ML20084E201
| ML20084E201 | |
| Person / Time | |
|---|---|
| Site: | Catawba  |
| Issue date: | 04/27/1984 |
| From: | TRANSAMERICA DELAVAL, INC. |
| To: | |
| References | |
| PROC-840427-03, NUDOCS 8405020170 | |
| Download: ML20084E201 (175) | |
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APPROVED DUKE POWER CO.
mm MAY 0 71979 j
- _ an DOCUMENT i
i INSTRUCTION CONTROL DATE l
lO MANUAL u n s 1979 i
DUKE POWER COMPANY Volume i EslGN ENGINEERING C N M 130:.00-237 v M/
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NODEL DSRV-16-4 DIESEL ENGINE-GENERATOR SET I
SERIAL Nos. 75017-2761 l
75018-2762 l
75019-2763 75020-2764 DUKE POWER COMPANY CATAWBA POWER STATION ENGINE AND COMPRESSO3 O
DMSION ELEM SAFETY RHA1B p
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Transamerica Dervit Inc.
TISHSam8FIC8 Engine and Comoressor o, vision DbI g
550 85th Avenue P O Box 0161 3 lllE Oakland. Cahtornia 94621 Engine Data Sheet M.~,
t..ren,or s...s ore.r ~ur e r DUKE POWER COMPANY P.O.
BOX 1339 75017-75020 CHARLOTTE. NC 28201 F or installation Purchase Order Number CATAWBA NUCLEAR STATION C-20660 ENGINE DATA Monet Serial Notst.
DSRV-16-4 75017-2761 75018-2762, 75019-2763 75020-2764 Nu
@ g,ctear h V type s or.on ry M ar.n.
X Dieset Dual F uel Heavy Fuel enhne n
y No. cvi.nners uo e si,o cvoes Totai n.spiacement conteois 16 17 IN.
21 IN.
4 76.266 CU-IN.
RIGHT HAND N M E. P BHP Crank shaf t Flotation
$lartong $ystem CLOCKWISE WHEN VIEWED PILOT AIR, GEAR 225 PSI 9770 a 450 RPM FROM FLYWHEEL END DRIVEN DISTRIB.
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F.r.ng o.oer IL-8R-4L-5R-7L-2R-3L-6R-8L-1R-5L-4H-2L-7R-6L-3R F ues eniec t,on T im ng 22' LEFT BANK, 21' RIGHT BANK BEFORE TOP DEAD CENTER. SET 13.06 IN LEFT BANK, 12.46 IN. RIGHT BANK BTDC ON A 68 IN. DIAMETER FLYWHEEL F oet insection Pump Fla3 et f uel apad
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INTAKE: 0.030 IN.
EXHAUST: 0.030 IN.
FACTORY TEST RESULTS (Averacy Full Load Data)
Item Diesel Dual Fuel EXHAUST TF.MPER ATURE 977* F l
1 AIR MANIFOLD PRESSURE 48.5 IN.-HG AIR MANIFOLD TEMPERATURE 128' F AMBIENT TEMPERATURE 71* F g
B AROMET RIC PRESSURE 29.70 IN.-HG 1.l, NOTE Enh.eust temperatures are tne aver. ope for att cyhordeos durong factory test under LOCAL AMBIENT CONOITIONS g ~
Temper.stures on the forld therefore, rnay exceed th s average temperature. Always onclude seroal numbers when f j' \\
G commumcarong woth DEL A VAL Engone and Compressar Orvosoon concernong engone performance, or wtan orderong spare or rept.ecamentparts.
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Transamenoa
- ""c-Engine and Compressor Division hglgggl 550 85th Avenue P.O. Box 2161
/' ' y Oakland. Califomia 94021 l
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GUARANTEE Unless otherwise specifically stated, all machinery and equipment purchased hereunder is subject to the following warranty: Transamerica Delaval Inc., Engine and Compressor Division (hereinafter called Company) warrants that machinery and equipment manufactured by Company and furnished and delivered to the Purchaser hereunder shall be of the kind and quality described in the Company's specifications, and no other warranty or guaranty except of title is made or shall be implied. If any part of said machinery and equipment thus manufactured by the Company f ails because of defective workmanship or material within one year from the date of starting the engine af ter delivery but not exceeding fifteen months from the date of shipment, the Company will, provided such machinery and equipment has been used for the purpose and in the manner intended and the Company's examination shall disclose to its satis-f action that such parts are defective, replace such defective parts f ree of charge, f.o.b. cars at its warehouse in Oakland, California, but the Company will not be liable for repairs or alterations unless the same are made with its written con-sent or approval. The Company will not be liable for damages or delays caused by such defective material or work-manship, and it is agreed that the Company's liability under all guaranties or warranties, either expiess or implied, is expressly limited to the replacing of parts failing through defective workmanship or material within the times and in the manner aforesaid. Parts claimed to be defective are to be returned to the Company at its option, transportation prepaid. The Company makes no guaranties or warranties whatsoever in respect to products other than that manu-f actured by the Company as they are sold under the regular warranties of the respective manuf acturers, copies of which will be furnished if requested. All warranties and guaranties as to efficiency and capacity are based upon shop tests when operating under specified conditions, but do not apply to any condition varying from the foregoing. The liability of the Company (except as to title) arising out of the supplying of said machinery or equipment or its use,
[sp) whether on warranties or otherwise, shall not in any case exceed the cost of correcting defects in the machinery or equipment as herein provided, and upon the expiration of said warranty, as herein provided, all such liability shall terminate.
PRODUCT IMPROVEMENTS The Company reserves the right, where possible, to include changes in design or material which are improvements.
Also reserved is the right to furnish equipment of design modifications best suited to a particular installation, location, or operating condition, as long as such modification exceeds Purchaser's design specifications. The Company cannot be responsible for including improvements made af ter start of production on Purchaser's equipment.
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n-Form S 991 (R 2) 3/79
Instruction Manual TABLE OF CONTENTS SECTION 1 -INTRODUCTION Purpose 11 Scope of Manual 11 Notes. Cautions and Warnings 11 Customer Assistance 11 Parts Manual 12 Associated Publications Manual 12 General Engine Description 12 SECTION 2 -INSTALLATION General 21 Foundation Drawing 21 Installation Drawing 21 System Schematic Drawings 2-1 Handling and Shipment 21 Foundation 22 Foundation Bolt Assemblies 2-2 Preparation For installation 2-3 Placing Engine Over Foundation 23 o
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1 Mounting Flywheel and Connecting Shaf t 2-5 s
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Grouting 25 Piping Systems 2G Treatment of Piping 26 Jacket Water System 2-7 Cooling Water System 2-8 Fuct Oil System 2-9 Lubricating Oil System 2 10 Flow Principle 2 10 Keep Warm Circuit 2 10 Placing Lubricating Oil System in Service.
210A intake System 2 11 Exhaust System 2 12 Starting Air System 2 13 SECTION 3 - OPERATING PRINCIPLES PART A - GENERAL Working Pnnciple 3-A 1 Intake Stroke 3-A 1 Compression Stroke 3A1 Power Stroke 3-A 1 Exhaust Stroke 3 A.1 PART B - LUBRICATING OIL SYSTEM m
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General 3B1 Pressure Regulating Valve 381 Filters and Strainers 3B2 mvisi re il
Instruction Manual b
SECTION 3 - OPERATING PRINCIPLES (Continued)
PART C - CONTROL SYSTEM General 3C-1 References S C-1 Drawings 3-C 1 3-C 1 Operating Modes Control Options - Remote and Local S C-1 Panel Electrical Control SC2
} C-4 Automatic Safety Shutdown System Local Engine Control Panel
} C-4 SECTION 4 - ENGINE OPERATION General 41 Pre-Start F ocedure 42 Remote Manual Start 42 Local Manual Start 4-3 Start Diesel Signal 4-3 Remote Control Room Emergency 4-3 Normal Stop 4-4 Emergency Stop 44 Starting. Stopping and Oswrating Precautions 4-4 p
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SECTION 5 - MAINTENANCE General El Maintenance Concept El Record Keeping 5-1 Maintenance Schedules E3 Preserving Engine For Shipment or Storage 5-5 Specifications For Protective Materials E5 Preservation Equipment 5-6 Torque Wrench Tightening Procedures and Values 56 Procedure 56 Torque Values 56 Pre-Stressed Studs 56 f'h
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DSRV 76017/7s02o iii
Instruction Manual SECTION 6 - DISASSEMBLY, INSPECTION AND REPAIR PART A - GENERAL Rotation and Cylinder Designation.
