Marine

MARINE PROPULSION UNIT OPERATING M A N U A L

645/710

ELECTRO-MOTIVE

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

FOREWORD This manual has been prepared to serve as a guide to personnel engaged in the operation of E M D marine propulsion units with Model 645 or Model 710 engines. It is the intent of this manual that the information contained herein be applicable to a complete unit consisting of the engine, with basic accessories i n c l u d i n g a p n e u m a t i c r e v e r s e - r e d u c t i o n gear and p i l o t - h o u s e c o n t r o l components which are supplied by the manufacturer and installed by the customer. This information was compiled for a typical marine propulsion unit with basic e q u i p m e n t and f r e q u e n t l y requested extras. The e q u i p m e n t selected for coverage was chosen as representative and does not imply that the equipment is part of any specific purchase order. Wiring diagrams and assembly drawings for specific units take precedence over information presented in this general manual. A d d i t i o n a l i n f o r m a t i o n on installation, a p p l i c a t i o n , m a i n t e n a n c e , field c o n n e c t i o n s , and electrical circuits m a y be f o u n d in the M a i n t e n a n c e I n s t r u c t i o n s , the E n g i n e M a i n t e n a n c e M a n u a l , the a p p l i c a b l e m a r i n e Specifications, and the schematic diagrams. For specific equipment, it is advised that due consideration be given to manufacturer's pamphlets and bulletins. NOTE These instructions do not purport to cover all details or variations in equipment nor to provide for every possible contingency to be met in connection with installation, operation, or m a i n t e n a n c e . S h o u l d further information be desired or should particular problems arise which are not covered sufficiently for the p u r c h a s e r ' s p u r p o s e s , the m a t t e r s h o u l d be referred to the Electro-Motive Division.

134A587

INDEX Section

134A587

GENERAL DESCRIPTION

1

ENGINE OPERATING DATA

2

ENGINE STARTING SYSTEM

3

FUEL SYSTEM

4

LUBRICATING OIL SYSTEM

5

COOLING SYSTEM

6

PROTECTIVE DEVICES

7

AIR INTAKE AND EXHAUST SYSTEMS

8

ENGINE CONTROLS

9

INSTALLATION

10

OPERATION

11

TROUBLESHOOTING

12

SECTION 1 GENERAL D E S C R I P T I O N CONTENTS

134A587

PAGE

GENERAL

1-1

MODEL DESIGNATIONS

1-1

DIESEL ENGINES

1-5

ACCESSORY RACK

1-5

SECTION

1 M A R I N E PROPULSION UNIT

ELECTRO-MOTIVE

GENERAL DESCRIPTION MODEL DESIGNATIONS

GENERAL

A G e n e r a l M o t o r s m a r i n e p r o p u l s i o n unit ( G M unit) consists of a Model 645 or Model 710 diesel engine with engine associated accessories. The basic accessories are the lubricating oil cooler, fresh water heat e x c h a n g e r , water e x p a n s i o n t a n k , cooling s y s t e m t h e r m o s t a t i c valve and the fuel p r i m i n g pump and strainer. These accessories may be rack mounted or furnished loose for installation by the shipbuilder.

In order to identify the arrangement, a standard code system of model designations is used. The code symbols and their meaning follow. A typical GM unit with a 645E6 (Mod.) blower-type engine is shown in Fig. 1-1 and a typical GMB unit with a 645F7BR turbocharged engine is shown in Fig. 1-2. A general a r r a n g e m e n t of a typical propulsion unit with a GMBE6 engine is shown in Fig. 1-3, and a general arrangement of a unit with a GME7CA (Mod.), F7BA (Mod.), or G7A (Mod.) engine is s h o w n in Fig. 1-4. Each of the m o r e important components is numbered and identified. For more detailed descriptions of the engine, engine mounted components, and basic engine accessories, refer to the a p p r q p r i a t e M a r i n e E n g i n e M a i n t e nance Manual.

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

MODEL IDENTIFICATION NUMBER

SYMBOL DESIGNATION

PROPULSION DRIVE

GM

X

GM

1

'

X

X

X -

Marine diesel reverse - reduction gear propulsion drive.

-

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

-

Number of cylinders in diesel engine.

E6

-

Series 645 marine diesel engine with Roots-type blower.

F7B

-

Series 645 marine diesel engine with turbocharger, aftercoolers, and "F" engine crankcase. Series 710 marine diesel engine with turbocharger, aftercoolers, and "G" engine crankcase.

B

8, 12 or 20

16

or

-

G7 L

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

R

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

m

m

and/or (Mod.)

-

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

*Base may include reverse-reduction gear, the diesel engine, and accessory rack or may include just the reversereduction gear and the diesel engine with the accessory rack separate or the accessory components shipped loose. 134A587

1-1

Section 1

r" O~ C: W tO (/) :3 13. "O O

W

"0 0 I

"7,

]-2

134A587

Section l

cco

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o 13_ ¢. m

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(.9 "o Q I ¢'4 I

IJ_

134A587

1-3

Section 1

,7,

I,T,

J:

I. 2. 3. e4. eB. 6. 7.

--"

®®®®

CLUTCH CONTROL PANEL REDUCTION GEAR GEAR LUBE OIL FILTER OPENING BLOWER (TWO) AIR INTAKE FILTER (TWO) EXHAUST MANIFOLD HEAT SHIELD

8. 9. I0. II.

GOVERNOR (ACTUATOR) WATER EXPANSION TANK LUBE OIL COOLER

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

15.' 16. 17. 18. elg. 20. 21.

DuPLEx FUEL SUCTION STRAINER LUBE OIL STRAINER LUBE OIL CIRCULATING PUMP OIL LEVEL GAUGE AIR STARTING MOTOR (TWO) PNEUMATIC CLUTCH REDUCTION GEAR LUBE OIL PUMP 30284

• ONLY ONE ON 8-CYLINDER ENGINE

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

A I. 2. 3. 4. 5. 6. 7. 8. 9. I0. II. 12.

+®®®®i

CLLrrcI-I CONTROL PANEL R ~ C T I O N GEAR GEAR LUBE OIL FILTER OPENING AIR INTAKE S I L V E R ~ ADAPTER EXHAUST OUTLET ADAPTER EXHAUST HANIFOLD HEAT SHIELD GOVERNOR TACHOMETER GENERATOR THERMOMETER (FRESH WATER TO ENGINE] THERMC~,IE-TER (LUBE OIL TO F.NGINE} FRESH WATER DRAIN CONNECTION

13. RAW WATER PL/MP 14. AIR BOX DRAIN (BOTH SIDES. EACH ENI)) l B . LOW OIL P R E ~ R E ALARM CONNECTION FOR PRIME AND SO,a3( BACK PUMP 16, LLIBE OIL SOAK BACK PLIhfl:~ CONNECTION 17. LUBE O I L SOAK BACK FILTER 18. L ~ E OIL LE~/EI_ ALARM SWITCH 19. L ~ E OIL LEVEL ALARM SWITCH CON~qECTION 20. OIL LE'~/EL G A ~ 21. AIR STARTING MOTOR [TWO] ~. PNELU,b~TIC CLUTON 23. R ~ C T I O N GEAR LLIBE O I L PUMP

• ONLY ONE STARTING MOTOR ON B-CYLINDER ENGINE.

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

302~

134A587

Section 1

DIESEL ENGINES

Front End Lube Oil & Water Pumps - Governor

Model 645E6 (blower-type) 8, 12 and 16-cylinder and Model 645E7B or 710G7 (turbocharged) 8, 12, 16 and 20-cylinder engines are used as the power source for marine propulsion units. For a detailed d e s c r i p t i o n of the engine and engine m o u n t e d components, including the governor, refer to the 645E6, 6 4 5 F 7 B or 710G7 E n g i n e M a i n t e n a n c e Manual.

Left Bank

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

G ® @ ® @ ® @ ®

@ @ @ G @ @ @

Engine Air Inlet & Flywheel

A C C E S S O R Y RACK

Rear End

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

16181

Fig. 1 -5 - Cylinder A r r a n g e m e n t

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

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

er

r

qS

Heat Exchanger 30286

Fig.1-6 - A c c e s s o r y Rack 134A587

Right Bank

1-5

SECTION 2 ENGINE OPERATING DATA CONTENTS

134A587

PAGE

GENERAL DATA

2-1

OPERATING DATA

2-5

SECTION

2 ELECTRO-MOTIVE

M A R I N E P R O P U L S I O N UNIT ENGINE OPERATING DATA

GENERAL DATA Cylinder Arrangement

.........................................

C y l i n d e r Bore And S t r o k e 645 Engines .............................. 710 Engines .............................. O p e r a t i n g Principle

45°-"V ''

230.19 x 254.0 m m (9-1 / 16" x 10") 230.19 x 279.4 m m (9-1/16" x I1")

...................................

