Intruction for s26mc type engines operation edition 26 b

700.03-26 CON INSTRUCTION T [ N T S BOOK OPERATION GENERAL EDITION 26 B This instruction book is divided into NINE CHAPTERS - as listed below: In view of the continued development of our diesel engines, the'present instruction book has been made to apply generally to our engines of the types: CHAPTER - TITLE S26MC The different systems are explaihed on the basis of standard systems, as each particular engine is built to the specification in the contract for the plant in question 701 SAFETY PRECAUTIONS AND ENGINE DATA 7D2 703 CHECKS DURING STANDSTILL PERIODS STARTING, MANOEUVRING AND RUNNING 704 SPECIAL RUNNING CONDITIONS All references to thia ihstruction book should include title, edition No., and possibly page No 705 FUEL AND FUEL TREATMENT 706 PERFORMANCE EVALUATION & GENERAL OPERATION Example: Instruction book OPERATION, Edition 2, page 701.02-26 707 CYLINDER CONDITION This book is subject to copyright protection The book must not, either wholly or partly, be copied, reproduced, made public, or in any other way made available to a third party, without the written consent to this effect from MAN B&W Diesel A/S 70B BEARINGS AND CIRCULATING OIL 709 WATER COOLING SYSTEMS Each CHAPTER is subdivided into separate sections and sub-sections For convenience, the maIn titles and topics are summarized on the first page(s) of each chapter M.A.N.-B&W DIESEL A/S Stamholmen 161 • DK-2650 Hvidovre, Copenhagen • Denmark Cables: manbandw • Telex: 16573 manbw dk • Telephone: +45 31 492501 700.04-26 CHAPTER 701 SArETY PRECAUTIONS AND ENGINE CONTENTS SERVICE DATA PAGE lETTERS SArETY PRECAUTIONS In order to ensure the most efficient, economic, snd up-toGeneral date operation of our enginea, we, and our licensees, regularly aend out "Service letters", containing first-hand information regarding accumulated service experience The Service letters can either deal with specific engine types, or contain general instructions and recommendations for all engine types, and are used as a reference when we prepare up-dated instruction book editions Therefore, portance since new Service to the operation the engine staff chapters of this letters could of the plant, file them to supplement instruction book be of great we recommend 701.01 Special Dangers: Warning Cleanliness im- that the relevant 701.01 Fire 701.01 701.01 Order/Tidiness 701.01 Spares 701.01 lighting 701.02 low Temperatures - Freezing Check and Maintain 701.02 Entering the Crankcase Turning Gear 701.02 701.02 Slow-turning Feeling over 701.02 701.02 701.02 DATA Guidance Alarm limits and Measuring Values Adjustment Sheet 701.03 - 701.09 701.11 701.01-26 SAfETY PRECAUTIONS GENERAl Correct operation and maintenance, which is the aim of this book, are crucial points for obtaining optimum aafety in the engine room The general measures mentioned here should therefore be routine practice for the entire engine room ataff Special Dangers: Warning fire The opening of cocks may cause discharge of hot liquida or gases Do not weld or use nsked lights in the engine room, until it has been ascertained that no explosive gases, vapour or liquids are present The dismsntling of parts may cause the release of springs If the crankcase is opened before the engine is cold, welding and the use of naked flames will involve the risk of explosions and fire The same applies to inspect ion of oil tanks and of the spaces below the floor Attention is furthermore drawn to the danger of fire when using paint and solvents having a low flash point Porous insulating material, soaked with oil from leakages, is eas ily inflsmmable and should be renewed See also: "Fire in scsvenge air box" and "Ignition in Crankcase", Chapter 704 When testing fuel valves, not touch the spray holes, as the jets may pierce the skin Think out beforehand which way liquids, gases or flames will move, snd keep clear Cleanliness The engine room should be kept clean both above and below the floor plstes If there is a risk of grit or sand blowing into the engine roan, when the ship is in port, the ventilstion should be stopped and vent ilating ducts, skylights and engine room doors closed If the engine has to run under such conditions during port stay, the air must be supplied from the cleanest possible place Order/Tidiness Hand tools should be placed on easily accessible tool psnels Special tools should be fastened in the engine room, close to the area of application No major objects must be left unfastened, and the floor and passages should be kept clear Welding, or other work which causes spreading of grit and/or swarf, must not be carried out near the engine unless it is closed or protected, and the turbocharger air intake filters covered • The exterior of the engine should be kept clean, and the paintwork maintained, so that leakages can be easily detected Spares Large spare parts should, as far as possible, be placed near the area of application, well secured, and accessible by crane • All spares should be protected against corrosion and mechanical damage The stock should be checked at intervals and replenished in good time 701.02-26 Lighting feeling Ample working light should be permanent! y installed at appropriate places in the engine room, and portable working light ahould be obtainable everywhere Special lamps should be available for insertion through the scavenge ports low Te.peratures Whenever repai rs or al terat ions have been made to moving parts, bearings, etc., apply the "feel-over sequence" until satisfied that there is no undue heating (friction, oil-mist formation, blow-by, failure of cooling water or lubricating oil systems, etc.) • - freezing feel over after 10-15 minutes' running, again after hour's running, and finally short! y after the engine has reached full load See Chapter 703: "Checks during Starting and Running" If there is a risk of