GA1 Assembly of Parts
& A-1 Use of Assembly Drawings
&A1 Special Tools SA2 Cleanliness SA2 Torquing 6-A 2 PART B - CYLINDER HEADS AND VALVES Cylinder Head Removal GB1 Inspection GB1 Valves 682 Valve Spring Replacement
&B2 Valve Removal From Cylinder Head 6-B 2 Valve Inspection and Reconditioning GB3 Cylirder Head Installation SB3 PART C - PISTONS AND RODS General 6C1 Connecting Rod Bearing Shell Replacement G C-1 Link Rod and Piston Removal GC2 Piston and Master Rod Remesal.
GC3 Removal of a Seized Stud
& C-4
,r -s Disassembly GC5
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Inspection 6C5 (ps' Piston Ring Replacement S C-6 Piston Ring Gap and Side Clearances GC7 Piston Pin Bushing Replacement G C-7 Link Pin Bushing Replacement 6-C-7 Piston and Red Assembly.
6-C-B Piston and Master Rod Installation.
GC9 Piston and Link Rod Installation 6-C 10 Cylinder Liners GC 10 Liner Removal GC 10 Liner installation GC 10 PART D - CRANKSHAFT AND BEARINGS Main Bearings GD1 Bearing Cap Removal 6-D 1 Bearing Shell Replacement GD2 Bearing Cap installation G D-2 Crankshaft Alignment and Thrust Clearance.
6D4 Checking Thrust Clearance 6-D 4 Crankshaf t Web Deflection GD5 Deflection Standards GD5 Corrective Action 6-D 5 PART E - CAMS. CAMSHAFTS AND BEARINGS General 6-E 1 Camshaf t Bearing Rep!acement 6E1 Cam Replacement SE1 Timing Gears GE3 inspec. ion.
G E-4 m
Assembly GE4
- x_ a Camshaft Timing 6-E 5 mv 7e iv
instruction Manual g
v SECTION 6 - DISASSEMBLY, INSPECTION AND REPAIR (Continued)
PART F - FUEL SYSTEM 7
W UNENT..
SF1 Fuel injection Equipment 9o. N.TR. OL DATE.
Fuel injection Nozzles.
....SF1 S F-2 Nozzle Adjustment Fuel injection Pumps 6-F 2 Description of 0peration
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SF3 Malfunctioning Pump
.... GF4 9 UKE POWER.COMPAIU G F-4 Pump Removal QEg.ENGlHEERING g.
GF4 Pump Disassembly S p.S Pump Assembly
.............SF6 Pump installation and Timing PART G - ENGINE CONTROLS Overspeed Trip GG1 Overspeed Trip Adjustment
.............EG2 Governor Drive Element Replamment SG3 Logic Board Trouble Shooting 6-G 4 Checking Logic Elements.
SG4 PART H - ENGINE BALANCING General SH1 Cylinder Balance SH1 Fuel injection Equipment SH1 Engine Out of Tune SH1 Preventive Maintenance S H-2 (T
Trouble Shooting
&H-2 PART 1 - STARTING AIR SYSTEM k'
General 611 Air Supply.
611 Operation 611 Starting Air Valve Removal 612 Valve Disassembly 612 Valve Assembly 61-2 Valve Installation 612 Timing Starting Air Distributor 613 Air Filter inspection 613 Strainers 613 Starting Air Distributor Data 61-6 PART J - COOLING WATER SYSTEMS General
&J-1 Operation....................
&J-1 Treatment of Jacket Water 6-J 1 Water Softeners
&J-2 Cleaning The Jacket Water System
&J-2 Environmental Restrictions 6-J-2 Water Pump 6-J 3 Pump Repair Procedures GJ5 Partial Disassembly of Pump - Procedure "A" 6-J 5 Major Overhaul of Pump - Proadure "B"
&J6 PART K - LUBRICATING OIL SYSTEM Filters and Strainers.
SK1 Lubricating Oil Pump SK2
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n Removing Pump SK2
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Pump Disassembly
&K3 LM Pump Reassembly SK3 1
Oil Pump Gear Carrier Assembly
&K4 Disassembly and Assembly of Gear Carrier Assembly S K-4 e
Instruction Manual vi n
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SECTION 6 - DISASSEMBLY, INSPECTION AND REPAlR (Cont.nued)
PART L-MISCELLANEOUS Manometer.
6 L.1 Measuring Vacuum 6L1 Operation and Maintenance 6L1 Crankcase Pressure
.............EL2 Crankcase Ventilation System
..............GL2 Crankcase Vacuum SL2 SECTION 7 - TROUBLE SHOOTING General.
71 71 Records.
SECTION 8 - APPENDICES Appendix l Torsional Stress and Critical Speeds 82 Appendix 11 Operating Pressures and Temperatures 8-3 Appendix ill -
Table of Clearances.
8-4 Appendix IV -
Torque Values 85 Appendix V -
Timing Diagram 86 Appendix VI -
Lubricating Oil Recommendations 87 Appendix Vil -
Alarms and Safety Shutdowns 88 D
Appendix Vill -
Fuel Oil Specifications 89 d
Appendix IX -
Power Engir.e Factory Test Log.
8 10 DOCUMENT l
CONTROL DATE JAN 211980 DUKE POWER CO.,ANY DESIGN ENGINEERING Osmv 7e017/78030 Vi
Instruction Manual va y
LIST OF ILLUSTRATIONS r
i Fig. No.
Title Page M
Cross Section, Tyoical Model RV Diesel Engine.
13 21 Sucpester Foundation Bolt Template.
22 22 Ciankshaf t Alignment Record, Form D.1063 24 23 Flywheel Mounting 25 3A1 Diagram ot Working Principle 3A1 381 Oil Pressure Regulating Valve 381 GA1 Engine Rotation and Cylinder Designation 6A1 GB1 Cylinder Head Lif ting Fixture 601 GD2 Valve Spring Removal Tool GB2 GB3 Removing Valve Keepers GB-2 GB4 Tightening Sequence For Cylinder Head Stud Nuts 6B3 GC1 Pistoni and Connecting Rods GC1 6C2 Bearing Replacement Tool Arrangement
.......GC1 GC3 Tools installed For Removing Piston and Link Rod GC2 GC4 Lifting Piston and Link Rod From Cylinder Liner GC3 GC5 Toolt installed For Piston and Master Rod Removal 6C3 6C6 Lifting Master Rod and Piston From Cylinder Liner GC4 GC.)
Piston Assembly GC5 GC8 Pistori and Rod installation GC9 o'
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GC9 Lmer Sealing Rings G C 10
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GD1 Main Bearing Cao
..................GD1 GD2 Crankshaft Thrust Rings 601 60'l Pre 5'resser Awmbly GD2 6F1 bectional View of Typica' Norale and Holder Assembly GF2 GT2 Pump PQnpr an,1 Barrel Arrangement GF3 6F3 Effective Stt A =
GF3 6/4 Flywheet Tim.ng Marks GF6 GF5 Purv 0ase To Tapret AdNstment GF6 6G1 Overspeed Tr+ Gevernor GG1 GG2 Governnt Drivw Coupling.
GG3 611 Startinc Air Valve Gl2 GJ1 Water Pump Avernbty GJ3 GJ 2 Water Pump to Crankcas4 Adapter GJ4 6J3 Gear Carrier A:,umbly 6J4 6 t01 Lutricatog Oil Pump and Gear Car ler.\\ssembly 6K1 G r. 2 Lebricating Oil Pump Assembly 6K2 DK3 Gen. f'arrier Assembly 6 K-4
'6 L 1 Manometer With Vacuum Puenp 6L1 C L-2 Readiry Manometer 6L1 O
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Instruction Manual Y
s Record Of Changes VOLUME DATE CHANGE ENTERED ENTERED BY CHANGE NUMBER DATE OF CHANGE I
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Instruction Manual SECTION 1 INTRODUCTION PURPOSE.
I The purpose of this instruction manual is to assist the owner and operating personnel in the operation, maintenance, adjustment and repair of the Transamerica Delaval Inc., Engine and Compressor Division equipment described on the data sheet in the front of the manual. The instructions given herein cover generally the operation and maintenance of g
this equipment. Should any questions arise which is not answered.pecifically by these instructions, they should be referred to Transamerica Delaval for further detailed information and technical assistance.
SCOPE OF MANUAL.
Th s manual cannot possibly cover every situation connected with the operation, adjustment, inspection, test, overhaul and maintenance of the equipment furnished. Every ef fort is made to prepare the text of the manual so that engineering and design data is transformed into the most easily understood wording. Transamerica Delaval,in furnishing this equip-ment, must presume that the operating and maintenance personnel assigned thereto have suf ficient technical knowledge to apply sound safety and operational practices which may not be otherwise covered herein. In applications where Transamerica Delaval furnished equipment is to be integrated with a process or other machinery, these instructions should be thoroughly reviewed to determine the proper integration of the equipment into the overall plant operational procedures.