Blower Scavenged Or T u r b o c h a r g e d T w o S t r o k e Cycle Unit Fuel Injection Water Cooled

Engine S p e e d Full

.................................................

900 R P M

Idle

.................................................

350 R P M

Compression Ratio

............................................

16:1

Brake H o r s e p o w e r ( A B S Rating) M o d e l 645E6 Engines 8-cylinder 12-cylinder 16-cylinder

.......... .......... ..........

900 R P M 1050 1500 1950

M o d e l 6 4 5 E 7 C / F 7 B Engines - 800 R P M 8-cylinder 12-cylinder 16-cylinder 20-cylinder

134A587

-2305 3070 3600

1525 2550 3400 4000 900 R P M

M o d e l 710G7 Engines 8-cylinder 12-cylinder 16-cylinder 20-cylinder

............. ........... ........... ...........

900 R P M

................................................ ................................................ ................................................ ................................................

2-1

1800 2800 3600 4300

Section 2 ROOTS-BLOWER ENGINES 2000

.1 16-Cv1.

1900

1800

1700

RATING

l//~/j

CONDITIONS: 32.2 t' C (90 `> F)

- AIR INTAKE TEMPERATURE

45.64 MJ/kg (19.620 BTU/LB) DIESEL FUEL (HHV) __ ° F) FUEL TEMPERATURE . . . . . . . . . . ........ . . . . . . . . . . . 32,2" C (90 I ....... 381 m m (15") H20 - INLET DEPRESSION H2 J 533 m m (21") H20 EXHAUST BACK PRESSURE .

.

.

.

.

.

.

.

.

.

.

NOTE 1600 - The standard overload rating of the engine permits an output of 10% in excess of full load rating for two continuous hours, but not to exceed a total of two hours out of any 24 consecutive hours of 1500 - operation.

1400

I

,

iI

'

.

,

,

i ''p

,I

I

,

'

I

,

,

• 0c

1200

nO

,

/

,

,I /:

,,';i / / /

/

//. .y'

/

//

/

UJ

Z

!

,

:

1000

900

,

800

~

700

,

600

,

500

,

.oo

.

300

'

/

:

z w

/

/

/

/

,,

,

/

/

j

/

A="

't

", .,4// /__

/

/I ,I /

.'

II/

I/I /

~

•

,

/

100

i

/

300

./

/

I.

/

/

I

'

'

/

/

400

8-Cy

/I j . / /

pi

I

/

~f))

/,'" i ,• / J / / / i ~

200

1 2 - C II.

!

/

A

"I"

#f~.

/

,t/

Engine B r a k e H o r s e p o w e r C o n t i n u o u s Rating

/

0 1100 13. u}

/

,;,'/

/ 1300

/I

500 ENGINE

,

,

I

I

600 SPEED

Propeller Horsepower C u b e Curve

700 -- RPM

800

900 27187

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

2-2

134A587

Section 2

TURBOCHARGED ENGINES 4000

I

'

I

I

I

I

I

I

J __//// / / " / " •

RATING CONDITIONS:

3600 3400 3200

AIR INTAKE TEMPERATURE DIESEL FUEL (HHV) . . . . . . . FUEL TEMPERATURE INLET DEPRESSION EXHAUST BACK PRESSURE

i

2550 PROPELLER HORSEPOWER CUBE CURVE

I

I

I

I

I

/I

/ /

. .S~'''''? 12-C'v

I I

i

2000

I

I

l

I

I

1600 Il

I

1200 / I

I

I

I

,I I t

I

/

I

i # in

i

i

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I

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r

i # ~' ~ /

' /l /

/

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/

/

//...--/ i~

/'L,'/

I #

¢1

/

/,'] // //

,? I

/

! /I

/I

I

I

/

LU

I

I

(FTB)

s"/ /

I I

/

I

I

2400

(F7B)

/.

,,'/

I

I

16-C'

//;

i

I

~,] •

//

!

ENGINE BRAKE HORSEPOWER CONTINUOUS RATING

/

//

2800

zi-I zw

J

//

OF OPERATION,

tw LU 3¢ 0 0. W O0 i-,, 0 -r

(FTB)

32.2"C (90"F) 45.64 MJ/kg (19,620 BTU/LB) 32.2"C 90"F) 152 MM (6")H=O 127 MM (5")H=O

NOTE THE STANDARDOVERLOADRATING OF THE ENGINE PERMITS AN OUTPUTOF I OX ZN EXCESSOF FULL LOAD RATING FOR TWO CONTINU~ H ~ S , BUT NOT TO EXCEEDA TOTAL OF TWO HOURSO~JTOF ANY 24 CONGECUTIVEHOL~ I

p,~~ 20-C

/

/

/

.,""'7

8-CYL. [E7C)

j J

800 ~I

J

"""f/)" J

/I

j

/

ja #~ / ~

r

400

.7/ 300

400

.j. 500

600 ENGINE SPEED

-

700 RPM

800

Fig.2-2 - Model 6 4 5 E 7 C / F 7 B Engine HP/Engine RPM Curves

134A587

2-3

900 30287

Section 2

TURBOCHARGED ENGINES

Data N o t Available To Be Supplied A t A Later Date

Fig.2-3 - Model 710G7 Engine HP/Engine RPM Curves 2-4

134A587

ENGINE OPERATING DATA MODEL

645E6

- NORMALLY

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

Section 2

ASPIRATED/ROOTS-BLOWER 8-645E6

12-645E6

ENGINE 1 6-645E6

gal.

liters

gal.

liters

gal.

liters

106 120 60 88

401 454 227 333

142 120 85 88

537 454 322 333

194 140 125 91

734 530 473 344

*Data does not include liquid weights/volumes in any ship's piping, skin coolers, etc. Air Supply System Intake Air Volume @ 90 ° F (32.22 ° C)

8-645E6

12-645 E6

1 6-645 E6

3350 cfm (1 581 I/sec)

5050 cfm (2 384 I/sec)

6750 cfm (3 186 I/sec)

Fuel System Fuel Supply Pump

Engine-driven, positive displacement

Fuel Supply Pump Suction Lift

12 ft. (3.66 m)

Pressure At Filter Inlet (from pump)

40-50 psi (276-345 kPa)

Fuel Pump Capacities Brake Specific Fuel Consumption Rate, 36API Fuel

8-645 E6

12-645 E6

1 6-645 E6

2.1 gal/min (7.9 I/min)

2.1 gal/min (7.9 I/min)

4.5 gal/min (17.0 I/min)

0.392 Ibs./bhp-hr (238 g/kW-hr)

0.393 Ibs./bhp-hr (239 g/kW-hr)

0.393 Ibs./bhp-hr (239 g/kW-hr)

Lube Oil System Pressure @ Normal Operating Temperature At Governor Connection Temperatures To Engine (from cooler) From Engine (to cooler) Temperature Differential

40-70 psi (276-483 kPa)

With Accessory Rack 1 65-200 ° F (74-93 ° C) 185-220 ° F (85-104 ° C) 20-250 ° F (11-14 ° C) 8-645E6

Oil Pump Capacities Scavenging Main Lube Oil Piston Cooling Lube Oil Consumption Rate (representative) Alarm Settings LOS, Lube Oil Switch Rated Speed Idle Speed HOS, High Oil Temperature Switch (into engine) 134A587

With Loose Accessories 175-200 ° F (79-93 ° C) 195-220 ° F (91-104 ° C) 20-25 ° F (11-14 ° C)

12-645E6

16-645E6

gal/min 140 71 36

(I/min) (530) (269) (136)

gal/min 205 105 48

(I/min) (776) (397) (I 82)

gal/min 279 157 66

(I/min) (1 056) (594) (250)

gal/hr 0.3

(I/hr) (1.14)

gal/hr 0.45

(I/hr) (1.7)

gal/hr 0.6

(I/hr) (2.3)

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

2-5

(continued

ENGINE

Section 2

OPERATING

DATA

M O D E L 645E6 - N O R M A L L Y A S P I R A T E D / R O O T S - B L O W E R ENGINE Fresh Water System

8-645E6

12-645E6

16-645E6

325 gal/min (1 230 I/min)

550 gal/min (2 081 I/min)

560 gal/min (2 119 I/min)

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

29 (+5) psi [200 (-I-34.4) kPa]

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

38 (+4) psi [262 (+28) kPa]

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

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

Fresh Water Flow Rate

Alarm Setting ETS, Engine Water Temperature (from engine)

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

Raw Water, System Maximum Allowable Temperature Raw Water to Fresh Water Cooler

85 ° F (29.4 ° C)