freezing, then all engines, pumps, coolers, and pipe systems should be emptied of cool ing water Check and Maintain Measuring equipment, filter elements, and lubricating oil condition Entering Oller the Ct'ankcase Check beforehand that the starting air supply to the engine and the startinq air distributor, is shut off -Al-w-a-ysensure that the turning gear is engaqedj even at the quay, the wake from other ships may turn the propeller and thus the engine Tut'ning Geat' Before engaging the turmng qear, check that the starting air supply is shut off , and that the indicator cocks are open When the turning gear is engaged, check that the indicator lamp "Turning gear in" has switched on Slow-turning If the engine has been stopped for more than 30 minutes, slow-turning should always be effected, just before st arting (See page 703.02, Slow- Turning) CHAPTER 702 CHECKS DURING STANDSTIll PERIODS CONTENTS PAGE GENERAL 1.1 laid-up Vessels 702.01 A REGUlAR CHECKS DURIM; NORMAL SERVICE (before repairs) A1 Oil Flow 702.01 A2 Oil Pan, and Bearing Clearances A3 Filters 702.02 A4 Scavenge Port Inspection A5 Crankshaft 702.02 A6 Circulating 011 Samples A7 Turbochargers 702.02 702.02 702.01 702.02 B CHECKS DURING REPAIRS B1 Bolts, Studs and Nuts B2 Chain Casing 702.02 702.02 B3 leakages and Drains 702.02 702.03 B4 PneumatIc Valves in Control Air System B5 Boltom Tank 702.03 C CHECKS AFTER REPAIRS C1 Flushing 702.03 C2 Piston Rods D Turning 702.03 C4 Turbochargers 702.03 702.03 C5 Cylinder Lubricators C6 Manoeuvring Gear C7 Au Coolers 702.03 102.03 702.03 17 702.01 26 7D2.02-2hA CHECKS DURING STNI)STlll PERIWS GENERAl The present chapter describes how to check up on the condition of the engine while it is stationary 1.1 laid-up A REGUlAR SERVICE The work should be sdapted to the sailing schedule of the ship, such that it can be carried out st suitable intervals - for instance, as suggested in Vol 11 "CHECKING AND MAINTENANCE PROGRAMME" ClEeKS DURING NORMAl (before repaira) While the circulating oil pump is still running and the oil is warm, open up the crankcsse snd check that the oil is flowing freely from all crosshead, crankpin and main bearings The oil jets from the drain grooves in the crosshead bear ings should be of uniform thickness and direction Deviations may be a sign of "squeezed bearing-metal" or clogged-up grooves The checks mentioned below follow a sequence which is suited to a forthcoming period of major repairs Mike a corresponding thrust bearing check of the Check AJ: filtera Open up all filters, (also automat ic t.hat the wire filters) , to check gauze and/or other filtering material is intact, and that no foreign bodies indicate a are found, WhICh could failure elsewhere Check A1: Oil flow The maintenance int.ervals stat.ed therein are normal for sound machinery If, however, a period of operationsl disturbances occurs, or if the condition is unknown due to repairs or alterations, the relevant Inspections should be repeated more frequently A1-A7 Ve_la During the lay-up period (and slso when laying-up the vessel), we recommend that our apecial inst ructions, for preservation of main engine, are followed Since the engine-room staff should always be well informed regarding the operational condition, it is recommended that the results of the inspections are recorded in writing A Checks crankpln and maln Check crosshead, clearances wIth a feeler bearing gauge, and nole down lhe values Check also that oil is flowing freely from bearings and spray pipes in the chain drive should be made regularly during normal service, i.e before t.he repairs By means of the sight glasses at the piston cooling oil outlets, check that the oil is passing through t.he pist.ons should durIng Check also the thrust camshaft lubrication Check A4: Scavenge Port Inspection Remove any coke and sludge from the acavenge air ports and boxes Inspect of the plst.on nngs, the condilion cyllnder liners, pistons, and pist on rods, as detailed in Chapter 707 conditions Note down the lubrIcating rings etc , and whether the piston are intact and free in their grooves the cooling Our ing this inspectlon water a~d coollng oil should be circulating through the engIne so that possIble leakages can be discovered (In case of prolonged port calls similar, the precautions mentioned point C2 should be followed) or in Check AS: Crankshaft B Checks C Checks B1-BS C1-C7 be made the repairs should be made _a_f_t_e_r the repairs bearing and NO: After a major overhaul of pistons, bearings, etc , this check should be repeated before starting the engine If repair or alignment of bearings, crankshaft , camshaft or pistons has been carried out, checks A1, A2 and A6 should be repeated measurements should be Deflection taken whIle the ship IS afloat (i e nol while in dry dock) of main See Chapter: 708 "Alignment bearings" Check Check Al: Oil Pan, and Bearing Clearances Checks to be made just before st.artlng the engine are mentioned in Chapter 703 After stopping the circulating oil pump, check the bottom of the oil pan for fragments of babbi tt from the bear ings 18 A6: Circulating Oil Samples Check A7: Turbocharger Unscrew the draIn plug, or open lhe cocks, at the bottom of the turbocharger housIngs This prevent.s lhe possible accumulation of rain water, which could cause corrosion in the gas ducts, and partial wash-off of soot deposits, which again may result in unbalance of t.he turbocharger rotors Open inspectlon covers (if fitted) on the turbine side of the chargers, and check for deposits on the turbine wheel - - - Based upon the results AT-A7, it is determined maintenance work (other scheduled) is necessary B CHEeKS DURING Check B1: Bolts, of checks if extra than that REPAIRS Studs and Nuts and nuts ln the All bolts, studs chain casIng and their crankcase, locking devIces should be checked The same applies to the staybolt bracing screws (where used) , and to