NOTES, CAUTIONS AND WARNINGS.
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Notes, cautions and warnings, as used in this manual, are intended to convey the f ollowing meanings.
- a. NOTES - Operating procedures, conditions, etc., which it is essential to emphasize or highhght because of their importance to the proper operation of the machinery,
- b. CAUTIONS - Operating procedures, practices, etc., which, if not strictly observed, could result in damage to, or destruction of equipment.
- c. WARNINGS - Operating procedures, practices, etc., which could result in personalinjury or possible loss of life if not correctly followed.
CUSTOMER ASSISTANCE.
Transamerica Delaval Engine and Compressor Division maintains a staff of factory trained wrvice personnel who are available at nominal rates to assist or advise in the h5tallation, overhaul and repair of ' Enterprise
- machinery. It is recommended that one of these service men be requested when extensive repairs are being made on the equipment. If assistance is required, write or wire Transamerica Delaval, Engine and Compressor Division, Customer Service Depart-ment, furnishing complete information including serial numbers.
1 oo 7e 11
Instruction Manual PARTS MANUAL.
The Parts Manual, designated Volume 11, contains engine specifications, group parts lists, assembly parts lists and assembly drawings which are app.icable to the unit. Instructions are provided to assist in the ordering of spare and replacement parts. The assembly drawings are intended to assist in the identification of parts, however, it is recom-mended that the part numbers appearing on these drawings not be used when ordering parts. Rather, use the part numbers shown on the appropriate group parts list.
ASSOCIATED PUBLICATIONS MANUAL.
The Associated Publications Manual, designated Volume Ill, is an alphabetical assembly of manufacturer's bulletins, forms, instructions, etc. which are applicable to the components which are furnished with the engine, but which are not of Transamerica Delaval Engine and Compressor Division manuf acture. The contents are indexed, both alphabetically by manufacturer, and numerically by Transamerica Delaval Engine and Compressor Division part number.
GENERAL ENGINE DESCRIPTION.
The Model RV diesel engine is a four stroke cycle, turbocharged, af tercooI*d, V type eng ne, The angle of the Vee is 45 degrees. Trunk type pistons, removable wet type cylinder liners, pressure lubrication and mechanical fuel injection are features of the engine. Individual fuel injection pumps are provided for each cylinder and, as they are of standard design, are interchangeable. The fuel lines are of equal length and are relatively short, reducing line surge to a minimum.
Fuel pumps, nozzles and orifice site and angle are all carefully matched to the engine and the fuel to be used to give a maximum thermal etficiency. Engine rotation and cylinder bank designation are determined while f acing the engine at the flywheel. Number one cylinders are always the pair farthest from the flywheel end.
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INSTRUCTION DELAVAL ENGINE AND MANUALFOG COMPRESSOR DIVISION ENTERPRISE
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Instruction Manual O
l SECTION 2 INSTALLATION GENERAL.
As the installation requirements for an engine may vary from site to site, the instructions contained in this section of the manual are representative of a typical installation and not necessarily the exact procedure for a specific site.
Certified installation and foundation drawings are furnished to each customer which detail the dimensions and installation requirements for that particular unit.
FOUNDATION DRAWING.
The foundation drawing will be accurately dimensioned and must be carefully observed. Carelessness in locating foundation bolts, pipes, conduits and drains will c use difficulty during installation and alignmer't of the unit. It is essential that the foundation be constructed to the highest standards of accuracy.
INSTALLATION DR AWING.
The installation drawing details the measurements for machinery location, distances required for normal maintenance tasks and the overhead clearances necessary for pitic's removal. In addition, the drawing willindicate the location and site of connection points for pipes and the electrical requirements for alarm and control mechanisms.
t SYSTEM SCHEMATIC DRAWINGS.
Electrical and flow diagrams are furnished for the various systems. Flow diagrams describe graphically the recommended system for intercannecting the various items of equipment in that particular circuit, as well as the minimum pipe sizes.
HANDLING AND SHIPMENT.
Care must be exercised to avoid damage during the handling of the engine and associated equipment during shipment and installation. The unit should be lif ted only from the lif t pads on the side of the engine base (where provided) as indicated on the installation drawing. When securing the engine during shipment or other movement, make sure no binding stresses are imposed on the engine base or crankshaft.
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v FOUNDATION.
Make a foundation bolt template, using the certified foundation drawing to determine the location of the equipment mounting bolts. See figure 21 for a suggested method of building the template. Exercise care in locating bolt centers.
Place and support the templatP from the foundation forms. Anchor securely to prevent movement of the template.
Thread foundation bolt into lower nut in pipe sleeve being careful not to damage cap at bottom of nut. Insett foundation bolts and sleeves in holes provided in the template then tighten the upper nuts. Sleeves must be securely held in correct position to prevent any movement when pouring concrete. A suggested method is to use reinforcing rods welded to each sleeve or on top of each anchor plate in both rows of bolts, running the length of the engine, and adding "X" bracing between the two rows of bolts. Another suggestion is to tie the bolt assemblies to other reinforcing rods already in the foundation. Recheck template position, alignment and elevation before pouring con crete. It is recommended that a DELAVAL Engine and Compressor Division service representative be present to check bolt layout. The foundation is to be poured monolithic and must be suitably reinforced with reinforcing steel.
Let concrete set for 10 days before installing equipment, and 30 days before running equipment.
MATERIAL: WOODEN PLANKS SECURELY NAILEO TOOLTHER v
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I SECTION A-A PL AN VIEW figure 21. Suggested Foundation Bolt Template FOUNDATION BOLT ASSEMBLIES.
The foundation bolts are so designed ihat the anchor studs can be removed from the anchors af ter the foundation has been poured. This permits the engine to be placed over the foundation without any interference or danpr of damage to the studs. Once the engine is in place, the studs are installed and screwed into the anchor assemblies.
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W PREPARATION FOR INSTALLATION.
Before landing the unit on the foundation, the surf aces of the foundation must be roughened wherever grout is to be applied. Chip and clean as necessary to remove all laitance and foreign matter so that the clean, dry, sharp aggregate required for a good bond to epoxy grout is exposed. The machined surfaces of the sole plates and chocks must be thoroughly cleaned and the leveling screws waxed to prevent their sticking to the grout. The machined bottom faces of the engine base must also be cle ned thoroughly, Remove engine foundation bolts. Place steel plates at lacking screw locations, level plates and grout in place.
PLACING ENGINE OVER FOUNDATION.
Position engine over foundation and insert four toe jacks, cne at each corner of the engine, inboard of the shipping skids. If engine is rolled into position, the ends of the jacking screw shields and foundation bolt shields must be protected to avoid damaging shield ends with the rollers. Do not place jacks in the center of the engine as this could cause damage to the engine base insure that the combined capacity of the jacks is at least fif ty percent greater than the total weight of the engine. See installation Drawing for weights, Remove shipping skids, thoroughly clean mounting rails and then lower engine to grade. Se sure the s.
foundation bolt holes in the engine base are correctly aligned with the foundation bolt sleeves in the foundation for easy installation of the foundation bolts, b.
Clean sole plates and chocks with a degreasing type solvent, it is recommended that af ter the sole plates are washed, they be primed with a primer recommended by a grout manuf acturer. Lubricate the threads of the jacking screws with a mixture of powdered graphite and engine lubricating oil. The lower end of the lacking screws should be CJ coated with wax to prevent the epoxy grout material from binding to the screws.
c.
Place sole plates and chocks In position under the engine as shown in the foundation drawing. Install sole plate retainers on the front and rear sole plates, making sure the sole plates are forced tightly against the shoulder at the inner edge of the engine mounting rails, d.
Lubriccte lower threads of the foundation bolts with standard graphip and oil mixture, install bolts in sleeves and screw firmly into the threads at the bottom of the sleeve. Lubricate threads at the upper end of foundation bolts with oil and graphite powder then place washers and nuts on bolts.
Level and align the engine. Refer to Section 6, Part D of this manual for the meihod of taking crankshaft e.
web deflection measurements. Record web deflection measurements on Form D 1063. Insure that all sole plate jacking screws are so adjusted es to distribute the weight evenly on all sole plates.When leveling and alignment is satisfactory, snug down the foundation bolt nuts to prevent movement of the engine during installation of the driven equipment and grouting.
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CRANKSHAFT WER DEFLECTION AND THRUST CLEARANCE RECORD CUSTOMER ENGINE MODEL SERI AL NO.
