Instructions for k GF type engines ; edition 4

INSTRUCTIONS K GF EDITION TYPE FOR ENGINES INSTRUCTIONS The purpose maintenance, FOR K GF TYPE ENGINES of this book is to provide general information about the design, and the dismantling af B&W 2-stroke, crasshead engines The contents have been prepared on the basis of engine type book should not be taken to apply to any specific engine The descriptions All references possibly page Example: printed on yellow to this instruction No Instructions for K GF paper are alternative book should Type Engines, include K90-F, the but the designs title, edition edition No., and 4, page 901.02-01 This book is subject to copyright protection The book must not, either wholly or partly, be copied, reproduced, mode public or in any other way mode available to a third part without written consent to this effect from Burmeister & Wain Engineering Company Limited B&W Engineering R,:search, Cables: Design & Development 2, Tarvegode DK - 1400 Copenhagen K Denmark bwengineering Telex: 31365 bumei dk Telephone: +45 Division of B&W Diesel A/S 542501 901.01 - 01 CYLINDER COVER The cylinder cover is mode of mild steel and has a centre bore for the exhaust valve which is attached by means of four studs The cover furthermore has three bores for the fuel valves, which are resiliently mounted by means of spring housings with disc springs under the nuts of the studs Other bores have been provided to accommodate starting valve, starting air pipe, safety valve and indicator valve The lower part of the cylinder cover has eight tangential, inter-connected cooling water bores which are closed from the outside by means of plug screws Cooling water is supplied from the cylinder block through four cooling water connections to the tangential bores and is thence passed to an annular duct K at the periphery of the cover From the duct K the water is passed through rodial bores on the entire circumference of the cover to another annular duct H situated at the exhaust valve bore and on through cooling water connections to the exhaust val ve proper In oddition to the four cooling water connections mentioned before there is a fifth connection between the cylinder block and cover, leading some of the cooling water direct from the cyl inder block to the space K 901.02-01 HYDRAULIC RING FOR CYLINDER COVER The cylinder cover is tightened against the tQP of the cylinder liner by means of nuts and studs fitted in the cylinder block On top of the cylinder cover is located a steel ring incorporating a hydraulic tightening device for each of the cover attachment studs The cylinders of the tightening devices are arranged as bores in this ring, inter-connected through bored oil ducts Each cylinder is equipped with a ring-shaped piston and two sealing rings The cylinder cover nuts each consist of an inner nut fitted on the cover stud and bearing against the piston of the tightening device, and an outer ringshaped nut suiting the external thread of the inner nut When tightening the cover, the inner nut, and thus the piston of the tightening device, is screwed up with the aid of a face spanner When hydraulic pressure is cppl ied to the system, the piston of the tightening device is pressed upwards resulting in the cover stud being slightly lengthened, following which the outer ring-shaped nut can be screwed up with a tommy bar When the system is relieved of hydraulic pressure, the tightening pressure is transmitted to the outer nut Between two of the tightening devices at the manoeuvring side of the engine is fitted a snap-on coupling for connection of the hydraulic high-pressure pump Between the other devices there are bl eed screws that are to be opened when fj IIi ng and' venti ng the system The hydraul ic ring is attached to the cyl inder cover by means of four eye screws which are also used when lifting the cover The ring proper can be Iifted by removing the eye screws and fitting some larger eye screws that fit an internal thread in the holes However, the ring is not usually to be separated from the cyl inder cover When carrying out the checking, the chains are slack so that the free lenghts Check the chains for correct tension by pulling vigorously to and fro at the middle of the free lengths of the chains Normally the chains should in this way be able to be moved away from the guide bars corresponding the length of 1/2 to chain link If the chains follows: turn the engine are too slock Or too tight, their tension should be adjusted of to as During the chain-tightening procedure the engine must be turned so that the slack of the chain is at the same side as the choin tightener wheel Open both nut locks on the chain tightener bolt, nuts so thot