the holdIng-down bo lt s In the bedthat p Iat e It is checked beforehand side and end chocks are properly pos itioned Check B2: Chain Casing and rubberChains, wheels, bearings bonded guide bars should be inspectchecked ed, and the chain tensions and adjusted Take an oil sample and send it to a laboratory fGr analysis and comments (See Chap! er 708 "Maintenance of the circulatlng oil") Check BJ: leakages and Drains Any water or oil leakage! are remeDrain and vent pipes are died cleaned of posslble blokages by blowlng-through 19 708.16-26B 708.17-26B MAINTENANCE Of THE CIRCULATING OIL After remedying a cooling oil failure, it muat be checked (with the circulating oil pump running) that the cooling il connections in the crankcase not leak, and that the outlets from the crosshead, crankpin and main bearings, and from the piston cooling are in order 3.2 Lubricating Oil failure If the lube oil pressure falls below the minimum pressure stated in Chapter 701, or the oil mist detector gives an alarm, immediately reduce the speed to SLOW, and request the bridge for permission to stop the engine Find and remedy the cause pressure drop or alarm of the OIL SYSTEM CLEANLINESS In addition, particles may also appear in the circulating oil coolers, and therefore we recommend that these are also thoroughly cleaned In a new oil system, as well as in a system which has been drained owing to repair or oil change, the utmost care must be taken to avoid the ingress and presence of abrasive particles, because filters and centrifuges will only remove these slowly, and some are therefore bound to find their way into bearings etc 2.2 Flushing Procedure For this reason - prior to filling-up the system - meticulous cleaning of pipes, coolers and bottom tank is strongly recommended CLEANING THE CIRCULATING OIL SYSTEM Before starting the engine again, check for traces of melted white metal in the crankcase and oil pan (see also Checks A1 and A2, Chapter 702) • Feel over 15-30 minutes after starting, again one hour later, and finally also after reaching full load (see also "Checks during starting and running" Check "Feel-over sequence", Chapter 703) The recommendations below are based on our experience, and laid out in order to give yards and operators the best possible advice regarding the avoidance of mishaps to a new engine, or after a major repair The procedures described follow our special instruction which is normally available to shipyards 2.1 Cleaning before filling-up In order to reduce the risk of bearing damage, the normal careful manual cleaning of the crankcase, oil pan, pipes and bottom tank, is naturally very important However, it is equally important that the system pipes and components, between the filter(s) and the bearin-q-s-, are also carefully cleaned for removal of "welding spray" and oxide scales If the pipes have been sand blasted, and thereafter thoroughly cleaned or "acid-washed" , then this ought to be followed by "washing-out" with an alkaline liquid, and immediately afterwards the surf aces should be protected against corrosion 162 163 However, experience has shown that both during and after such general cleaning, airborne abrasive particles can still enter the circulating oil system For this reason it is necesflush the whoIe system by sary to continuously circulating the oil while by-passing the engine bearings This is done in orde 1" to remove any remaining abrasive particles, and, before the oil is again led through the bearings, it is important to definitely ascertain that the system and the oil have been cleaned adequately Durin flush in (as well as durin the the preceding manual cleaninq bearings must be effectively protected aqainst the entry of dirt The methods employed to obtain effective particle removal during the oil circulation, for instance vibrations or oil pressure shock, must depend on the actual plant installations, especially upon the filter(s) type and the layout of the bottom tank Cleaning is carried out by pumping the oil through the filter - having a mesh size of 40 ~ (0.040 mm) The bearings are by-passed by: bear ing the main a) Dismantling branch pipes in the crankcase b) Lifting and sec~ring scopic pipes the tele- c) "Blanking off" the inlets for the crosshead and main bearinga 708.18-268 As the circulating oil cannot by-pass the bottom tank, the whole oil content should partake in the flushing During the flushing, it is advantageous if the oil can be heated as close as possible to normal service temperature, and circulated using the full capacity of the pump The preheating can be carried out, for instance, by filling the waterside of the circulating oil cooler (between the valves before and after the cooler) with fresh water and then leading steam into this space During the process the deaerating pipe must be open, and the amount of steam held at such a level that the pressure in the cooler is kept low In order to keep a running check on the increasing cleanliness of the oil during flushing, "control bags" are used (about 200 mm wide by 500 mm long and made from 0.050 mm filter gauze) To ensure cleanliness of the oil system after the filter, one bag is placed over an oil pipe outlet inside the engine, preferably on one of the telescopic pipes To ensure cleanliness of the oil itsel f, another bag is fed with circulating oil from a connection stub on the underside of a horizontal part of the main pipe between circulating oil pump and main filter This bag should be fitted to the end of a 25 mmplastic hose and in the crankcase At intervals of approx two hours, the bags are examined for retained particles, whereafter they are cleaned and suspended again, without disturbing the oil circulation in the main system The employment of the "control bags" ensures that the oil volume attains the necessary purity, and thereby that a possible failure of the circulating oil filters does not