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Use this form to record crankshaf t deflection end thrust clearance bnformat on. Thrust clearonce should be measured by the d.al indicator l
method. Deflection and thrust ciurance should be checked and recoeded 6mmediately af ter groutme or chockmg the unit, the day t=foee unit start up, after 7 days (168 hour0.00194 days <br />0.0467 hours <br />2.777778e-4 weeks <br />6.3924e-5 months <br />st of contmuous operation, and each 6 months therufter. Deflecten and thrust clearance checks made af ter the unit is m service should be made while the engme is hot,6.e., within 4 hours4.62963e-5 days <br />0.00111 hours <br />6.613757e-6 weeks <br />1.522e-6 months <br /> af ter the unit has been shut down. Record the temperature of the oil m the engme lobe oil sump tank or engme base.
When en engme m which the connecimo shaft is solidly coupled to the flywheel is erouted on a concrete foundation, the desired deflection at crank position No. 3 is reto to plus (*) I mil tone thousandth) m all csonks encept the crank adjacent to the flywheel which should be mmus H 1/2 mil. This deflection allows for thermal deitortion of the concrete foundateon.
When an engme is mounted on a steel foundation. i e., marine 6nstallatens. appropriate compensations for thermal distortions of the foundation will be based on the locations and temperatures of fuel and futeicatme oil tanks ad acent to the engine foundation.
i If the deflection 6n any crank in en engme 6n service enceeds 3 mis. corrective action must be teken Also of the total dettection value m any two ad acent eranks enceeds 3 rrels. corrective action must be taken Enample, a +2 mese m any crank with a.2 mils in the nest i
ediacent crank edds up to a total of 4 mile deflection between these adiacent erenks. The enception to the above will be engmes that have a fienible coupime between the flywheel end the connectmo shaf t. These engines may have 6n oncess of 3 mils deflection at position No. 3 6n the crank ediacent to the flywheel, in engines with solidly coupled connectmo shaf ting oncessive deflection at positions No. 2. 3, or 4 en the crank ediacent to the enternal shaf tmg usually mdicates misalignment between the connectmg shaf ting and the engme crankshaft.
Set the deflection gauge at sero et poution No. I and turn the creak shaf t 6n the direction of normal rotation.
0 Poution No.1 for placing the deflection gauge is as follows. AL L INLINE E NGINES 16 AFTER BOTTOM CENTER Hv. HVA 8, Gv8 E NGINES 3Ro AFTER VE RTICAL 90TTOM CENTER 8
RV ENGINES 62 AFTER VERTICAL BOTTOM CENTER Record oil sump temperature and thrust clearance and sipt the form.
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Figure 2 2. Cronksheft Alignment Record, form 01061 o/R/Rv 74 24 (R m s/ts
INSTRUCTION
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MOUNTING FLYWHEEL AND CONNECTING SHAFT.
Carefully clean and de burt the bores and mating surfaces nf the flywheel, the crankshaf t flange and the connecting flange. Dirt or burrs will cause misalignment between the crankshaf t and the connecting shaf t.
Apply a thin coat of anti seite lubricant such as "Molykote" or "Lubriplate" to the mating surfaces of a.
the flywheel and the flange, then mount the flywheel on the engine crankshaf t flange. Make sure no ditt is allowed between the mating surf aces while the flywheel is being mounted, install three retaining plates (see figure 2 3) anJ draw the flywheel up on the flange until it is seated.
b.
Bring the connecting shaft into position, lu-bricate the mating surf aces with anti seite lubricant, align the half inch locating hole in the connecting shalt hg flange with the locating hole in the flywheel and move y
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the connecting shaf t into engagement with the flywheel.
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Keep dirt from entering the mating area. Use two long 9
bolts with washers and nuts to draw the connecting k
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one or one and one quarter inch diameter temporary N
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shaf t to the flywheel until it is seated. Check with feeler g-
.M, gauges between face of connecting shaf t flange and fly.
wheel to be sure the flange is fully seated and square h,
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with the flywheel.
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Special tapered aligning dowels and a fly-wheel bolt teamer are available from the DELAVAL N
C'T 1" Engine and Compressor Division Service Department for
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use in aligning and fitting the flywheel bolts. Lubricate the two aligning dowels with a thin coat of anti seite g+ n lubricant then tap them into two opposite flywheel bolt holes, aligning the bolt holes w6th those of the shaf t flanges. Do not drive dowels up hard. Ream two
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flywheel bolt holes with the special teamer and measure diameter of teamed hule to the nearest 0.0000 inch, and compare diameter of teamed hole with diameter of figure 2-3 FlywheelMounting bolt, Reamed holes should be approximately 0.0005 inch larger than the bolts to allow for en easy tap fit. Do not drive the bolts in with a sledge, hydraulic rom orlock.
Coat bolts with an anti seite lubricant and fit into teamed holes. Lubricate threads with powdered graphite and engine oil, assemble nuts on bolts and draw up tight. Remove two temporary bolts and aligning dowels and fit remaining bolts. Torque all bolts to the torque specified in Appendia IV.
GROUTING.
Check alignment of crankshaf t, then align driven equipment, Tighten foundation bolts on driven equipmentmoder.
stely with lacking screws in place, then recheck entire alignment including crankshaf t. Record crankshaf t deflections on Form D-1063, Crankshaft Alignment Record. A DELAVAL Engine and Compressor Division service representative must be present to supervise alignment procedures, Pour and vibrate the grout under the engine and driven equipment,it is recommended that a representative s.
of the grout supplier be present at the installation to be sure that grout is prepared and placed in accordancewith specifications. Do not fill bolt shield holes with grout, b.
Af ter yout has cured, back of f the sole plate lacking screws one turn each and torque the foundation bolts p) to the specified value. Snug all bolts in a criss-cross pattern, then apply a light torque to each, using the same criss cross
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pattern. Continue applying torque in increments and in the same pattern until the final torque value is reached, c/m/mv44 25
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INSTRUCTION
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PIPING SYSTEMS.
DELAVAL Engine and Compressor Division furnishes suitable piping diagrams to the purchaser or his design agent, recommending minimum pipe sizes for all service lines. In addition, the following should be observed in the fabrication l
and installation of piping not furnished with the unit, but procured from other sources.
Piping must never cause deflection in the mounting of reciprocating or rotating auxiliary equipment,nor a.
should heavy auxiliary equipment ever be supported by service piping.
b.
Whenever there is a possibility of deflection, flexibility must be designed into the piping.
Chill rings should not be used in welded pipe joints as they tend to retain scale, welding slag and beads c.
which can come loose as the pipe becomes hot during operation.
TREATMENT OF PIPING.
It is strongly secommended by DELAVAL Engine and Compressor Division that alliubricatingoil and fuel gas system piping be pickled by a company speciahring in this kind of work. Such a company will have the necessary equipment l
and possess the technical knowledge to completely clean and prepare the pipe for service. Piping which is furnished by l
DELAVAL Engine and Compressor Division with the unit will have been pickled at the time of fabrication. All piping procured from other sources should be pickled and prepared as follows:
s.
Accessible welds inside carbon steel pipes and fittings must be visibly inspected and the weldingbeads l
ground of f. All fabricated steel pipes, velves and fittings must be blown clean with steam or air to remove loose scale, l
sand and welding beads, and be cleaned by the following procedure before the pickling process.
(1) Wirebrush the entire surface, including the interior with boiler tube brushes or a commercial pipe cleening apparatus, then blast thoroughly with air to remove loose particles.
(2) Depending on the degree of contamination, submerge parts for 15 minutes or longer in a solution containing seven to ten ounces of anhydrous trisodium phosphate or sodium hydroxide and one ounce of detergent, 0
Mihtary Specification MIL-D-16701 to one gallon of water at 200 F (93.3 C) to insure complete removal of paint and grease.
0 0
(3) Rinse parts in warm, fresh water at 120 F (48.9 C) to prepare them for the acid treatment.
(4) Pickle fabricated carbon steel pipes and fittings by submerging them for 30 to 45 minutes in an 0
acid bath containing one part of sulphuric am J,66 Baume to 15 parts fresh water, supplemented with an Inhibitor.
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The acid bath rnuit be maintained at a terrversture between 160 F (71.1 C) and 186 F (82.2" C).While the parts 0
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l are submerged, agitate the bath. At the end of the pickling procedure, rinse parts in warm, fresh water. Af ter the
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rinse the parts must be momentarily submerged in a coohng solution containing four ounces of sodium carbonate l
per gallon of water, then rinsed in cold fresh water and dried by air blast.
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b.
Immediately following pickling and rinsing. coat both the inside and the outside of the f abricated steel j
pipes and fittings with a rust and corrosion preventive compound and seal the ends to prevent entry of dirt. The compound must be soluble in the lubricating oil that will be used, and compatible with it so as not to contaminate the oil. Ordinary lubricating oil will not prevent rust in the pipes. Mechanical cleaning will not completely clean the pipes, therefore, this method is not acceptable. Apply the compound by spraying or flooding the pipes-swabbing with rags or mops will leave lint.