8-645E6

12-645E6

16-645E6

Raw Water Temperature Rise Across Fresh Water Cooler

9-13 ° F (5-7°C)

7-10 ° F (4-5.5 ° C)

10-13 ° F (5.5-7 ° C)

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

35.5-37 psi (245-255 kPa)

25-29 psi (172-200 kPa)

25-29 psi (172-200 kPa)

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

39-43 psi (269-296 kPa)

41-45 psi (283-310 kPa)

41-45 psi (283-310 kPa)

Raw Water Pump Flow, including allowance for gear oil cooler

370 gal/min (1 400 I/min)

720 gal/min (2 725 I/min)

720 gal/min (2 725 I/min)

Air Starting System Starting Air Pressure

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

Exhaust System Exhaust Back Pressure Maximum Allowable

21 inches H20 (5.23 kPa)

8-645E6

12-645 E6

16-645E 6

Exhaust Gas Volume

7550 cfm (2 564 I/sec)

11,000 cfm (5 192 I/sec)

14,500 cfm (6 844 I/sec)

Exhaust Temperature

770 ° F (410 ° C)

740 ° F (393 ° C)

725 ° F (385 ° C)

(1 5330 BTU/min 343 kg. cal/min)

7650 BTU/min (1 930 kg. cal/min)

9950 BTU/min (2 510 kg. cal/min)

Engine Radiation Radiation (approx.)

2-6

134A587

ENGINE O P E R A T I N G DATA MODEL

645E70

And 645F7B

- TURBOCHARGED

Section 2 ENGINES

Engine Models

8-645E7C

12-645F7B

16-645F7B

20-645F7B

Volumes

gal.

liters

gal.

liters

gal.

liters

gal.

liters

106 120 7O 88

401 454 265 333

142 120 95 91

537 454 360 344

194 210 135 100

734 795 511 379

174 210 165 100

659 795 625 379

Lube Oil Lube Oil Water in Water in

in Engine in Accessories* Engine Accessories*

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

Air Supply System @ 9 0 0 rpm Intake Air Volume @ 90 ° F (32.22 ° C)

@ 8 0 0 rpm

8-645E7C

12-645F7B

16-645F7B

20-645F7B

---

7640 cfm (3 606 I/sec)

9225 cfm (4 354 I/sec)

10,725 cfm (5 062 I/sec)

6710 cfm (3 167 I/sec)

8975 cfm (4 236 I/sec)

10,049 cfm (4 743 I/sec)

16-645F7B

20-645F7B

D

m

Fuel System Fuel Supply Pump Suction Lift

12 ft. (3.66 m)

Pressure At Filter Inlet (from pump)

3 5 - 5 0 psi (276-345 kPa)

8-645E7C Fuel Pump Capacities

@ 9 0 0 rpm

2.1 g a l / m i n (7.9 I / m i n )

@ 900 rpm @ 800 rpm

4.5 g a l / m i n 4.5 g a l / m i n (1 7.01 I / m i n ) i (17.01 I / m i n )

4 gal/min (1 5.1 I / m i n )

@ 800 rpm Brake Specific Fuel Consumption Rate, 36API Fuel

1 2-645F7B

--p

m

4 gal/min (15.1 I / m i n )

4.5 g a l / m i n (1 7.01 I / m i n ) 4 gal/min (15.1 I/rain)

0.338 Ibs/bhp-hr 0.341 Ibs/bhp-hr 0.345 Ibs/bhp-hr (205.5 g/kW-hr) (207.3 g/kW-hr) (209.7 g/kW-hr) 0.340 Ibs/bhp-hr ! 0.338 Ibs/bhp-hr 0.340 Ibs/bhp-hr (206.7 g/kW-hr) (205.5 g/kW-hr) (206.7 g/kW-hr)

Lube Oil System 60-100 psi (414-690 kPa)

Pressure @ Normal Operating Temperature At Governor Connection

With Accessory Rack 165-200 ° F (74-93 ° C) 185-225 ° F (85-107 ° C) 22-28 ° F(12-15 ° C)

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

8-645E7C

1 2-645F7B

With Loose Accessories 175-200 ° F (79-93 ° C) 195-225 ° F (91-107 ° C) 22-28 ° F(12-15 ° C)

16-645F7B

20-645F7B

Oil Pump Capacities Scavenging Main Lube Oil Piston Cooling

@ 900 rpm gal/min (I/min) gal/min (I/min) gal/min (I/min) gal/min (I/min) 205 (776) 390 (1 476) 390 (1 476) 279 (1 056) 105 (397) 185 (700) 229 (867) 157 (594) 48 (182) 92 (348) 109 (413) 66 (250)

Oil Pump Capacities Scavenging Main Lube Oil Piston Cooling

@ 800 rpm

gal/min (I/min) gal/min (I/min) gal/min (I/rain) 248 (939) 347 (1 313) 347 (1 313) 204 (772) 140 (530) 164 (621) 59 (223) 82 (310) 97 (367) (continued)

134A587

2-7

Section 2

ENGINE

OPERATING

DATA

M O D E L 645E7C And 6 4 5 F 7 B - T U R B O C H A R G E D ENGINES Lube Oil System - (cont'd)

Lube Oil Consumption Rate (representative)

8 - 6 4 5 E7C

@ 900rpm

Alarm Settings LOS, Lube Oil Switch Rated Speed Idle Speed HOS, High Oil Temperature Switch (into engine)

gal/hr 0.43

1 2 - 6 4 5 F7B

1 6 - 6 4 5 F7B

20-645F7B

(I/hr) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) 1.62 0.64 (2.42) 0.85 (3.22) 1.06 (4.01)

26-30 psi (179-207 kPa) 10-14 psi (69-97 kPa) 220 ° F (104 ° C)

TOS, Turbo Lube Pump Low 0il Pressure (rising pressure)

10 psi (69 kPa)

Capacity, Turbo Bearing Priming and Shutdown Cooling Pump

3 gal/min ( i l .41 I/min)

Fresh Water System

8-645E7C

12-645F7B

16-645F7B

20-645F7B

525 gal/min (1 987 I/rain)

800 gal/min (3 028 I/min)

1070 gal/min (4 049 I/min)

1100 gal/min (4 164 I/min)

@800 rpm

710 gal/min (2 688 I/min)

950 gal/min (3 596 I/min)

980 gal/min (3 710 I/min)

@900 rpm

42 (+2) psi 43 (-I-4) psi [290 (+13.8) kPa] • [296 (+28) kPa]

Fresh Water Flow Rate

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

@900 rpm

@800 rpm, Temperatures To Engine From Engine Temperature Rise Across Lube Oil Cooler Temperature Rise Across Engine To Lube Oil Cooler Design Water Temperature To Raw Water Cooler or Keel Cooler Alarm Setting ETS, Engine Water Temperature (from engine)

52 (-t-2) psi 53 (:t:.3) psi [365(+21) kPa] [359 (-t-13.8)kPa]

34 (-I-3) psi 42 (+2) psi 41 (-t-2) psi [234 (+21) kPa! [290(+13.8) I&a] [283 (+13.81kPa] 155-170 ° F(68-77 ° C) 165-180 ° F (74-82 ° C) 3-5 ° F (1.5-3 ° C) 8-11 o F (4.5-6 ° C) 150-165 ° F (66-74 ° C)

180 ° F (82 ° C)

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

(continued)

2-8

134A587

ENGINE OPERATING DATA MODEL

645E7C

And 645F7B

- TURBOCHARGED

Section 2 ENGINES

R a w W a t e r System

Maximum Allowable Temperature Raw Water to Fresh Water Cooler

Raw Water Temperature Rise Across Fresh Water Cooler

85 ° F (29.4 ° C)

@ 900 rpm

8-645 E7C

1 2 - 6 4 5 FTB

1 6 - 6 4 5 F7B

9-12 ° F (5-6.6 ° C)

14-17 ° F (7.8-9.4 ° C)

16-19 ° F (8.8-10.5 ° C)

19-23 ° F (10.6-12.8 ° C)

15-18 ° F (8.5-10 ° C)

17-20 ° F

(9.4-11.1 ° C)

20-24 ° F) (11.1-13.3 ° C)

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

@ 900 rpm

27 (±2) psi 27 (±2) psi 22 (±2) psi 22 (±2) psi [186 (±14) kPa] [186 (+14) kPa] [152 (±14) kPa] [152 (±14) kPa] @ 800 rpm -21.5 (±2) psi 17 (±2) psi 17 (+2) psi -[148 (+13.8) kPa] [117 (+13.8) kPa]i [117 (+13.8) kPa]