cause damage to the bearings 164 The oil flow through the "control bags" should be sufficient to ensure that they are continuously kept halffilled with oil The correct flow is obt ained by restr ict ions on the bag supply pipes On condition that the il has been ci rculated with the full capacity of the main pump, the oil and system cleanliness is judged sufficient when, in two hours , no solid particles have been collected In order to improve the cleanliness, it is recommended that the circulating oil centrifuges are in operation during the flushing procedure The centrifuge preheaters ought to be used to keep the il heated to the proper level Note: If the centrifuges are used without the circulating oil pumps running, then they will only draw relatively clean oil, because, on account of low oil velocity, the particles will be able to settle at di fferent places within the system As a large amount of foreign particles and dirt will normally settle in the bot tom tank during and after the flushing (low flow veloci ty), it is recommended that the oil in the bottom tank is pumped to a separate tank, and then the bottom tank is again cleaned manually If this bot tom tank cleaning is not carried out, blocking up of the filters can frequently occur during the first service period, because settled particles can be dispersed again: a) due to the oil temperature being higher than that during flushing, b) due to vibrations, and ship ments in heavy seas move- 708.22-268 708.23-268 - 4.3 Signs of Deterioration tend to form tin-oxide on t1ite metal (see "Crosshead 8earings") 4.5 D1eck on Oil Condition If oxidation becomes grave, prompt action is necessary because the final stages of deterioration can develop and accelerate very quickly, i.e within one or two weeks In addition fresh water contamination can enhance the conditions for bacterialogical attack As descr ibed in the foregoing subSections 4.3 and 4.4, the on board surveillance of oil condition involves keeping a check on: Even if this seldom happens, it is prudent to be acquainted with the following signs of deterioration, which may occur singly or in combinations For alkaline oils, a minor increase in the fresh water content is not immediately detrimental, as long as the engine is running, aIthough it should, as quickly as possib Ie, be reduced again to below 0.2% water content - - The sludge precipitation centrifuge multiplies in the - The smell of the oil becomes bad (acrid or pungent) - Machined surfaces in crankcase become coffee-brown (thin layer of lacquer) • - Paint in cr ankcase peels off, or blisters - Excessive carbon deposits (coke) are formed in piston cooling chambers In serious cases of oil deterioration, the system should be cleaned and flushed thoroughly, before fresh oil is filled into it - alterations in separated sludge amount appearance and smell of the oil "dew" on sight glasses lacquer format ion on machined surfaces paint peeling and/or blistering "hissing" test carbon deposits in piston crown If the engine is stopped with excess water in the oil, then once every hour, it should be turned a Iittle more than 1/2 revolution (to stop in di fferent pasitions) , while the oil circulation and centrifuging (at preheating temperature) continue to remove the water This is part icularly important in the case of sea water ingress - Water in the oil may be not ed by "dew" formation on the sight glasses, or by a milky appearance of the oil Kits for rapid on-board analyses are available from the oil suppliers However, such kits can anIy be considered as supplementary and should not replace laboratory analyses Its presence can also be ascertained by heating a piece of glass, or a soldering iron, to 200-3000C and immersing it in an oil sample If there is a hissinq sound, water is present In addition to the above, oil samples should be sent ashore for analysis at least every three months The samples should be taken while the engine is running, and froo a test cock on a main pipe through which the oil is circulating 4.4 Water in the Oil Water contamination of the circulatinq oil should always be avoided The presence of salt water, will: water, If a large has entered profitable water frem quantity of (sea) water the oil system, it may be to suck up sedimented the bottom of the tank especially Taste the water for salt - accelerate oil oxidation (tend to form organic and inorganic acids) - tend to corrode machined surfaces and thereby increase the roughness of bearing journals and piston rods, etc (see e.g "Crosshead Bearings" in this Chapter) In extreme cases it may be necessary to remove the oil/water mixture, and clean and/or flush the system, before filling up again with the cleaned oil, or the new oil 168 169 708.25-268 The assessment of oil condit ion can seldom be based on the value of a single parameter, i.e it is usually important, and necessary, to base the evaluation on the overall anal ysis speci fication For quali fied advice, we recommend consultation with the oil company or engine builder CLEANING Of DRAIN OIL FROM PISTON ROO STUFFING BOXES Plate 70807 The oil which is drained off from the piston rod stuffing boxes is mainly circulating oil with an admixture of partly-used cylinder oil and, as from the such, it cont ains sludge scavenge air space this oil can be re-used In general, if thoroughly cleaned Plate 70807 shows our standard ing installations Finally, the centrifuged oil, in tank No.2, should be filtered a number of the cellulose fine through times at a temperature of 60-800C filter, This will remove any very fine soot and oxidation products not taken out and thus make by the centrifuging, the oil suitable for returning to the circulating system oil is Provided that the circulating an alkaline detergent type, it is not to anal yse each charge of necessary it is recleaned drain oil before turned to the system • Regular sampof