0-rings andback-up rings.

12. Drill out the copper pin.

913-10

L60MC/MCE

388

913-10

L60MC/MCE

EMERGENCY PROCEDURE

FOR.DISHDUNTING

THE HYDRAULIC RING

913-10

Edition 08

Page 5 (5)

13. Clean out all holes and ductsvery carefully for swarf etc.

14. Re-mount the various pistons andbleed screws.

15. In case the nuts will not comeloose in the way described, it ispossible to use the special span-ner shown. The spanner is placedround the outer nut and fastenedby means of the screws.However, the spanner must neverbe used for tightening the nuts.

389

P L A T E 91351-13 ACCESSORIES FOR HYDRAULIC TOOLS

L-MC/MCE

Port .No. 1m 3m 6m

070 1m

3m

0346m

058

390

LIFTING TOOL;;, f i r . PLATE 91356-19

L-MC/MCE ThreadM12M16M20M24M30

Max . I oad340 kg700 kg

1,200 kg1,800 kq3,600 kg

B&W Standard No.EN69R12EN69R16EN69R20EN69R24EN69R30

ThreadM16

Max . 1 oad B&W Standard No.EN69T16150

ThreadM12Ml 6M20M24M30

Max . 1 oad630 kq

1,000 kg1,600 kg2,500 kg4,000 kg

B&W Standard No.EN518E12EN518E16EN518E20EN518E24EN518E30

Length6 m

Max . 1 oad5,800 kg

Item no.018

Length1060x250 mm

Item no.043

Max. load500 kg

2,000 kg

Item no.079080

Max. load3,000 kg

Item no.102

391

PLATE 91361-18 SPANNERS

L60MC/MCE

Combination spannerSize10111213141719222427303236

B&W Standard No.EN554K 10EN554K 11EN554K 12EN554K 13EN554K 14EN554K 17EN554K 19EN554K 22EN554K 24EN554K 27EN554K 30EN554K 32EN554K 36

Double open-ended spannerSize

6 -8 -

12 -13 -19 -24 -27 -36 -46 -55 -

7101417223032415060

B&W Standard No.EN552F 67EN552F 810EN552F 1214EN552F 1317EN552F 1922EN552F 2430EN552F 2732EN552F 3641EN552F 4650EN552F 5560

Single-ended spannerSize

657585

B&W Standard No.EN551F 65EN551F 75EN551F 85

392

SPANNERS

L60MC/MCE

PLATE 91362-20

Ring impact spanner

Size30323641465055606575

B&W Standard No.EN554L 30EN554L 32EN554L 36EN554L 41EN554L 46EN554L 50EN554L 55EN554L 60EN554L 65EN554L 75

Open-ended impact spanner

Size3032364146505585

B&W Standard No.EN553E30EN553E32EN553E36EN553E41EN553E46EN553E50EN553E55EN553E85

393

PLATE 91363-20 SPANNERS

L60MC/MCE

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[ml

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DesignationCompleteRatchetSlide T- handleUniversal jointExtensionExtensionSocket

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Socket for internal hexagon

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Box

B&W Standard No.Small set

E N5o3HlEN506B 12,5EN506A 12,5EN506P 12,5EN506F 12,5125EN506F 12,5250EN506L 10EN506L 13EN506L 17EN506L 19EN506L 22

EN506G 5EN506G 6E^J506G 7EN506G 8EN506G 10EN506G 12EN563G 1

B&W Standard No.. ...Large set ..,,

EN563H2EN506B 20,0EN506A 20,0E N506P 20, 0E N506F 20, 0200E N506F 20, 0400E N506L 24E N506L 27E N506L 30E N506L 32E N506L 36E N506L 41EN506G 14EN506G 17EN506G 19

E N563G 2

Sock

-I

Sock

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et wrench set for internal hexagonSize Complete7 mm

12 mm14 mm17 mm19 mm

et wrench set for internal hexagonSize Complete

1 .5 mm2 mm

2.5 mm3 mm4 mm5 mm6 mm8 mm

10 mm

B&W Standard No.EN549G 1EN549A 7EN549A 12EN549A 14EN549A 17EN549A 19

B&W Standard No.^_ EN549E 1

EN549A 1,5EN549A 2EN549A 2,5

fl EN549A 3E N549A 4EN549A 5EN549A 6EN549A 8EN549A 10

394

S P A N N E R S , E T C . P L A T E 91364-26

L60MC/MCE

•077

ww 5 059-060

084096

•706- 7 7 6

-73714 3

-155

395

PLATE 91366-11 INSTRUMENTS

L60MC/MCE

073

396

Engineering

Research, Design A Development

Center 5yd

161 Stamhoktien

DK-265Q hMdovre

Copenhagen, Denmartc