Pressure Rise Across Engine Driven @ 900 rpm 43 (+2) psi 43 (±2) psi 32 (+2) psi Water Pump [maximum suction [297 (±14) kPa] [297 (±14) kPa] [221 (±14) kPa 4 psi negative (27.6 kPa) @ 800 rpm 33 (±2) psi 25 (+2) psi at pump inlet] [228 (+13.8) kPa] [173 (+13.8) kPa Raw Water Pump Flow, including allowance for gear oil cooler

20-645F7B

@ 900 rpmi @ 800 rpm

720 gal/min (2 725 I/min) ---

720 gal/min (2 725 I/min) 640 gal/min (2 422 I/min)

845 gal/min (3 198 I/min) 750 gal/min (2 839 I/min)

32 (±2) psi [221 (±14) kPa] 25 (+2) psi [173 (+13.8)kPa] 845 gal/min (3 198 I/min) 750 gal/min (2 839 I/min)

Air Starting System

Starting Air Pressure

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

Air Starting Control Solenoid

120 volts AC

Exhaust System

Exhaust Back Pressure Maximum Allowable

5 inches H20 (1.25 kPa) 8-645 E7C

Exhaust Gas Volume

Exhaust Temperature

12-645F7B

1 6 - 6 4 5 F7B

2 0 - 6 4 5 F7B

@ 900 rprn

15,430 cfm (7 283 I/sec)

19,200 cfm (9 063 I/sec)

21,350 cfm (10 077 I/sec)

@ 800 rpm

13860 cfm (6 542 I/sec)

17950 cfm (8 473 I/sec)

19740 cfm (9 317 I/sec)

@ 900 rpm

650 ° F (343 ° C)

685 ° F (363 ° C)

635 ° F (335 ° C)

@ 800 rpm

675 ° F (357 ° C)

640 ° F (338 ° C)

620 ° F (327 ° C)

Engine Radiation

Radiation (approx.)

81 6 0 B T U / m i n (2 056 kg cal/min)

12240BTU/min (3 084 kg cal/min)

6320 BTU/min 19225 BTU/min I (4 113 kg (4 845 kg cal/min) cal/m n)

(continued) 134A587

2-9

Section 2

ENGINE

OPERATING

DATA

MODEL 7 1 0 G 7 - T U R B O C H A R G E D ENGINES Engine Models Volumes Lube Oil in Engine Lube Oil in Accessories* Water in Engine Water in Accessories*

8-710G7

12-710G7

16-710G7

20-710G7

gal.

litres

gal.

litres

gal.

litres

gal.

litres

106 120 70 88

401 454 265 333

142 120 95 91

537 454 360 344

194 210 135 100

734 795 511 379

174 210 165 100

659 795 625 379

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

Air Supply System

8-710G7

12-710G7

Intake Air Volume @ 81 ° F (27,2 ° C)

• 16-710G7

20-710G7

10,375 cfm (4 897 I/sec)

12,050 cfm (5 688 I/sec)

Fuel System Fuel Supply Pump Suction Lift

12 ft. (3.66 m)

Pressure At Filter inlet (from pump)

35-50 psi (276-345 kPa)

Fuel Pump Capacities

8-710G7

12-710G7

16-710G7

20-710G7

2.1 gal/min (7.95 I/min)

4.5 gal/min (17.03 I/min)

4.5 gal/min (17.03 I/min)

6.0 gal/min (22.71 I/min)

0.338 Ibs/bhp. hr 0.341 Ibs/bhp. hr 0.345 Ibs/bhp. hr (205.5 g/kW-hrl (207.3 g/kW-hrl (209.7 g/kW-hr)

Brake Specific Fuel Consumption Rate, 36API Fuel

Lube Oil System Pressure @ Normal Operating Temperature At Governor Connection Temperatures To Engine (from cooler) From Engine (to cooler) Temperature Differential

60-100 psi (414-689 kPa)

170-195 ° F (71"91 ° C) 190-215 ° F (88-102 ° C) 17-23 ° F (9-13 ° C) 8-710G7

Oil Pump Capacities Scavenging Main Lube Oil Piston Cooling Lube Oil Consumption Rate (representative) Alarm Settings LOS, Lube Oil Switch Rated Speed Idle Speed HOS, High Oil Temperature Switch (into engine)

12-710G7

16-710G7

20-710G7

gal/min (I/min) gal/min (I/rain) =gal/min (I/min) gal/min (I/min) 500 (1 893) 279 (1 056) 390 (1 476) 450 (1 703) 281 (1 064) 157 (594) 229 (867) 185 (700) 109 (413) 138 (515) 92 (348) 54 (204) gal/hr 0.35

(I/hr) (1.32)

gal/hr 0.53

(I/hr) (2.01)

gal/hr 0.70

(I/hr) (2.65)

gal/hr 0.90

(I/hr) (3.41)

26-30 psi (179-207 kPa) 10-14 psi (69-97 kPa) 220 ° F (104 ° C)

(continued)

2-10

134A587

ENGINE OPERATING DATA MODEL

710G7

- TURBOCHARGED

Section 2

ENGINES

Lube Oil System - (continued)

TOS, Turbo/ube Pump Low Oil Pressure (rising pressure)

10 psi (69 kPa)

Capacity, Turbo Bearing Priming and Shutdown Cooling Pump

3 gal/min (11.41 I/rain)

Fresh W a t e r System

Fresh Water Pumps

Fresh Water Flow Rate Pressure Rise Across Fresh Water Pump (Total System Pressure Drop) Temperatures To Engine From Engine Temperature Rise Across Lube Oil Cooler Temperature Rise Across Engine To Lube Oil Cooler Design Water Temperature To Raw Water Cooler or Keel Cooler Alarm Setting ETS, Engine Water Temperature (from engine)

Two, engine-driven, Centrifugal 8-710G7

12-710G7

16-710G7

20-710G7

525 gal/min (1 987 I/min)

800 gal/min (3 028 I/min)

1070 gal/min (4 050 I/min)

1155 gal/min (4 372 I/min)

42 (±2) psi [290 (±13.8) kPa]

43 (4-4) psi [296 (±28) kPa]

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

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

155-170 ° F (68-77 ° C) 165-180 ° F (74-82 ° C) 3-5 ° F (1.5-3 ° C) 8-10 ° F (4.4-5.6 ° C) 150-165 ° F (66-74 ° C)

180 ° F (82 ° C)

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

R a w W a t e r System

Maximum Allowable Temperature Raw Water to Fresh Water Cooler

85 ° F (29.4 ° C) 8-710G7

12-710G7

16-710G7

20-710G7

15-17 ° F (8.3-9.4 ° C)

17-19 ° F (9.4-10.6 ° C)

14-16 ° F (7.8-8.9 ° C)

21-24 ° F (11.7-13.3 ° C)

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

27 (4-2) psi 186 (±14) kPa]

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

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

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

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

32 (4-2) psi 32 (+__2)psi 43 (4-2) psi 43 (±2) psi [297 (±14) kPa] [297 (4-14) kPa] [221 (__+14)kPa] [221 (-I-14) kPa]

Raw Water Temperature Rise Across Fresh Water Cooler

Raw Water Pump Flow, including allowance for gear oil cooler

I| 720gal/min / (2 725 I/min)

720 gal/min (2 725 I/min)

845 gal/min (3 198 I/min)

845 gal/min (3 198 I/min)

(continued)

134A587

2-11

Section 2

ENGINE

OPERATING

DATA

MODEL 7 1 0 G 7 - T U R B O C H A R G E D E N G I N E S Air Starting System

Starting Air Pressure

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

Air Starting Control Solenoid

120 volts AC

Exhaust System

Exhaust Back Pressure Maximum Allowable

5 inches H20 (1.25 kPa) 8-710G7

12-710G7

Exhaust Gas Volume Exhaust Temperature --

16-71 OG7

20-71 OG7

21,800 cfm (10 290 I/sec)

24,350 cfm (11 494 I/sec)

635 ° F (335 ° 'C)

625 ° F (329 ° C)

Engine Radiation

Radiation (approx.)

8640 BTU/min 13,440 BTU/min 17,280 BTU/min120,667 BTU/min (3 386kg (4 355kg | (5 208kg (2 177 kg c a / m n) cal/min) / cal/min) cal/min)

2-12

134A587

SECTION 3 ENGINE STARTING SYSTEM CONTENTS

134A587

PAGE

GENERAL

3-1

OPERATION

3-2

TURNING ENGINE MANUALLY

3-2

SECTION

3 M A R I N E PROPULSION UNIT

ELECTRO-MOTIVE

ENGINE STARTING SYSTEM GENERAL

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

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

• FLEXIBLE HOSE

/I//~IIscHPASGE "AIR STARTING

~

///7//

~ ~

]

'

~

/

~

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

o

,CHECK V A L V E

/

(SEE N~jJ]BL E

~

<

.,SOLENOID AIR VALVE--'

/

STARTING AIR TO OTHER ENGINE • (IF REQUIRED)

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

CLUTCH AIR TO OTHER ENGINE

(IF REQUIRED) SAFETY POP VALVES _~/ SET AT 220 P S I

SAFETY POP VALVES SET AT 220 PSI STARTING AIR TANK

AIR COMPRESSORS (200 PSI) AS REQUIRED

DRAIN

!