the circulating Ii ng and analysis oil and drain oil will be sufficient oil is If, however, the circulating all the cleaned drain not alkaline, oil should be checked for acidi ty, for instance by means of an analysis it is returned to the before kit, system ac id number" (TAN) should The "total not exceed clean- I f the TAN exceeds 2, the particular charge of drain oil should be disposed of The drain oil is collected in tank No.1 When the tank is nearly full, via the centhe oil is transferred, trifuge, to tank No.2, via the cenand thereafter recirculated trifuge, a number of times box the stuffing When centrifuging the flow-rate should be drain oil, decreased to about 50r of what is normally used for the circulating temperature oil, and the preheating to about 900C This is beraised cause, in general, the drain oil is a little more viscous than the circuand also because part of lating oil, the contamination products consist of oxidized cylinder oil, with a specific gravity which does not differ much from that of the circulating oil itself • Water-washing should only be csrriad out if recommended by the oil supplier 171 702.02-2/'A Check crosshead, crankpln and maIn bearIng clearances with a feeler gauge, and nole down the values Make a corresponding thrust bearing Check check of Check A7: Turbocharger Unscrew lhe draIn plug, or open lhe cocks, at the bottom of the turbocharger housIngs the This prevents the possible accumulation of rain water, which could cause corrosion in the gss ducts, and partial wash-off of soot deposits, which again may resul t in unbalance of the turbocharger rotors AJ: filters Open up all filters, (also automat ic filters) , to check that the wire gauze and/or other filtering material is intact, and that no foreign bodies are found, which could indicate a failure elsewhere Check A4: Scavenge Port Open inspection covers (if filted) on the turbine side of the chargers, and check for deposits on the turbine whee Inspection Remove any coke and sludge from the scavenge air ports and boxes Inspect the condition of the plst.on rings, cylInder liners, pistons, and pist on rods, as detailed in Chapter 707 - - - Based upon the results A1-A7, it is determined maintenance work (other scheduled) is necessary Note down the lubricating conditions etc , and whether the piston rings are intact and free in their grooves B CHEDCS DurIng this inspection the cooling water a,-,dcooling oil should be circulating through the engIne so that possIble leakages can be discovered (In case of prolonged pori calls similar, the precautIons mentioned point C2 should be followed) Check Check B1: Bolts, or in Studs and Nuts The same applies to the staybolt bracing screws (where used) , and to the holding-down bolts In the bedp Iat e It is checked beforehand that side and end chocks are properly positioned A5: Crankshaft A6: Circulating REPAIRS All bolts, studs and nuts in the crankcase, chaIn casing and t.heir locking devices should be checked Deflect ion measurements should be taken whIle the ship is afloat (i e not while in dry dock) See Chapter: 708 "Alignment of main bearIngs" Check DURING of checks if extra than that Check B2: Chain Casing Chains, wheels, bearings and rubberbonded guide bars should be inspected, and the chain tensions checked and adjust.ed Oil Samples Take an il sampl e and send it t.o a laboratory fcr analysis and comment.s (See Chap! er 708 "Maintenance of the circulatIng oil") Check BJ: Leakages snd Drains Any water or oil 'leakages are remedIed DraIn and vent pipes are cleaned of possIble hlokages by blowIng-through 19 702.03-26 Check 84: PneUiatic Valves in the Control Air Syst_ The filters Check CJ: Turning After restoring normal oil circulation, the movability of the engine is checked, by turning it one or more revolutions using the turning gear should be cleaned Check 85: Bott~ Tank If not done within the previous year, the oil should be pumped out of the bottom tank and the sludge removed After brushing the tsnk remove rust snd scale), cleaned snd the ceiling clesn oil ceiling (to the tsnk is coat.ed with If repsir or alignment of bearings, crsnkshaft, camshaft or pistons has been carried out, checks A1, A2 and A6 should be repeated Check C1: flushing If during repairs (involving openingup of the engine or circulat.ing oil system) sand or other impurities could have entered t.he engine, t.he oil should be circulated while bypassing the bearings This "flushing" is continued until all dirt is removed, and should be carried out as described in Chapter 708 Rods If the engine is to be out of service for a prolonged period, or under adverse temperature and moisture conditions, the piston rods should be coated with clean oil, and the engine turned while the circulating oil pump is running This should be repeated regularly order to prevent corrosion at.tack piston rods and crankcase surfaces Check C4: Turbochargers The drain plugs are replaced, (or cocks closed) and the inspection covers re-fitted C CHECKSAfTERREPAIRS Check C2: Piston As regards the pneumatic exhaust val ves, ensure that the air supply is connect.ed and activate the air piston _b_ef_o_r_e the camshaft oil pump is started (See also Chapter 703) Check C5: Cylinder lubricators Operate the "button pumps" until the cylinder oil is known for certain to be flow1ng from all the cylinder liner lubricat.ing orifices The flow will be indicat.ed by movement of the steel balls in the sight-tubes Check t.hat all pipe valves are tight connections and Check C6: Manoeuvring Gear Lubricat.e nections all bearings and rod con- Disconnect the pneumatic, hydraulic or electric servo-act.uators, and move t.he rod connect.ions by hand to check that t.he friction in the bearings is sufficiently low Check the actuators oil level in the servo- Check C7: Air Coolers With the seawat.er cooling pump running, check if water can be seen t.hrough