Note s
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j The above procedure is a minimum requirement to produce acceptable clean piping. Substitute methods may produce pipes and fittings of equal of better cleanhness.
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I Instruction Manual l'
JACKET WATER SYSTEM.
The jacket water system is individual for each engine. Tlie recommended water treatment is sodium dichromate and boiler compound. Refer to Section 6 of this manual for the method of treatment. The jacket water system consists of an engine driven jacket water pump to circulate the coolant, a thermostatic valve to regulate the temperature uf the water by diverting the necessary part of the flow through a jacket water cooler, and a standpipe to maintain a constant head on the pump, and to allow for expansion and bleeding of entrained air. A heater and a " keep-warm" pump are providert to take water from the standpipe, heat it and circulate it through the engine to maintain it in a warmed condition while in standby status. Refer to the jacket water piping schematic drawing in the " Drawings" section of this manual for the relative location of system components, pipe sires and the direction of flow.
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Instruction Manual
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COOLING WATER SYSTEM.
There is no separate cooling water system provided by Delaval for the engine. The cooling medium for the jacket water cooter is supplied from other plant sources.
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INSTRUCTION
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FUEL OIL SYSTEM.
The fuel system provides the means for storing fuel in the day tank, removal f rom the day tank and delivery to the f uel injection pumps at the cylinders. The fuel oil system piping schematic drswing in the " Drawings" section of this manual show the pipe sites, mnnections, direction of flow and relative location of all major mmponents. Fuel injection equipment on the engine is hand tapped to extremely close tolerances, therefore, fuel cleanliness is of the utmost importance. The fuel system must be kept clean as possible during installation and assembly, and should be cleaned internally and blown clean before initial start up. All pipirvj must be properly supported to minimite pipe vibration and flange loading. Flexible mnnections are not recommended at customer connections because of the potential f ailure hazard during operation. All piping must be mechanically cleaned after welding and preserved to prevent rust. The day tank should be mounted high enough to provide adequate suction at the engine 4 riven fuel oil booster pump.
Drains should be provided at all low points and vents at all high points.
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Instruction Manual
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LUBRICATING OlL SYSTEM.
The lubricating oil system is of the dry sump type which has a sump tank for holding the oil supply. Onlis circulated through the system by an engine-dnven pump, Refer to the lubncating oil piping schematic drawing in the " Drawings" section of this manual for the specific details of the system, relative location of major components, direction of flow, and notes relative to installation of the system.
F LOW PRINCIPLE.
Pump suction draws the lubricating oil from the sump tank and dischargrs it to the lubricating oil cooler, Flow from the cooler is through a lubricating oil filter and pressure strainer to the engine main headers. A branch line from the strainer takes oil to the turbochargers. Return is by gravity flow from the engine base to the sump tank, SepJrate hDet direct return flow from the turbochargers from the sump tank. A rehef valve, set at 70 psi, provides protection to the system, and pressure regulating valves regulate the system pressure. Refer to Section 3, Part 0 of this manual for a description of the pressure regulating valve, KEEP WARM CIFICUlT.
A " keep warm" circuit is provided to maintain the lubricating oil charge, and thereby the engine,in a warmed and lubricated condition when in the standby status. Heaters at the sump tank warm the oil which is then pumped by the keeprwarm pump to the keep warm filter and strainer and then to the main engine lubricating oil header. To prevent flooding of the turbochargers, there is no supply to the turbochargers in this circuit, n
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g PLACING LUSMICATING OIL SYSTEM IN SERVICE.
Before the engine is first started, the attembled lubricating oil piping system must be thoroughly flushed with oil.
Disconnect the pipe et the pretture strainer inlet and arrange a temporary bypots from, this pipe to the lump tank.
The bypest will permit oil circulation through the pipes without filling the internal lubricating oil system of the engine. Several thicknottet of cloth sack thould be secured to the outlet of the bypass to catch debris at it is flushed out. The sump tank and eng:ne base must be thoroughly cleaned before being filled. An ouilliary lubricating oil pump, or any other continuous duty pump of sufficient cepecity, can be used to pump oil during flushing operations. Fluthing should contmue for at least eight hours if care was exercised during fabrication of the system. As much at 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> of flushing may be required for a dirty system. When oil 16 circulating through the system, the p6 pet should be thoroughly pounded several times with a heavy hemmer to loosen dirt and debris. Hot flushing oil will clean better than cold oil. Piping around the oil cooler requitet special attention to insure that the pipes and oil cooler are properly flushed. Precautions must be taken to insure the complete removal of testing fluids, water or other liquidt twfnre ettempting to flush the cooler.
M Engines may be received with the stralner mounted on the engine and connected to the engme lubricating oil header. If it is certain that the connections between the strainer and the engine oil hes Jer have not teeen disconnected since the engine lef t the factory, the following petagraph may be omitted.
Disconnect jumper tubes between the engine lubricating oil header and the main bear 6ngs. and between main headers and aualliery headers. Secure a fine screen such as a nylon stocking over each main header fitting to catch debris that p
may be wethed through at the system is flushed. Cover main bearing fittmgt and open endt of euniliary header feederi
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to prevent the entry of dirt. Engine oil should be pump through the open system for at least four hours to be sure that any foreign material remaining in the headers is removed. Meestemble Internal tutwo end brechets es required.
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INTANS SYSTEM.
Each engine has an independent intake system, the comisuetion ait tieing piped from outside the engine room through a remotely installed sit filtet. An inline silencer is fitted 6n the pipe just ahead of the turbocharget mit intet. The ait j
feltet protects the working parts of the engine from the entry of dust. Filtett should be cleaned at regular intervett to maintain adequate protection agalntt abestion and west.
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EMHAUST SYSTEM.
Each engine is provided with an individual, independent enhaust system. The water jacketed, multi pipe passage l
mamfold discharges directly into the engine mounted turbocharger (s), and the gas then discharges from theturtio-l charpr(s) through enhaust piping and a silencer to atmosphere. As few bends as possible should be used when laying f
out enhaust piping. Necessary bonds should tw of long radius, if three to sin twnds are used, the entire pipe should tw j
increased to the nemt nominal slie. If more than sin bonds are necessary, pipe site should tw increased two nominal i
sises. The length of enhaust piping is not critical, however, if an unusually long pipe is used, the pipe slie should be increased to reduce beck pressure, A length of fienible metal tubing should tw installed in the enhaust line as near the engine as possible to allow for movement, heat expansion, and for isolation of vibration.The enhaust line should i
be laged to minimlie heat radiation in the engine room. A separate support should be provided to the weight of the l
enhaust silencer and line is not tmene by the engine.
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g Instruction Manual STARTING AIR SYSTEM.
The required redundancy of the starting air system is accomplished by utiliting two separate systems. Each consists of a motor driven air compressor, an air dryer, an af tercooler and a storage tank. Each storage supply is then piped to solenoid valves, two for each system, which block air flow until a starting signal is applied. Check valves downstream of the solenoid valves prevent back flow from one system to the other. When a start signal is applied, the solenoid valves open, admitting starting air to the interconnected headers on the engine. The two starting air distributors then send timed pilot signals to the starting air valves in the cylinder heads in the correct sequence and, as each starting air valve opens, starting air is admitted to the combustion chamber of that cylinder, forcing the piston downward arxl rotating the crankshaf t. This system permits the engine to be c:anked even though one supply system fails to operate, or if three of the four solenoid valves f ail to function. Reference should be made to the starting air piping schematic drawing in the " Drawings" section of this manual for complete details of the system.
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Instruction Manual SECTION 3 OPERATING PRINCIPLES PART A - GENERAL WORKING PRINCIPLE.
ENTERPRISE engines operate on the four stroke cycle principle. The complate cycle for each cylinder consists of the intake, compression. power (or expansion) and exhaust strokes, and requires two complete revolutions of the crank-shaf t.
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Figure SA 1. Diagram of Working Principle INTAKE STROKE.
During the downward movement of the piston on the intake stroke, the intake valve is open and combustion air enters the cylinder. The exhaust valve remains open during the early part of the stroke to scavange the cylinder of any unburned gases from the previous power stroke. Combustion air enters the cylinder from the turbocharger under pressure.
COMPRESSION STROKE.
Shortly af ter the piston passes bottom center and starts upward,the intske valve closes and the air is compressed, raising the temperature of the air to well above the ignition temperature of the diesel fuel. Just before the piston reaches top center, diesel fuel is injected into the combustion chamber by a norile which atomites the fuel and sprays it in a pattern that will achieve optimum combustion ef ficiency. The heat of compression ignites the fuel.