NUMBER OF TANKS AS REQUIRED

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

Fig.3-1 - Typical Engine Air Starting System 134A587

3- l

30288

Section 3 The basic engine starting system utilizes the air motors with pinion gears to engage and drive the engine flywheel ring gear. Operational control is the same for either single or dual air starting motor starting system. An ENGINE START pushbutton is located on the engine or control cabinet. The pushbutton is a single contact switch which remains closed during the engine cranking period. The starting system control ofturbocharged engines is interlocked to require the turbocharger lube oil (soak back) circulating pump to be running, and the governor SPEED CONTROL to be set for idle speed before the engine may be started.

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

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

TURNING ENGINE MANUALLY

NOTE

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

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

OPERATION

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

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

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

Voltage Lube Oil Pressure

Switch

r]_u_u"Engine

L ~ Start" < Solenoid Air Valve

Flywheel

Ring Gear /

r

,

Air Line ~

Air

Pinion ~ Upper J Retracted t ~ ~ / M o t o r ]

J ubricator| Relay 11 (..__~_._~ ~,~lve

Pinion

I I .J .--Lc::::~/

t~l.~

Engaged ~L~

I=;I

Lower 1

I I Motor I "~---'] ~

I L..

! .[

~

~

--

Strainer ~

~L

(~:===

Air " ' - Supply

Pin-~on Engaging Line

/ " ~ / Solenoid Air Check Valve" Valve With Dump Vent

2s29s

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

3-2

134A587

Section 3

/ Crankover Tool

Electric Drive 28804

Fig.3-3 - Crankover Tool 9 5 6 1 8 4 4 And Electric Drive Unit 9 5 4 3 8 6 7

i{ l

Air Drive Kit

20220

Fig.3-5 - A i r Starting System

t

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

Remote Control 28805

Fig.3-4 - Air Drive Kit 9 5 6 0 3 3 3 And Remote Control 9 5 6 0 3 3 8

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

Attach a jumper wire Engine Start switch to This will energize the allowing air to move forward.

at the rear of the bypass the switch. air start solenoid the pinion gears

b.

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

CAUTION Ensure the override valve is closed when the turning operation is completed or the engine will crank when the main air line shutoff is opened. 3. Remove the housing cover end plug from the rear of either of the starting motors, Fig. 3-5. Insert a 5/16" allen wrench into housing cover end plug opening ( b a r r i n g hole). The allen 134A587

27186

Fig.3-6 - Solenoid Valve Override 3-3

SECTION 4 FUEL SYSTEM CONTENTS

PAGE

GENERAL

4-1

OPERATION

4-1

ENGINE DRIVEN FUEL PUMP

4-2

DUPLEX FUEL FILTER DESCRIPTION

4-2

MAINTENANCE

4-3

FUEL PRIMING P U M P DESCRIPTION

4-3

MAINTENANCE

4-3

DUPLEX FUEL SUCTION STRAINER

134A587

DESCRIPTION

4-3

MAINTENANCE

4-4

SECTION

4 M A R I N E P R O P U L S I O N UNiT

ELECTRO-MOTIVE

FUEL S Y S T E M GENERAL

OPERATION

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

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

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

FUEL PRESSURE GAUGE AND/OR FUEL PRESSURE SWITCH (FPS) FUEL OIL PUMP PRESSURE RELIEF VALVE SET AT 65 PSI (448 kPa)

TO INJECTORS

7

PRESSURE REGULATING VALVE SET AT I0 PSI ( 6 8 . 9 kP=)

VENT

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

SHUT-OFF VALVE

3/4 RETURN FROM INJECTORS PUMP 3 / 4 ~ SUCTION

PRIMING

j DUPLEX FUEL FILTER

FUEL OIL PUMP

~

FILLING LINE I

FUEL OILI WATERI TANK SEPARATOR FUEL FILTER 15 MICRONS MAX.

l

3/4 / FUEL OIL HAND PRIMING PUMP

CAN BE COMBINATION UNIT-CAPACITY TO MATCH TRANSFER PUMP

3/~ ~

DRAIN

~-..

SUCTION STRAINEROPENINGS-O.020" (0.508 mm) FIAX. CAPACITY-SAME AS ENGINE PUMP PRESSUREDROP (CLEAN) I PSI (6.895 kPo) MAX.

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

NOTE: 3/4 INDICATES 3/4 INCH (19.05 mm) PIPE. MAXIMUM HEIGHT OF FUEL IN FUEL OIL TANK SHOULD NOT EXCEED 15 FEET (4.57 m) ABOVE ENGINE CRANKCASE 30289

Fig.4-1 - Typical Engine Fuel System 134A587

4-1

Section 4 Discharge

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

Suction 4....__..- Body

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

Crescent

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

Rotor 13398

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

Refer to the applicable E n g i n e M a i n t e n a n c e Manual for components of the fuel system internal to the engine. A brief description of the external engine fuel system components and accessory rack fuel system components follows. .

DUPLEX FUEL FILTER DESCRIPTION

i

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

ENGINE DRIVEN FUEL PUMP The single unit pump, Fig. 4-2, is mounted on and directly driven by the l u b r i c a t i n g oil s c a v e n g i n g pump. It is an "internal" gear pump. Fuel is drawn into the inlet portion, Fig. 4-3, to fill space created by the gear teeth coming out of the mesh. The fuel is then trapped in the space between the gear teeth and carried to the outlet side of the pump. There the gears mesh, which forces the fuel from between the gear teeth and flow through the outlet. Refer to the a p p l i c a b l e Engine M a i n t e n a n c e M a n u a l for a detailed description and maintenance instructions of the engine driven fuel pump.

17162

Fig.4-4 - Duplex Fuel Filter

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

12959

Fig.4-2 - Engine Driven Fuel P u m p 4-2

134A587

Section 4 A t a p e r e d c o c k - t y p e c o n t r o l valve in the head assembly directs the flow of fuel to either or both filters. One filter can be cut out of service to permit replacement without stopping the engine. The inlet and o u t l e t c o n n e c t i o n s are located in the head assembly. The flow of fuel through the filter is directed and regulated by the position of the control valve. When the control valve lever is set at the center or "BOTH" position, both filters are being used. When it is necessary to change filters, the flow of fuel can be directed through one filter while changing the other one. To do this, the control valve lever is moved to the "L" (left) or "R" (right) position. When the control valve lever is in the "R" position, only the right filter is in use, and the left can be removed. The reverse is true when the control valve lever is in the "L" position.

MAINTENANCE The filters should be c h a n g e d at intervals as specified in the Scheduled Maintenance Program, or m o r e f r e q u e n t l y as d e t e r m i n e d by operating experience.

29769

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

I. To change a filter while the engine is running, m o v e the filter selector lever to the letter representing the opposite filter. 2. Unscrew the filter to be changed, using a strap wrench if necessary.

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

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

MAINTENANCE

.

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

With the engine r u n n i n g , move the selector lever to the position of the filter that was changed and check for leakage.

FUEL P R I M I N G P U M P

D U P L E X FUEL S U C T I O N STRAINER

DESCRIPTION

DESCRIPTION

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

134A587

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

4-3

Section 4 1/2"-14 NPT (Inlet & Outlet)

Cover Nut "O"-Ring Seal

r-

Shell Gasket ~

MAINTENANCE

Head Assembly

The fuel suction strainer elements should be cleaned and inspected as specified in the S c h e d u l e d Maintenance Program, or at shorter time periods, if operating conditions warrant.

°

F~" ~

"1 I i

Contro,

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

Valve Lever

J,

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

Mesh Element

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

'Assembly • 30179

CAUTION

Fig.4-6 - Duplex Fuel Suction Strainer

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

A t a p e r e d c o c k - t y p e control valve in the head assembly directs the flow of fuel to either or both elements. One element can be cut out of service to permit cleaning without stopping the engine. The inlet and outlet connections are located in the top of the head assembly.

.

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

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

The flow of fuel through the strainer is directed and regulated by the position of the control valve. When the control valve lever is set at the center or "BOTH" position, b o t h e l e m e n t s arebeing used. When it is necessary to clean elements, the flow of fuel can be directed through one element while cleaning the other one. To do this, the control valve lever is m o v e d to the " L " (left) o r " R " (right) p o s i t i o n . When the control valve lever is in the "R" position, only the right element is in use, and the left can be removed. The reverse is true when the control valve lever is in the "L" position.