the dra1n system sight glass or at t.he small drain pipe from the water mist catcher in on Depending on the duration of the period, dismantling of the stuff1ng boxes should be considered in order to avoid corrosion from moisture in the ring zones If water 1S found, the cooler element is probably leaking In that case the element should be changed or repai red 20 ClMPTER 709 709.01-26 WATER COOLING SYSTEMS ~NERAL CONTENTS WATER aILING WATER COOliNG SYSTEJIS _PA_G_E Pipe aystems vary considerably from plant to plant The following sch8lllaticpipe diagrams are included here, for guidance, to illuatrate the easential principlea of the circuit a and their correlation SYSTEJIS GEI£RAL 709.01 SEAWATER COOLING SYSTEM FRESHWATER COOLING SYSTEM 709.01 709.01 CENTRAL COOLING SYSTEM 4.1 Alternative Syatem 709•02 709.02 FRESHWATER COOLING FAILURE 709•02 COOLING WATER TREATMENT GENERAL CLEANING THE WATER SYSTEM 709.03 709.03 COOLING WATER AND INHIBITORS 3.1 Raw Water 709.04 709.04 3.2 Corrosion Inhibitors 709.04 709.04 CHECKING THE SYSTEM AND WATER, DURING SERVICE CLEANING AND INHIBITING PROCEDURE 5.1 Degressing 5.2 Descsling with Acid Solution 5.3 Adding the Inhibitor 5.4 Nitrite-borate Corrosion Inhibitors 709.05 709.05 709.06 709.06 709.07 For • -cHic plant, the correct clltaila at the piping diagr_ eupplied by the Ihipyard be fCUld in SEAWATER COOLING SYSTEM FRESHWATER OOOlING SYSTEM Plate 70901 Plates 70902, 70905 Sea water is drawn up through the aea connection (1) by the seawater pump (2) From the pump, the water flows through the circulating oil cooler, whereafter it is led direct to the main engine air cooler The freah cooling water is circulated through the cooler and the main engine cylindera by freshwater pump (1) The thermostatically controlled regulating valve (2), at the outlet from the cooler, mixes cooled and Incooled fresh water in such proportions that the temperature of the outlet water from the main engine is maintained at BOoC The sea water continues then after passing air cooler and freshwater cooler to the thermostatically controlled 3-way regulating valve (3) at the seawater overboard valve (5) Regulating valve (2) is controlled by the sensor (J) which is located in the cooling water outlet of the main engine Regulating valve (3) is controlled by the sensor (4) which is located in the seawater inlet pipe to the circulating oil cooler The thermostat is adjusted so that the minimum water temperature at the pump inlet is 100C (see also "Engine Data", Chapter 701) To prevent air accumulation in the cooling water system, a de-aerating tank (4) (cyclone tank) has been inserted in the outlet piping The expansion tank (5) takes up the difference in the water volume at changes of temperature If the seawater inlet temperature drops below the set level, then regulating valve (J) opens for the return flow to the seawater pump suction piping In order to avoid increased cylinder wear it is important to maintain the cooling water outlet temperature at BOoC _PL_A_TE_S A lower temperature may cauaa condensation of aulphuric acid on the cylinder walls Seawater Cooling System 70901 Freshwater Cooling System Central Cooling System 70902 70903 Central Cooling System (alternative system) Preheating of Fresh Cooling Water 70904 (and starting with cold engine) 70905 NB For details regarding: 1) Cooling water preheating during stsndetill pariode 2) Prehesting of cold engine 3) Sterting with cold engine See plate 70905 178 179 709.02-26 709.03-26 COILING CENTRAL DJOlllli Plate SYSTEM 70903 This is a aystem employing a single, common (central) r.w cooler, (cooled by means of sea water) - in combi nstion with two sepsrste secondary r W.cooling systems low snd high temperature - After 15 minutes, open the valves a little so that the water can rise slowly in the cooling jackets Check the filling at the venting cocks c) In the high-temperature system, the freshwater pump (5) circulates the cooling water through the main engine jackets The cooling water outlet temperature from the main engine is maintained at BOoC by means of a thermostatically controlled mixing valve (6) , which mixes the cooling water from the low- and high-temperature systems Plate lt is strongly recommended to carry out effective corrosion protection of the freshwater cooling system Stop the engine and, after closing the outlet valve on the overheated cylinder, leave it to cool This avoids extra shock heat stresses arising in the cylinder liner, cylinder cover and exhaust valve housing, if the water should ret urn too suddenl y b) In the low-temperature r.w sy_s_t_em_, the freshwater pump (3) passes the cooling water from the circulating oil cooler, and air cooler, to the (central) r.w cooler The temperature in the system is monitored by the thermostatically controlled regulating valve (4) The regulating valve is adjusted so that the temperature at inlet to the air cooler, and the lub oil cooler, is above 100C 4.1 Alternative GENERAl If the cooling water temperature (for a single cylinder or for the entire engine) rises to 90-1000C, check, by opening the test cocks on the cylinder outlets, whether steam formation has occurred If this is the case, then the cooling space is not completely filled with water, which resul t s in local overheating, and hence the steam s) rrom the sea connection, the seawater is drawn up by the seawater pump (1) and after flowing through the (central) r.w cooler (z) it is led overboard again system 70904 An alternative arrangement employs a central cooler for the low temperature system and an addi tional freshwater cooler for the high-temperature system WATER TR£ATI£NT FRESHWATER COOLING fAILURE Carry out scavenge port inspections (see "CYLINDER co NOI TION", Chapter 707) to ensure that no internal leakage has occurred Remember: Slow turning with open indicator cocks at the following starting-up This risk ting is done in