POWER STROKE.
The burning fuel air mixture expands and forces the piston downward. This downward threest transmits power through the connecting rod to the crankshaf t, causing it to rotate. Towards the end of the power stroke the exhaust valve opens and exhaust gases start to leave the cylinder.
EXHAUST STROKE.
As the piston moves upward, past bottom center, exhaust gases are forced out of the cylinder through the open exhaust valves. During the last half of the exhaust stroke the intake valve opens to admit combustion air into the cylinder for scavenging purposes.
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instruction Manual PART B - LUBRICATING OIL SYSTEM GENERAL.
An engine driven pump draws oil from the sump through a strainer, and discharges it through the lubricating oil cooler directly to the filter. Filtered oil is then passed through a strainer to the engine lubricating oil header. Oil return to the sump tank is by gravity flow. An integral safety valve on the pump prevents excess discharge pressure, and a pressure regulating valve controls the pressure in the engine lubricating oil header Refer to the lubricating od system schematic drawing for the relative location of components and for the direction of flow, d "'
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BUPPER CAVITY f p AING CAP bLEEVE SPRING spool VALVE SENSING CHAMBER Figure 3 B 1. OilPressure Regulating Valve PRESSURE REGULATING VALVE.
Lubricating oil header pressure in the engine is regulated by a pressure regulating valve, mounted on the pump discharge piping 50 that the pump discharge is directed to this valve before reaching any other system components. Set at 60 psig, it senses header pressure and regulates the bypass volume to mLintain the set header pressure. Besides regulating header pressure, the valve protects the system from excessive pressure during starts with cold oil, or when flow in the system is restricted between the pressure regulating valve and the header pressure sensing point. The functioning of the valve is as follows, s.
The "lN" port of the valve is connected to the pump discharge line and the "OUT" port is connected to a bypass line leading back to the engine base. A sensing tube, connecting the valve seal cap to a point on the main engine oil header, applies header pressure to the valve pressure sensing chamber, b.
The pressure in the sensing chamber acts against the end of a spool valve, compressing a spring at the adjusting screw end of the assemoly, if the sensed pressure rises above the set point, the lands of the spool valve will i
clear the lands on a sleeve. Od then flows from the inlet section to the outlet section of the regulating valve and back to the engine base to bypass a part of the pump dischargo to reduce the pressure in the header.
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PART B - LUBRICATING OIL SYSTEM (Continued)
A drilled passage connects the inlet section of the valve to the annular space around the spool valve atthe c.
adjusting screw end. This allows pump discharge pressure to act against the end of the sleeve and oppose the spring force at the other end. When an excessive pressure differential exists between the pump discharge and the header pressures, such as when starting with cold oil, or because of an obstruction in the system between the regulating valve and the header pressure sensing point, the sleeve is forced towards the sensing chamber end, compressing the spring This will uncover the lands of the : pool valve and the excess oil will bypass through the spool valve and the encess oil will bypass through the outlet side of the vaive back to the engine base.
d.
The oil in the annular space around the spool valve, at the adjusting screw end, will leak past the sealing grooves of the spool valve and into a cavity in the cap. This cavity functions as a buffer chamber. To stop valve oscillation, an adjustable needle valve controls od spillage from the butfer cavity to the outlet section of the valve.
e.
The oil header pressure is set by increasing or decreasing the spring force acting against the headst pressure in the valve sensing chamber. Turning the adjusting screw in will mcrease header pressure, and backing it out will decrease pressure, f.
Normal lubricatirv3 oil pressure is 50 psi, measured between the engine lubricating oc strainer and the engine oil header which is also the pickup po nt for all gauges and other instrumentation that show or indicate engine lubricating oil pressure. Lubricating oil pressure shutdown devices may take their sensing point at the opposite end of the engine in which case the shutdown set pressure will take into account the normal change in pressure between the
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supply end of the engine and the shutdown semor under all conditions of engine speed and lubricating oil temperature.
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FILTERS AND STRAINERS.
The full flow filter continuously filters all of the lubricating oil from the pump before it panes to the oil strainer The length of time that the lubricating oil and the fdter elements may remain in service can best be determined by care-fu'ly watching the result of oil analysis and the pressure drop across the od filter Change periods will very with tte operating conditions to which each individual engine is subjected. During the first two or three days of engine operation af ter imtial installation, or af ter a major overhaul, the basket type strainers at the pump suction and at the oil header inlet should be checked and cleaned as necessary to remove any debris and foteign matter that may be present. If at any time the oil pressure gauge shows a low reading, the following should be done to the degree necessary to correct the situation.
a.
Check the oillevel in the sump tank, or engine base, b.
Inspect stramer, fdter and lubricating od cooler, A leak in the cooler may be detected by a sudden incream in oil consumption, and by the presence of oil in the cochng water systern Leakago may occur in the packing fetween the tubes and the tube sheet, or may be due to tube erosion, depending on the constructmn of that particular cooler, c.
Inspect all external and internal piping for tightness and freedom from obstructions, d.
D.smantle and inspect pump. Refer to manuf acturer's instructions on the Assoc /JtsdPubhcations Muual
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Instruction Manual PART C - CONTROL SYSTEM GENERAL.
The following is a descnption of the local engine control system and its operation. The system will start, stop, protect and monitor the integrity of the diesel / generator in the various modes of operation under guidehnet specified by the various regulatory and standards committees.
REFERENCES.
The Associarn/ Publications Afanual contains manufacturer
- literature covering the various components of the system.
Of special significance are the Delta Switchboard Company's publications, which deteribe the Local Generator Control Panel. Also significant are the ARO Corporation't publications which give a clear, concise explanation of the funct:ons of the various pneumatic logic elements as well at a parts breakdown and repair procedures. When ordering spare par ts for the system, refer to the Parts Afanus/ fnr the correct part numbers.
DR AWINGS.
The dra,vings provided with these instructions include system schematics, interconnection drawings, and layouts and connections pertaining to the pneumatic logic board assembly, showing the location and orientation of the compo-nents of the board, the circuit diagram and checkout procedures. Refer to the control panel group parts hit 02 500 for 75017 in the PJrts AfJnuJ/ f or a htting of the drawings apphcable to the system.
OPER ATING MODES.
There are two base modes incorporated into the system, the OPERATIONAL mode and the MAINTENANCE or LOCKOUT modo. In the OPER ATIONAL mode, the unit will accept a manually injected start signal from either the
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remote or local control location, if certa'n permissive have been satisfied. In the OPER ATION AL mode, the umt wdl v
also accept an emergency " START DIESEL SIGNAL" 1505) generated from the owner's equipment in respons to a statioa emergency. The MAINTENANCE or LOCKOUT mode allows routine ma ntenance or repair. The unit will not accept a start signal while in the M AINTEN ANCE mode.
CONTROL OPTIONS - REMOTE AND LOCAL.
All control operations, such as starting, stopping. ogwrating and loading of the diesel / generator are normally carr6ed out from the owner's Remote Control Room. Signals generated f rom the Remote Controlloution are interf eced with the Local Generator Control Panel, allowing the remote olwrator to control all voltage, speed / load and synchronisation operations. These signait are also interfaced with the electrical and pneumatic circuitry at the local Engine Control Panel, allowmg the remote operator to start, stop and monitor the vital system conditions of the unit and ill munihariet.
Provisions are also includad in the tyttem for switching to Local control of diesel /ganerator operations. If Local control it telected, starting. Stopping and monitoring operations are carried out at the Local Engine Control Panel, while voltar control, speed / load adjustment, synchronitation and breaker closure opera' ions are carried out from the Local Gener.
ator Control Panel, in ad4htion, a breakgf ats statmn at the Local Generator Cnntrol Panel provides the means of locking out all remote control 6n the event of a remote circuitry failure or a station emergency when only localcontrolis desired a.
While in the OPER ATION AL mode the unit will accept a manually injected start signal from the control toution selected by tLe remote oparator, if the unit's entire protective system 46 permittive, it will start, come up to governed speed and budd unitar automatically, and controit at the selected location are then used to perform loading operations. Whde running in this mnde the unit's entire protective system is active, and wdl cause a shutdowrt irt the event of a malfunction. If such a thutdown occurs, or if a debbetate stop signalla apphed from either controllocatmn, the pnef ator circuit breaker wdl automatically thp to disconnect the unit f rom load b
If an emergency " START DIESE L SIGNAL" (505) 45 ganerated ftom the owner's equipment whde the unit 65 in opt.R ATIONAL mode, the unit wdl start if overtp.ed and generator /switchrer dif ferential trips only are permit
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live, if d c power is avadable, and if at least 100 pli starting air is present in the receivert. Note that the unit w6ll suent DSrsy fl0t r/ f 602o 3Cl
Instruction Manual
-O PART C - CONTROL SYSTEM (Continued) such an emergency start signal even if remote control has been disabled by activation of the Lockout Relay at the Local Generator Control Panel, in such a case, sequencing and load control operations would be performed locally. In the emergency start condition, the unit will come up to speed and voltage as required and a load permissive signal will be pnerated for use in breaker closure and loading. Under this condition, the unit will shut down on overspeed and generator /switchgear dif ferential, and,60 seconds after starting, low low lubricating oil pressure. N a other protective device is functional while the unit is operating in response to an SDS signal, c.