the chain tightener bolt is free and loosen lock nuts and Tighten the lower nut of the choin tightener bolt until the free length of the spring has been reduced by the number of mm indicated in D-1 The chain tightener bolt is thereby caused to move and the chains are tightened Screw up the upper nut lightly against checking that the spring is not further reduce the chain tensi ani ng Tighten the upper the lock washer the face of the pivot shaft while compressed, as such compression would lack nut and lack both nut and lock nut by means of Tighten the lowermost nut until the thrust disc for the spring bears against the distance tube on the chain tightener bolt This will cause the spring to be further compressed, but the tension produced thereby is not transmitted to the chains owing to the upper nut and lock nut fitted an-d-tightened to the chain tightener bolt 10-11 When the thrust disc has been screwed up to abut against the distance nut shall be tightened additionally as indicated under D-2 12 Tighten tube, the the lack nut and lock both nuts with lock washer L _ -.J Check the tensioning of the choin as detailed Turn the engine Toke off the protective guards which are fitted above the coupling flanges on both sides of the two roller guide housings that are positioned nearest to the chain transmission Mount the tool for tu;ning Mount the hydraulic tools for com discs and coupling flang~s on the coup!1ng flange that is positioned nearest to the chain transmission Apply pressure to the hydraulic tool until oil trickles out between the shaft and the flange': Pull at the tool by means of the tackle to make the camshaft turn Check the turning by means of the pin gouge for the camshaft and stop' when the checking points are in the correct position Relieve the hydraulic tool of pressure and move the tool to the coupling flange at 'the other side of the chain transmission -Also move the pulling tools, and repeat the procedure to bring the piston of cylinder in 906-2 No of the camshaft a!,d attach to TDC a tackle After the camshafts hove been adjusted and the hydraulic tool removed, at least 15 minutes must pass before the plug screws are refitted in the coupling flanges ~ ~ ,~ - 907.01- 08 REVERSING AND STARTING MECHANISM The manoeuvring system is pneumatic and serves to carry out orders from the navigating bridge It is designed to give the choice between the following forms of control: "Bridge control", "Engine room control", and "Emergency running" In addition, manual emergency running can be established During normal running, i.e "Bridge control" or "Engine room control", all regulation of the engine is effected through a pneumatically controlled governor whose terminal sNlft controls a regulating amplifier which is connected to the regulating shaft via a coupling In the event of damage to governor or regulating amplifier, "Emergency running" is used Regulation ot the engine is effected through an air positioner which, via regulating amplifier ond coupling, is connected to the regulating shaft In the event of failure af the pneumatic system, manual emergen-::y running is used Duri"g "Bridge contral" operation, telegraph orders are transmitted as signals to the bridge manoeuvring panel, which actuates a servomotor thot is mechanically connected to a separate, pneumatic fine-regulating valve, which transmits control pressure to the governor.Furthermore, the bridge manoeuvring panel actuates three solenoid valves for AHEAD, ASTERN, and stop cylinder for the regulating shaft, respectively These solenoid valves actuate the starting air system during starting and reversing When operating on "Engine room control ", the orders are given from the navigoting bridge telegraph to t~e reply telegraph of the engine room manoeuvring console Reversing orders are acknowledged by usin'3 the reply telegraph handle, and regulation is effected with the regulating handle, which is also fitted on the menoeuvri ng cansol e Lay ,J t d raw i n Plate 90701 On this plate are shown those components in the n Jnoeuvring engine which form port of the pneumatic manoeuvring system console and on the .. .INSTRUCTIONS The purpose maintenance, FOR K GF TYPE ENGINES of this book is to provide general information about the design, and the dismantling af B&W 2-stroke, crasshead engines The... alternative book should Type Engines, include K9 0-F, the but the designs title, edition edition No., and 4, page 901.02-01 This book is subject to copyright protection The book must not, either... engine type book should not be taken to apply to any specific engine The descriptions All references possibly page Example: printed on yellow to this instruction No Instructions for K GF paper