order to reduce the of service difficulties onglnafrom the cooling water, such as: - corrosion, with tion of fatigue components, - consequent reducstrength of engine the formation of deposits, can result in insufficient transfer which heat We recommend that the water treatment is carried out according to the following: The cleaning should comprise degreasing to remove oil sludge, and thereafter descaling with acid, to remove rust and lime deposits Special ready-mixed cleaning agents can be obtained from companies specializing in cooling water treatment (See list at the end of this Chapter) These companies offer treatment, assistance and control in all major ports We point out that the directions given by the supplier should always be closely followed It is of particular importance to thoroughly flush the system after cleaning Cleaning agents emulsified in water, as well as slightly alkaline cleaning agents, can be used for the degreasing process Ready-mixed cleaning agents which involve the risk of fire must obviously not be used a Clean the cooling water system b rill up with deionized or distilled water (for example from the freshwater generator) ~ Add the corrosion inhibitor (only nitrite-borate based inhibitors are recommended) d Carry out regular checks of the cooling water system and the condition of the cooling water ror descaling with acid, products based on amino-suI phonic acid, citric acid, and tartaric acid are especially recommendable These acids are usually obtainable as solid substances, which are easily soluble in water, and not emit poisonous vapours Qbservance of these precautions, and correct venting of the system, will reduce service difficulties to a mlnimum The cleaning agents should not be directly admixed, but should be diasolved in water and then added to the cooling water system lis regards practical details of the cleaning and inhibiting procedure see separate Section in this Chapter Normally, cleaning can be executed without any dismantling of the engine We point out that, to achieve the best posa ib Ie reault, the water admixture should be circulated in the engine cooling ayatem ClEANINGTHEMATERSYSTEM In this case the high-temperature system is completely separate from the low-temperature system and is as shown on Plate 70902 (see section above) • 180 Since cleani ng can cauae leaka t.o become apparent (in poor Iy assembled jointa or partly adefectlve qasketa), inapect ion shoul d be carl' i ed out during the cleanirG process Ihe acid content of the circulating oil should alao be checked immediately after deacaling wIth acid, and 24 hours 1at er 'Jefore starting the inhibition process, any existing deposits of lime, rust, or i sl udge, must be removed 'his is important in order to ensure uniform inhibItor protection of the surface and to improve the heat transfer 181 709.04-26 709.05-26 COlLI"; "'1ER Nf) IMtIBl10RS 3.2 Corrosion lrttibitora In order to prevent ruat formation on the cleaned aurfacea, the filling-up with cooling water, and tha addition of inhibitor, should be carried out immediately after the cleaning Varioua typea of inhibitors are available, but generslly, only nitrite-borate baaed inhibitora are recommended A number of product a marketed by major companies are apeci fied in the table, section ~.4, at the end of thia Chapter The neceaaary doaagea and admixing procedures are also mentioned, and we recommend that theae directiona are atr ict!y obaerved 3.1•••• "ar The formation of lime atone, on cylinder linera and in cylinder covera, will impair the heat transfer, which will result in unacceptably high temperaturea in the material Therefore, it is recommended that deionized or diatilled water (for example produced in the freahwater generator) ia used as cooling water However, on account of its lack of hardness, this water will be relatively corrosive, and a corrosion inhibitor should thus always be added If deionized or distilled water cannot be obtained, normal drinking water can be used If so, the total hardness of the water must not exceed 90dH (German hardness degrees) • Furthermore, it should be ensured that the pH value of the water lies between ~-B at 20ce The chloride, chlorine, sulphate, and silicate contents are also to be checked and should not exceed the following values: Chloride Chlorine Sulphate Silicate ~O ppm 10 100 1~0 - (~O mg/litre) (10 mg/litre) (100 mg/litre) (150 mg/litre) The re should be no sulphide or BI1monia content It should be noted that softening of the water does not reduce its sulphate and chloride contents Rain water must not be used, as it may be heavily contaminated Cooling water treatment using inhibiting oils ia not recommended, as auch treatment involves the riak of oily films being formed on heat transmitting surfaces Chromate inhibitors must not be used in plants connected to a freshwater generator Cooling water which has evaporated, should be replaced with non-inhibited water, whereas leakage losses must be replaced with inhibited water creaaed by adding inhibitor; however, if large quantitiea are neceasary, tha water should be changed The condition of the cooling water is to be checked regularly, if possible once a week For this purpose the inhibitor manufacturers normally supply simple test kits The wster sBl1ple is to be tsken from the circulatinq system, snd not from the expansion tsnk or the pipe lesding to it ClEANIN; AN> IMtIBITlN; PROCEDURE The inhibitor concentration, the pH value, and the chloride concentration should be determined The pH value should be 7-10 measured at 200C The chloride concentration should normally not exceed 50 ppm (50 mg/litre) • After overhauling, e.g of individual cylinders, a new portion of inhibitor should be added immedi ately after completing the job The concentration of inhibitor must under no circumstances be allowed to fall below that recommended by the producer, as this