If the unit is undergoing its periodic Cnereise Test" at the moment an emergency SDS signal is received, and running at a speed greater than 200 rpm, the control system will cause the unit to return to a preset voltage and speed setpoint, and will disarm all protection except overspeed, low low lubricating od pressure and generator /switchgear ditferer'tial. If the unit is running at a speed of less than 200 rpm, tripping on a f ault other than overspeed, generator /
switchgear differential or low low lubricating oil pressure, or coasting to a stop at the moment an SDS signal is received, the control system willcJuse starting air to be admitted to the starting air headers on the engine,in addition to disarming the protective system and returnmg the unit to its preset voltage and speed setpoints, d.
Every time the engine is shut of f, or given an SDS signat, the setpoints of the voltage regulator and governor are returned to their preset values for fif teen seconds. Thereaf ter, the preset signal is released to allow the operator at either the Local Control Panel or the Hemote Control Panel, whichever han been selected, to control both voltage and speed Note that the governor is automatically placed 6n isochronous operation when an SDS Ognal it received.
e.
If the emergency is corrected, and the maintained SOS signal it terminated, the control system will auto-matsully reinstate fullshutdown protection. Once this is done, however,it will require the receipt of another SDS signal
^
f q
from the owner's equipment to disarm the Shutdown system agon This feature prevents an operator from runnmg the
)
diesel manually without shutdown protection. The keyed local manual start switch is used to allow only authorised personnel to initiate a local start sequence.
f.
Mode selection is accomphshed to as to afford manimum protection for the plant and also for maintenance personnel. Only the local operator can select the system's mode, using the mode selector controls on the Local Engine l
Control Panel, and local MAINTENANCC selection rnutt be accompanied by a remote permissive signal. If the unit is 6n I
the OPEHATIONAL mode, the local operator must place the mode telector twitch in the MAINTENANCE mode l
position and depress the MAINTENANCE mmfe select pushbutton. Simultaneoutly, the remote operatof must send a l
pctmissive signal,in order to energise the MAINTEN ANCE mode inlenold switch, t he unit will not accept a start signal while it is in the MAINTENANCE mode. The batting d;vice may be engaged in this mode to turn the engine over man-ually, or,6f the barring device is disengagnd and lothed out, the unit may be turned over on starting air without starting.
l by depersong the [ngine Holl pushbutton at the Local Panel. An annunciator hght will illuminate at the local panel whenaver MAINTENANCE mode 6: **Iected if e return to OPE H ATION AL mode is depred, the barring device must bo d4 engaged and locked out, and the mnde selector twitch must be manually reset.
PANEL E LECTHICAL CONTHOL (See Drawing 6221BL 1
The Loul Engme Control Panel electrical circuitry is shown la schematic form on sheets 1 of 4 through 4 of 4 ors the referenced drawing a.
Star 16ng circuitry is shown on the lett side of theet 1. Note that there are two redundant circuits,each having a separate d e power source. These circuits are phytically spaced as far apart as imoble on the panel. Snlenoid valves SOL IL, SOL 2H, SOL.1H and SOL 2L are located on the engme, and when energited admit startmg air to the starting sit headers on the engine. They are controlled by contacts of relays H3, H4, H0 and Hl. Helays H3 and H0 are the emergency statt relays, and H4 and Ni afe for normal statting b.
The 60 and 7C MS contacts shown are from the mode telector switdi, and they will be in their normally timed position if the unit is in the OPLH ATIONAL mode, arm 6ng the start c6ttuitty Contacts of the Hemote/Loul otNv 7600076020 3C2
Instruction Manual PART C - CONTROL SYSTEM (Continued) selector switch, located at the owner's Flemote Panel, and contacts of the Lockout Relay, located at a break glass station at the Local Generator Control Panel, are also used as permissives in starting. If the Remote / Local selector switch is in the Remote position, the REM contacts in the Local Manual Start circuitry will open, disarming the circuit.
If Local position is selected, the REM contacts will be in their normally closed posit.on, and the start circuitry will be active in the locallocation. In the event of a remote electrical failure, or if a station emergency occurs and local control only is desired, operation of the Lockout Relay at the Local Generator Control Panel Will open the LR contacts in the Remote Manual Start Circuit, and will automatically close the REM contacts in the Local Manual Start Circuitry, in such a case, all remote control is disarmed, and the unit may be operated from the local panels only. Refer to Trans.
america Delaval interconnection Drawing 5243/ and Delta Swtichboard Company's Drawing D35700 for further details on the Lockout Relay and the Remote / Local selector switch.
c.
The redundant " START DIESEL SIGNAL" (SDS) maintained contacts are from the owner's equipment.
When these contacts close, relays R9 and RIO are energized, provided the unit is in OPERATIONAL mode, and if
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pressure switches PS-7 and PS8 are closed, indicating that at least 150 psi starting air is lef t in the receivers. These pressure switches are present so that, if for some reason the unit does not fire (valve closed in the fuel supply hne, for instance), there will be enough starting air lef t in the receivers for several manual starts. Contacts of R9 and RIO are used to lock out the Shutdown Activating Solenoid, SOL 3, and energize the Shutdown De activating Solenoids, SOL.6 and SOL 7, causing the shutdown system to disarm except for overspeed, generator /switchgear dif ferential and low low lubricating oil pressure. In addition, contacts of R9 and R10 will energize relays R3 and RO, provided that tach trans.
mitter contacts SS1 Kland SSt K2 have not transferred (i.e., the unit is not running at 200 rpm or higher) Contacts of R3 and R0 are used to energite the starting air solenoids, to energize time delay relays TD1 and TD2, to energite the Al relays, to place the governor in isochronous operation, and to energite the pre-position circuit for the voltage
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}
regulator and the governor setpoints.
bs d.
Note that SSI f ailure will not prevent an emergency start. If SS 1 f ails to transfer, or even if the device is faulty and f ails to function in any way. S$rl remains closed and the unit will start. If it fails to open at 200 rpm, com-bustion will close the air start valves, and no damage is done. Field flash is accomplished by the transfer of SS 1, which energises relays H13 and H14. Contacts of these relays arm the exciter field flash circuit, and when voltaDe builds to desired levels, field flash is terminated by voltage relay contacts integral to the exciter Note that, as in the start circuit, SS 1 f ailure will not prevent field flash, due to the presence of contacts of time delay relays TD1 and TD2. Thesa contacts are in parallel with SS1, and will flash the exciter field af ter three seconds through R13 and R14.
e.
At a manual start either of the switch contacts shown (local or terote, whichever location has been selected for control) are closed momentarily, which energires relays R4 and R7 Contacts of these relays are used to energite the starting air solenoids, time d*Iay relays TD1 and TD2, and the Shutdown Activating Solenoid SOL-3. Note that SOL 3 transmits a s;gnal to the pneumatic control circuitry, and the Shutdown Activating Sequence begins This sequence lasts for approximately 60 seconds, af ter which time the unit will be running with full shutdown protection.
Field flash is accomphshed as in the emergrancy start circuit, by SSI transfer, or by contacts of TDI and TD2.
f.
The four Run relays (R1, HI A, RIO and RIC) are latched in by contacts of H3 and R0 at an emergency start, or by contacts of TDI and TD2 at a manual start, provided pressure switch PS 9 is closed, indicating that the unit is not tripped. The R1 relays are used to propagate the Run signal throughout the electrical circuitry. The R2 relay shownis responsive to the latching of R1 or HI A,but there is a GO second time delay (T03) before R2 latches. Contacts of R2 are used to disarm various alarm functions which are normally in a fault state when the unitis stopped, starting or stopping g
Tachometer transmitter contacts $$2 K3 and SS2 K4 transfer at 430 rpm, energising relay R25. Contacts of this relay are used to generate the "Up To Speed" permissive for use in sequencing operatiuns. Contacts of the undervoltage relays are used to energise relays H11 A and R110, indicating that the unit is " Ready To load", Contacts of these relays are provided for remote sequencer used as needed.
Osmv footf/fsoso 3 C.3
Instruction Manual PART C - CONTRO L SYSTEM (Continued) h.