. Inspect the cover nut "O" ring, and replace it with a new ring if necessary. Replace strainer shell to head assembly gasket. . Place the cleaned strainer element in the shell and reapply the shell to the head assembly. A p p l y cover n u t with " O " ring and t i g h t e n firmly into place after making certain the "O" ring is properly seated.

4-4

134A587

SECTION 5 LUBRICATING OIL SYSTEM CONTENTS

134A587

PAGE

GENERAL

5-1

MAIN LUBRICANT, PISTON COOLING, A N D SCAVENGING OIL SYSTEM

5-3

SOAK BACK OIL SYSTEM

5-3

SOAK BACK PUMP CIRCUIT

5-3

MAINTENANCE

5-4

LUBRICATING OIL LEVEL

5-4

FILLING OR ADDING LUBRICATING OIL

5-4

DRAINING LUBRICATING OIL

5-5

OIL COOLER INSPECTION AND MAINTENANCE

5-5

OIL FILTER INSPECTION AND MAINTENANCE

5-5

PRELUBRICATING OF ENGINES

5-5

SECTION

5 ELECTRO-MOTIVE

M A R I N E P R O P U L S I O N UNIT LUBRICATING OIL SYSTEM

GENERAL The lubricating oil system, Fig. 5-1 and Fig. 5-2, can vary in a c c o r d a n c e with specific application. Because of options and customer supplied equipment, the exact operation for the lubricating oil system can only be determined from schematic diagrams and a s s e m b l y d r a w i n g s for that p a r t i c u l a r installation. However, most lubricating systems have basic characteristics and can, with minor interpretation, be applied to most installations.

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

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

For a detailed d e s c r i p t i o n of the m a i n t e n a n c e instructions for the lubricating oil system components, refer to applicable Engine M a i n t e n a n c e Manual.

LUBE OIL A I R STARTING CUT-OFF CONTACTOR; ALSO TURBO PRIMING/SOAK-BACK PUMP CONTROL (OPS) LUBE OIL TO ENG. PRESS. GAUGE MAIN LUBE O I L PUMP DISCHARGE

/ PRELUBE VALVES

THERMOMETERLUBE O I L FROM ENG.

/- PISTON COOLING PUMP DISCHARGE

LUBE O I L HIGH TEMP. ALARM CONTACTOR (HOS)

/ SCAVENGING PUMP

LUBE OIL FILTER

STRAINER

-

/

BYPASS RELIEF VALVE

TURBO PRIME AND SOAKBACK PUMP (TURBO UNITS ONLY)

PRIMING PUMP

' CHECK VALVE DRAIN VALVES

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~ LUBE OIL TO ENGINE THERMOMETER

Fig.5-1 - Typical Lube Oil System Piping (Units With Loose Accessories And Engine Driven Raw Water Pump) 134A587

5-J

, 1 30290

Section 5 LUBE OIL AIR STARTING CUT-OFF CONTACTOR; ALSO TURBO PRIMING/SOAK-BACK PUMP CONTROL (OPS) LUBE OIL TO ENG, PRESS. GAUGE LUBE OIL PRESS. AND PISTON COOLING PUMPS MAIN LUBE OIL PUMP DISCHARGE

PISTON PUMP 01 ~RELUBE VALVES LUBE OIL FILTER

LUBE OIL THERMOMETER LUBE OIL FROM ENG. -~CHECK VALVE ~ SCAVENGING LUBE OIL TO ENG. THERMOMETER

PuMp OIL PAN

,~

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LUBE OIL SYSTEM PRIMING VALVE (SEE NOTE) BYPASS RELIEF VALVE

PRIMING PUMP

~-- LINE STRAINER

4

CONTACTOR~ BYPASS

RELIEF VALVE,,,~

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

J

LUBE OIL COOLER

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

ENGINE MANUFACTURER.

T

ENGINE TO TURBOCHARGER

CRANKSHAFT I

LUBE OIL SOAK BACK FILTER (ATTACHED)

BYPASS / " ~ TO SUMP w

FLEXIBLE CONNECTION

I

PRIMING AND SOAK BACK LUBE OIL PUMP

" LUBE OIL SUPPLY IN SUHP

30291

Fig.5-2 - Typical Lube Oil System Piping (Units W i t h Accessory Rack A n d Belt Driven Raw W a t e r Pump) 5-2

134A587

Section 5

MAIN LUBRICATING, PISTON COOLING, AND SCAVENGING OIL SYSTEM

Upon engine start, the soak back pump momentarily lubricates the turbocharger until the main lube oil p r e s s u r e f r o m the engine d r i v e n p u m p becomes greater than the soak back pressure.

GENERAL

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

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

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

OPERATION

SOAK BACK PUMP CIRCUIT

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

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

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

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GENERAL To ensure lubrication of the turbocharger bearings prior to engine start, and the removal of residual heat f r o m the t u r b o after engine s h u t d o w n , a separate lube oil pressure source is provided. This pressure source is controlled automatically through the engine "start" and "stop" controls.

>x

1

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(LUBE OIL LEVEL)

lL

i

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

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

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

The soak back filter purifies the oil supplied to the turbocharger by the soak back pump. A relief valve allows oil to r e t u r n to the oil pan w h e n outlet pressure exceeds 379 kPa (55 psi).

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

134A587

5-3

Section 5 The lube oil level must be at or above a predetermined level to hold the low oil level switch open and keep lube oil level relay OL normally closed contacts closed completing circuit to the soak back pump M contactor.

F o r lube oil s y s t e m capacities, refer to E n g i n e Operating Data - Section 2.

MAINTENANCE

i

Stra in e~r~,Dra i n Vfl/~ ; ~

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

19243

Fig.5-5 - Adding Oil To Engine If the system has not been drained, oil may be added to the strainer housing with the engine running or stopped.

WARNING Do n o t r e m o v e the r o u n d caps f r o m the strainer housing while the engine is running as h o t oil u n d e r pressure will c o m e f r o m the openings and serious injury could result.

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

22847

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

Fig.5-4 - Oil Level Gauge - Dipstick

FILLING OR ADDING LUBRICATING OIL W h e n filling or a d d i n g oil to the system, it is r e c o m m e n d e d that the oil be p o u r e d into the s t r a i n e r h o u s i n g t h r o u g h the s q u a r e o p e n i n g as shown in Fig. 5-5. Should it be found more desirable to add oil through a handhole opening in the engine oil pan, it is imperative that the strainer housing be filled before starting the engine. Failure to do this may result in serious engine damage due to the time delay before oil is completely circulated through the system and then to the working parts of the engine.

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

5-4

134A587

Section 5

{

NOTE Oil sump drain can be connected at either side.

19316A

19316B

Fig.5-6- Oil Sump Drain

29785

Fig.5-7 - Typical Lube Oil Cooler

oil t e m p e r a t u r e and pressure alarms. Refer to a p p l i c a b l e Engine M a i n t e n a n c e M a n u a l for appropriate inspection and test procedures.

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

OIL FILTER INSPECTION AND MAINTENANCE

M a j o r servicing of the oil c o o l e r s h o u l d not be undertaken until the need for such maintenance is definitely established by unsatisfactory operation, s u s p e c t e d oil c o o l e r leaks, or wide t e m p e r a t u r e differential between cooling water and engine oil.

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

M o s t c o n d i t i o n s of u n s a t i s f a c t o r y oil cooler performance will show up during routine engine system checks, outlined in the Scheduled Maintenance Program, or be indicated by operation of the

134A587

5 -5

Section 5 filter permits incoming oil to bypass into the oil discharge compartment. This bypass valve starts to open at 30 psi (207 kPa) and becomes fully open at 40 psi (276 kPa). Oil filter e l e m e n t s should be replaced with new elements at the intervals stipulated in the Scheduled Maintenance Program. However, operating conditions may warrant more frequent intervals. A routine inspection of filter condition can be made by installing pressure gauges (0-50 psi) at the filter tank connections labeled INLET and OUTLET to check pressure differential across the filter elements. Filter elements should be renewed if pressure differential exceeds: 29764

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

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

For m o r e i n f o r m a t i o n a b o u t the lube oil filter assemblies, refer to Maintenance Instruction M.I. 926.

The purpoSe of the lube oil filter is to remove insoluble material f r o m the oil which, if left to accumulate, could cause or contribute to failure of the engine.

PRELU BRICATION OF ENGINES

All of the oil flowing through the system passes through the filter assembly. Normally, the oil flows t h r o u g h the filter elements into the p e r f o r a t e d standpipes in the center of each element and then down to the filtered oil compartment, discharging into the system through the outlet connection.