will increase the risk of corrosion CHECKltG 11£ SYSTEM Nf) HER OUUN; SERVICE A clear record should be kept of all Ittestll results, so that the condition and trend of the system can be closely'followed If the cooling water becomes contaminated during service, sludge or deposits may form The condition of the cooling water system should therefore be regul arIy checked, especially if deionized or distil led water has not been used If deposits are found in the cooling spaces, these spaces or, if necessary, the entire system, should be cleaned Experience galvanized 182 water cooling aystem are often very which ausceptible to corroaion, results in heavy sludge formation, even if the cooling water is correctly inhibited In addition, the initial deacaling with acid will, to a great axtent , remove any galvanized coating Therefore, generally, we adviss against the use of galvanized piping in the freshwater cooling system has shown coat ings in that zinc the fresh- An increase in the chlor ide content of the cooling water may be indicative of salt water ingress Such leakages are to be traced and repaired at the first opportunity A chloride content higher than 50 ppm may, in exceptional cases, be tolerated, but the upper limit specified by the inhibitor supplier must never be exceeded • A decrease in the pH value, or sn increase of the sulphate content, may indicate exhaust gas cont amination (leakage) • The pH value can be in- 183 Every third month a cooling water aample ahould be aent aahore for laboratory analysis, in particular to ascertain the contents of inhibitor, sulphate, and iron, as well aa the total salinity of the water During the cleaning procedure the engine must not be running, as this may involve the risk of overhesting when draining 5.1 Degreasing Use clean tap water for fi11ing-up • The cooling water in the system can be used, if it does not contain inhibitors Heat the water to 600C and circulate it continuously Drain to lowest water level in the expansion tsnk sight glass Add the amount of degreasing chemicsl specified by the supplier, preferably at the suction side of the running freshwater pump Drain again to lowest wster level in the expansion tank if more chemical is necessary Circulate the cleaning agents for the period specified by the supplier Check, and repsir any leaka In order to fluah out any oil or gresae from the expanaion tank, drsin the syatem completely, snd fill up again with clean tap wster • Circulate the water and drain again for two hours 709.06-26 5.2 Deecaling with Acid Solution The eolubility of Beids in water is often lilllited.Therefore, in exceptional ceses, descsling csn be cerried out in two stagss, with a , solution of scid compound and clean water Norlllally the supplier will specify the aximulllsolubility • HB: Be csreful - use protective spectscles snd gloves Fill up with clean tap water and heat to 70-750(; .Dissolve the necessary dossge of acid compound in a clean iron drum half filled with hot water After completing the descsling, drain the system and flush with water While stirring vigorously, slowly add the Beid compound, and then fill the drum up completely with hot water, while continuing to stir (e.g using s steam hose) Acid residues can be neutralized with clean tap water containing 10 kg sods per ton of wster Circulate the mixture for 30 minutes, then drain and flush the Bystem Continue to flush until the water is neutral (pH approx 7) For engines which hsve been trested before the trisl trip, the lowest concentration recommended by the supplier will normally be sufficient The acid content of the Bystem oil should be checked directly after the descaling, and &gain 24 hours later For untreated engines, a higher concent ration - depending on the condition of the cooling system will normally be necessary 5.3 Adding the Inhibitor - Fill up, with water produced by the evaporstor, to the lowest level in the expansion tank Drain some water from the system and add the acid solution, via the expansion tsnk Weigh out the quant ity of inhibitors specified by the supplier and, using a clean iron drum, dissolve the inh-i-b-i-t-o r in hot wat er from the evaporator Keep the temperature of the water between 70ct and 75ct, and circulate it const ant 1y 1he durat ion of the treatment will depend on the degree of fouling Add the solution via the expansion tank 1hen fill up to normal water level, using water from -t-h-e-e-vaporator Normally, for engines which have been treated before the trial trip, the shortest time recommended by the supp]ier will be sufficient For untreated engines, a longer time must be reckoned with A] low the cooling water to ci rculate for not less than 24 hours to ensure that a stable cooling aurface protection is formed Check every hour, for example with pH-paper, that the acid has not been neutralized A number of descaling preparations contain colour indicators which show the state of the solution If the acid content is exhausted, a new admixture dosage can be added, in which case, the weakest recommended concentration should be used Subsequently, check the cooling water with a test kit (available from the inhibitor aupplier) to ensure that an adequate inhibitor concentration has been obtained 1his should be checked every week 184 ... Crankshaft B Checks C Checks B1 -BS C1-C7 be made the repairs should be made _a_f_t_e_r the repairs bearing and NO: After a major overhaul of pistons, bearings, etc , this check should be repeated before... 704.09 HOW TO PUT TURBOCHARGER (incl OUT OF OPERATION OF THE MAIN AUXILIARY 704.09 BLOWER MOTOR 704.10 of carbon deposits in the alr box can be caused by blow-by, - "slow combustion" in the cylinde... staybolt bracing screws (where used) , and to the holdIng-down bo lt s In the bedthat p Iat e It is checked beforehand side and end chocks are properly pos itioned Check B2 : Chain Casing and rubberChains,