Prelubrication of a new engine, an engine that has been o v e r h a u l e d , or an engine which has been inoperative for more than 48 hours, is a necessary and important practice. Prelubrication alleviates loading of u n l u b r i c a t e d engine parts during the interval w h e n the lube oil p u m p is filling the passages with oil. It also offers protection by giving visual evidence that oil distribution in the engine is satisfactory.

P r o v i s i o n is made in the filters to permit oil circulation in the event of cold oil or dirty filters. A spring loaded bypass valve. Fig. 5-9, built into the

Refer to Operation-Section 11 for engine starting p r o c e d u r e which includes the p r e l u b r i c a t i o n procedure.

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

5-6

134A587

Section 5 FILTER ELEHENT

FILTER ELEMENT STANDPIPE

BYPASS VALVE HOUNTING BOLTS-

TEMPERATURE GAUGE CONNECTION

INLET PRESSURE

OUTLET PRESSURE . . . . 3E

,/ i 1

l, 'PASS ,LVE ~SY. DRAIN

STANDPIPE 304.53

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

134A587

5-7

SECTION 6 COOLING SYSTEM CONTENTS

PAGE

DESCRIPTION

6-I

OPERATION

6-2

OPERATING WATER LEVEL

6-3

FILLING COOLING SYSTEM

6-3

DRAINING COOLING SYSTEM

6-4

COOLING SYSTEM P R E S S U R E TESTING

6-4

P R E S S U R E CAP REPLACEMENT

6-5

FILLER NECK REPLACEMENT

6-5

WATER EXPANSION TANK

6-5

T E M P E R A T U R E REGULATING VALVE

6-5

IMMERSION WATER HEATER

6-6

UNATTACHED ACCESSORIES

134A587

FRESH WATER COOLER

6-7

GEAR LUBE OIL COOLING SYSTEM ACCESSORIES

6-8

SECTION

M A R I N E P R O P U L S I O N UNIT

ELECTRO-MOTIVE

6

COOLING SYSTEM DESCRIPTION

RAW WATER SYSTEM

The engine cooling system, Fig. 6-1 and Fig. 6-2, can vary in a c c o r d a n c e with specific a p p l i c a t i o n . Because of options and customer supplied equipment, the exact operation for the cooling system can only be determined from schematic diagrams and assembly drawings for that particular installation. However, most cooling systems have basic characteristics and can, with minor interpretation, be applied to most installations.

The typical raw (external) water system, Fig. 6-1, has either an engine mounted and driven raw water pump or an accessory rack mounted pump that is belt driven off an engine power take-off. External water s y s t e m accessories, which m a y be rack m o u n t e d or f u r n i s h e d loose, i n c l u d e a water e x p a n s i o n t a n k , heat e x c h a n g e r , t e m p e r a t u r e r e g u l a t i n g valve, a lube oil c o o l e r t e m p e r a t u r e control manifold and gauges, and an immersion h e a t e r on units p r o v i d e d with a layover h e a t i n g system.

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

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

OVERBOARD DISCHARGE REDUCTION GEAR LUBE OIL COOLER RAW WATER PUMP PERMANENT BLEEDLINE (PIPE UP AND OVERBOARD) RAW WATER PUMP DISCHARGE PRESSURE

GAUGE OVERBOARD _ ~ DISCHARGE

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DUPLEX RAW WATER STRAINER

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FRONT END OF ENGINE

FROM RAW WATER SUPPLY

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

134A587

k

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6-1

RAW WATER PUMP-

ENGINEMOUNTED OR BELT DRIVEN PUMP INLET MUST BE FLOODED

30293

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

raw water flow is regulated by an orifice plate. Other c o m p o n e n t s of the external (raw) water system, including strainers and piping, are supplied by the shipyard.

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

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

OPERATION In operation, heated water from the engine discharge m a n i f o l d flows to the t e m p e r a t u r e regulating valve. The temperature regulating valve responds to the water temperature and either routes the water through the heat exchanger, Fig. 6-2, or a

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FRESH WATER FILLING LINE

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Oil below acceptable level.

LLS open, OL coil de-energized.

3

OL de-energized.

OL normally closed contacts close.

OL normally closed contacts close.

LUBE OIL LEVEL warning light comes on.

_1 23954

Provides a feed to alarm relay AR coil which sounds alarm.

12-6

134A587

Section 12

LOW TURBO OIL PRESSURE A L A R M CIRCUIT

while turbo lube oil pressure builds up. The turbo lube pump operates until main lube oil pressure reaches 145 kPa (21 psi). At engine shutdown, the t u r b o lube p u m p starts w h e n the m a i n lube oil pressure falls below 145 kPa (21 psi) and operates for 25 minutes.

The low turbo oil pressure alarm is initiated by the t u r b o oil p r e s s u r e switch T O S . For a detailed d e s c r i p t i o n of T O S , refer to P r o t e c t i v e Devices Section of this manual. TOS is normally open and closes at 69 kPa (10 psi).

If turbo oil pressure drops to below 69 kPa (10 psi), TOS opens, LOW TURBO OIL PRESS warning light comes on, and alarm bell rings. A description of the turbo lube pump circuit and low turbo oil pressure alarm follows.

A turbo lube pump operates at engine start and at engine s h u t d o w n . At engine start there is a 10 second delay in the alarm circuit to prevent an alarm

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134A587

12-7

Section 12

TURBO LUBE PUMP CIRCUIT Step

Procedure Or Condition

Result

1

ENGINE START pushbutton pressed momentarily.

ENGINE START pushbutton energizes engine start relay STR and engine start auxiliary relay STRX.

a.

STR contacts close.

Energizes turbo lube pump contactor M coil. M contactor closes, turbo lube pump operates.

b.

STRX contacts close.

Energizes engine run relay ER coil. ER closes contacts N-P. Energizes turbo pump timer relay PT coil. PT contacts 5-3 close and start 25 m i n u t e timing period. ER contacts Q-R open, PT stops timing.

2

ENGINE START pushbutton released.

ENGINE START pushbutton contacts open, STR and STRX relays de-energize.

a.

STRX contacts open.

ER de-energized. ER contacts N-P open. PT deenergized. ER contacts Q-R close. PT contacts 5-3 close and start 25 minute timing period. Turbo lube pump operates.

b.

STR contacts open.

Interrupts a circuit to M contactor coil, but circuit t h r o u g h E R contacts Q-R and PT contacts 5-3 keeps M contactor energized and turbo lube pump continues to operate.

ENGINE START pushbutton pressed, engine starts, and E N G I N E START pushbutton is released.

Refer to Steps 1 and 2.

Engine oil pressure reaches 145 kPa (21 psi).

Oil pressure switch OPS contact 1A closes. ER relay coil energized. ER contacts Q-R open, interrupting circuit to PT contacts 3-5. PT contacts 3"5 stop timing. M contactor coil de-energized, turbo lube pump stops.

At engine shutdown, oil pressure drops to below 145 kPa (21 psi).

OPS contact 1A opens. ER coil de-energized. ER contacts N-P open. PT de-energized. ER contacts Q-R close. PT contacts 5-3 close and start 25 minute timing period. Turbo lube pump operates.

]2-8

134A587

Section 12

A L A R M CIRCUIT Step 1

Procedure Or Condition

Result

ENGINE START pushbutton pressed.

Engine run relay ER energized. ER closes contact B which times for 10 seconds.

ER contact B Closed for 10 seconds.

T u r b o oil pressure relay TP coil energized. Energized T P coil holds TP n o r m a l l y closed contacts open to prevent a warning light and alarm. The 10 second delay prevents an alarm while turbo oil pressure builds up to 69 kPa (10 psi).

Turbine oil pressure above 69 kPa (10 psi). ER contact B opened after 10 seconds.

Turbo oil pressure switch TOS contact A closes which keeps turbo oil pressure auxiliary TOSX coil energized. Energized TOSX coil closes contacts I C - 1 N O to energize TP coil. E n e r g i z e d TP coil holds TP normally closed contacts open to prevent alarm.

Turbine oil pressure drops below 69 kPa (10 psi).

TOS contact A opens. TOSX coil de-energized. Contacts 1C-INO open to de-energize TP coil. TP normally closed contacts close.

TP normally closed contacts close.

LOW TURBO OIL PRESS warning light comes on. Provides a circuit through closed contacts to alarm relay AR coil which sounds alarm.

134A587

At operation of turbo lube pump prior to engine start and at engine shutdown.

PT contacts 3-5 are closed for the 25 minute timing period turbo lube pump operates. PT contacts 2-6 are held open during this period.

Turbine oil pressure above 69 kPa (10 psi).

Turbine oil pressure switch TOS contact A closes. Refer to Step 3.

Turbine oil pressure drops below 69 kPa (10 psi).

TOS contact A opens. Refer to Step 4.

12-9

Section 12

AIR FILTER A L A R M C I R C U I T

the air intake filters become clogged. FVSsenses a pressure drop through the filters and opens at 279 mm (11") H20 when. using pleated paper filters or 178 mm (7") H20 when using fiberglass filters. AIR FILTER warning light comes on and the alarm sounds. A description of the air filter alarm follows.

The air filter alarm is initiated by the filter vacuum switch FVS. For a detailed description of the FVS switch, refer to Protective Devices Section of this manual. FVS is normally closed, and opens w h e n

Step 1

Procedure Or Condition

Result

Engine running. Air intake filters clogged.

Filter vacuum switch FVS contact B opens at 279 mm (11") H20 when using pleated paper filters or 178 mm (7") HaO when using fiberglass filters. FV de-energized. F.V normally closed contacts close.

FV normally closed contacts close.

AIR FILTER warning light comes on. Energizes alarm relay AR coil which sounds the alarm.

12-10

134A587

Section 12

WATER LEVEL ALARM CIRCUIT

WLS is normally closed and opens when water level recedes to a predetermined level. When water is at this level, WLS opens, WATER LEVEL warning light comes on, and alarm sounds. A description of the water level alarm circuit follows.

The water level alarm circuit is initiated by the water level switch WLS. For a detailed description of WLS, refer to Protective Devices Section of this manual.

Step 1

Procedure Or Condition Water at acceptable level.

Result Water level switch WLS is closed, which keeps water level relay WL coil energized. Energized WL coil holds WL normally closed contacts open to prevent a n alarm. ,I,___ ALARM I -},-, I T E S T / O F F I ~,,,

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Water below acceptable level.

WLS opens contact, WL de-energized.

WL de-energized.

WL normally closed contacts close.

WL normally closed contacts close.

LOW WATER LEVEL warning light comes on.

23956

Provides a feed to alarm relay AR coil which sounds alarm.

134A587

12-11

Section 12

LOW CLUTCH AIR PRESSURE A L A R M CIRCUIT

Protective Devices Section of'this manual. CAS is closed when clutch air pressure is above 931-kPa (135 psi) and opens when clutch air pressure drops below 862 k P a (125 psi), CAS opens, L O W CLUTCH AIR warning light comes on, and alarm sounds. A description of the low clutch air pressure alarm follows.

The low clutch air pressure alarm circuit :is initiated by the clutch air pressure switch CAS. For a detailed description of the clutch air pressure switch, refer to

Step

Procedure Or Condition

Result

l

Clutch air pressure normal (or above 931 kPa [135 psi]).

Clutch air pressure switch CAS contact 1A is closed which keeps clutch air relay CA coil energized. Energized CA coil holds CA n o r m a l l y closed contacts open to prevent a warning light and alarm.

A

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Clutch air pressure below 862 kPa (125 psi).

• CAS opens, CA coil de-energized.

CA coil de-energized.

CA normally closed contacts Close.

CA normally ciosed contacts close.

LOW CLUTCH AIR warning light comes on. Provides a feed through closed contacts to alarm relay AR coil which sounds alarm.

12-12

134A587

Section 12

H I G H OIL T E M P E R A T U R E ALARM CIRCUIT

to Protective Devices Section of this manual. HOS is normally closed and opens at 104° C (220 ° F). When oil temperature reaches 104° C (220 ° F). HOS opens, HI-OIL TEMP warning light comes on, and alarm sounds. The high oil temperature alarm can only be corrected by reducing the oil temperature to below 99 ° C (210 ° F). A description of the high oil temperature alarm circuit follows.

The high oil temperature alarm circuit is initiated by the high oil temperature switch HOS. For a detailed description of the high oil temperature switch, refer

Step

Procedure Or Condition

Result

1

Oil t e m p e r a t u r e below I04 ° C (220 ° F).

High oil temperature switch HOS contact 1B is closed, which keeps high oil temperature HO coil energized. Energized HO coil holds normally closed contacts open to prevent a warning light and alarm. ! I

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Oil temperature reaches 104° C (220 ° F).

HOS opens, HO coil de-energized.

3

HO coil de-energized.

HO normally closed contacts close.

HO normally closed contacts close.

HI-OIL TEMP warning light comes on. Provides a feed through closed contacts to alarm relay AR coil which sounds alarm.

134A587

12-13

Section 12

GEAR COOLER LOW WATER PRESSURE

closed when gear cooler water pressure is above a preset value during normal operation and opens w h e n gear c o o l e r water p r e s s u r e d r o p s b e l o w a minimum value - 35 kPa (5 psi) or 103 kPa (15 psi), d e p e n d i n g on gear m o d e l f u r n i s h e d . W h e n gear cooler water pressure is below minimum value, GCS o p e n s , G E A R C O O L E R P R E S S w a r n i n g light comes on, and alarm sounds. A description of the low gear cooler water pressure alarm follows.

ALARM CIRCUIT (OPTIONAL) The gear cooler low water pressure alarm circuit is initiated by a low water pressure switch GCS. For a d e t a i l e d d e s c r i p t i o n of the G C S switch, refer to Protective Devices Section of this manual. GCS is

Step

Procedure Or Condition

Result

1

Gear cooler water pressure normal.

Gear cooler water pressure switch GCS contact 1A is closed which keeps gear cooler relay GC coil energized. Energized GC coil holds GC normally closed contacts open to prevent a warning light and alarm, ALARH i_~__~_~ ~TEST/0FFI Ill}'~i'

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Gear cooler water pressure below 35 kPa (5 psi) or 103 kPa (15 psi), depending on gear model furnished.

GCS opens, GC coil de-energized.

GC coil de-energized.

GC normally closed contacts close.

GC normally closed contacts close.

GEAR C O O L E R P R E S S warning light comes on. Provides a feed through closed contacts to alarm relay AR coil which sounds alarm.

12-14

134A587

Section 12

DIFFICULTIES NOT S I G N A L E D BY W A R N I N G LIGHTS

a.

Insufficient combustion air.

b. Excess fuel or irregular distribution. Check i n j e c t o r rack setting and timing, or for faulty injectors.

Some operating difficulties may be e n c o u n t e r e d which do not result in fault indications. Some can be d e t e c t e d before they become serious enough to warrant warning light operation.

c.

Defective Warning Light System A defect in the warning system can create unusual operating problems. Trouble can best be prevented by periodic checks of the various alarm circuits.

Improper grade of fuel. A fuel that is too heavy does not completely vaporize.

. Blue exhaust smoke generally indicates lube oil entering the cylinder and being blown through cylinder during scavenging period. Check for internal fuel or lube oil leaks. (See next article on excessive lube oil consumption.) . White e x h a u s t s m o k e indicates misfiring cylinders. Check for the following.

Lack Of Power Should the engine start, respond to control, and a p p a r e n t l y f u n c t i o n properly, yet does not have proper power, a thorough check of the following items should be made. 1. I n s u f f i c i e n t fuel. Check fuel oil system for proper operation.

a.

Faulty injectors.

b. Low compression. c.

Injectorfiming. See Engine Maintenance Manual for timing chart.

a.

Check engine fuel filters.

d.

E x h a u s t valve clearance. See Engine Maintenance Manual.

b.

Pour point of fuel should be at least 10° F lower t h a n the lowest e x p e c t e d ambient temperature.

e.

Improper grade of fuel.

EXCESSIVE OIL CONSUMPTION

2. Insufficient air. a.

Engine air filters clogged.

b.

Faulty turbocharger operation. Excessive exhaust back pressure.

3. Improper governor settings and adjustments.

EXHAUST SMOKE ANALYSIS

1. Lube oil leaks.

When engine is properly adjusted and is operating at the r e c o m m e n d e d w o r k i n g t e m p e r a t u r e , there should be no appreciable exhaust smoke. However, when first starting the engine or after a prolonged period of "no load," blue or gray smoke may be noticed. This will clear up after a s h o r t time if o p e r a t i o n is normal. C o n t i n u o u s exhaust smoke should be investigated as follows: I. Black or gray e x h a u s t s m o k e indicates incompletely burned fuel.

134A587

Some periods of high lube oil c o n s u m p t i o n are n o r m a l , such as b r e a k - i n period of new p o w e r assemblies. In these cases added lube oil consumption will result until the oil control rings on the new assemblies have properly seated.

12-15

a.

Oil lines and connections.

b. Gasket or seal leakage. 2. Oil control at cylinder. a.

Oil control rings worn, broken or improperly installed.

b.

Scored liners or pistons.