The " Fail To Start" timers, TD4 and TD5, are energized by contacts of R1 and R1 A at a start signal. If neither the tach transmitter nor the Undervoltage relay contacts open within 15 seconds, contacts of the time delay relays energire relays AUX R1 and AUX R2, producing a " Unit Failure To Start" indication. In addition, contacts of the time delay relays are used to reset the R1 relays and R2 if such a f ailure occurs.
REFERENCE TABLES (See Drawing 52218L The following reference tables list various electrical components and their functions. Devices covered by these tables include solenoid valves, time delay relays and relays. Line numbers, corresponding to the line numbers on the schematic drawing. are included for each device. For relays, the line number of the relay coil is given, and alsn the line numbers for the individual contacts. See Table 3 C-3.
LOCAL ENGINE CONTROL PANEL (See Drawing 52213L The Local Engine Control Panel houses those control components which are not engine or remotely mounted, or mounted, on the generator control panel. Access to the interior of the panel is through hinged doors in the back and sides. A 60 point annunciator is mounted on the upper portion of the face of the panel,and pushbuttons are provided which allow the operator to test, silence, acknowledge and reset alarms. Geneath the annunciator, at eye level, are ten pressure gauges which monitor lubricating oil, turbocharger oil, fuel oil, jacket water, combustion air, starting air and control air system pressures. A manometer is also provided for monitoring crankcase pressure. There are two level gauges used, one to indicate fuel oil day tank level and one to indicate lubricating oil sump tank level. Status lamps, separate from the annunciator, are provided to indicate a c and de circuits available, and shutdowns active. An engine hourmeter is provided which is responsive to relay RI. A tachometer is also included, reading the speed in rpm directly from the speed transmitter. A remote output is available from this transmitter by removing the burden resistor and
,m
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ennnecting on the 4 20 MA terminals. Essential controls, located in the lower portion of the panel, are separated from Y
the non-essential controls by a metal barrier. These controls include starting, stopping and mode selection controls, as well as switches for pumps, heaters and compressors. Delaval engines are arranged 50 that the engine driven fuel oil pump is driven from the free end of the overspeed drive assembly. For nuclear service, a d-c fuel oil booster pump is used as a standby pump, and will be activated automatically if a low fuel oil pressure condition arises. However,if the overspeed drive fails the operator would have no indication that there is no longen overspeed protection. An annunciator is provided which senses the loss of engine fuel pump pressure and, therefore, alerts the operator to possible loss of overspeed protection.
AUTOMATIC SAFETY SHUTDOWN SYSTEM (See Drawing 6221GL The shutdown system is a network of vent.on f ault pneumatic devices which are arranged in the various systems on the engine. The venting of such a device is sensed by the pneumatic logic circuitry, and this circuitry then produces a 60 psi pressure signal which operates a cylinder on the engine to shut off fuel delivery. This shutdown signalis automatically vented af ter the unit has rolled to a stop, retracting the cyhnder and readying the unit for a restart. In the emergency condition, a signal is generated which blocks the shutdown signal upon receipt of a malfunction indication. Note that the sensor network is alwayspressurised;it is merely the shutdown signal which is inhibited in the emergency condition.
This allows sensors to be electrically monitored under any condition. Upon application of starting air, several things occur directly from the air start header The governor oil pressure is pneumaticallyboosted, and the Stop/Run valve on the engine is pressure driven to the Run position. Note that only the overspeed trip, generator dif ferential protection and the low low lubricating oil pressure trip remain active in the emergency condition. Shutdowns are divided into two functional groups. The Group i sensors are those which must be "GO" before a start may be acenmphshed, and the Group 11 shutdowns are those which would normally be in a shutdown (venting) condition until the engine is running, 4cket water pressure, for instance. Group 11 shutdowns are locked out during engine starts for a fixed period of time.
The shutdown logic board,1 A 0147, functions to provide the necessary shutdown signals to the engine; when operating in response to an emergency start signal,it prevents the engine from shutting down while stillproviriinq panelindications of an existing shutdown condition. Assuming that 60 psi control air is present at all points marked $, the shutdown logic board functions al follows.
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3 DOCUMENT f
CONTROL DATE Instruction Manual m%
O; OUKE POWER COMPANY L
DESIGN ENGINEERING PART C - CONTROL SYSTEM (Continued) a.
If MAINTENANCE mode is selected, solenoid valve SOL 5 becomes energized, admitting a 60 psi cohvor air signal to Port 5 of the shutdown logic board. This signalis applied to port "A" of element NOT 6, inhibiting the output of that element. Note that an output from NOT 6 is necessary for the pressurliation of the Group 1 shutdown network. Since the Group 1 shutdowns must be "GO" before a start can be accomplished, selection of MAINTENANCE mode effectively prevents the unit from acapting a start signal. Output from SOL 5 also actuates pressure switch PS 10, which illuminates an annunciator at the control panel to alert the operator that the unit is in MAINTENANCE mode.
The SOL 5 signal is also sent through a shuttle valve (21) to line E 89, where 11 passes through two shuttle valves (15.
Dwg.52215) and extends the shutdown cylinder (G,Dwg. 52215),which moves the fuel racks to the NO FUEL position, cutting off fuel delivery to the engine. This signal also activates the " Unit Tripped" pressure switches on line E 90, pressure switdies PS-41 and PS9, resetting the pre position and run relays. In addition, output from SOL 5 pressurites valve P, venting the barring device interlock and allowing manual operation of that device.
i b.
If OPERATION AL mode is selected, solenoid valve SOL-5 becomes de-energized, causing a loss of control air pressure at Port 5 of the Shutdown logic board. There is a consequent loss of pressure at port "A" of NOT G, which allows control air h from Port 4 to pass through element NOT-6. Note that control air (f. ) also pressurlies the "D" ports of elements MEM 15, AND 11 and AND 7, arming the shutdown line. Output from NOT-6 pressurites the"B" ports of elements MEM 13 and AND 17, and also passes through a metering orifice (10) to pressurire port "A" of NOT.18, port "B" of AND 14 and Port 10. The Port 10 output arms the Group i shutdowns, and the shutdown system willnow permit a start. Note that selection of OPERATIONAL mode also actuates the barring device lockout, as well as venting the shutdown cylinder on line E-89, allowing fuel rack movement. Loss of pressure at pressure switch PS 10 will cause the MAINTENANCE mode annunciator light to extinguish.
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c.
A MANUAL START, initiated from either thelocalor remote location, whichever is in control, will cause
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solenoid valve SOL 3 to become energized, admitting a 60 psi control air signal to Port 12 of the shutdown logic board.
This signal is transmitted through OR 4 to the "C" port of S/R 22, which converts the momentary signal to a constant output from the "C" port of MEM 13. Note that this output will remain after the momentary signal to S/R 221s lost.
The MEM 13 output pressurites port "A" of AND 17 and, due to the presence of control air at the "B" port of that element, there is an output at port "C" of AND 17. This output signalis directed to port "B" of element NOT.18, but since there is pressure at port "A" of NOT 18, the element does not have an output at this time. AND.17 output is also sent to the "B" port of T/N 0, causing an output from port "C" of that element. This signalis conducted to Port 9 of the board, and the Port 9 output acts to lock out the vibraswitch trips on line E 24. The Port 9 signal is also directed through a shuttle valve to actuate valve P. The output from element T/N 9 is also metered through an orifice (1) to 3
port "A"of OR 5,which transmits a signal to Port 2,and through a check valve (2) to the "A" ports of elements AND-23 and AND 19. The Port 2 output feeds the Group ll sensors, and is directed through valve P to the low low lubricating 3
oil pressure trip line and valve P. Note that the Group 11 sensors and the low low lubricating oil trip sensor will be in a 3
venting condition until the unit achieves operating pressures, and will not be able to effect a trip at this time, d.
Group 11 lockout timing is a function of AND 17 output metered through a parallel orifice / check (21) and an accumulator at Port 1. It takes 00 90 seconds for the metered signal to fill the accumulator, and this delay is known as Group 11 lockout timing. Note that the output from T/N 9 is metered through an orifim (1) and OR 5 throughout this delay period. As the engine builds to proper operating pressure, the sensors in the Group ll lines shif t to the blocking position, and the metered signal begins to fill the lines. By the time Group 18 lockout timing is completed, the Group ll shutdown lines should be completely pressurized. When the Port 1 accumulator is filled, a signal at port "A" of element T/N 9 terminates the output of that element, and Port 9 preuure is lost, venting the vibraswitdi lockout line and reinstating vibration protection. Note that loss of Port 9 pressure would also vent valve P, but by this time the metered 3
Port 2 signal which passes through valve P should fully pressurite the line and maintain pressure at valve P. Note also 3
3 that although the metered T/N 9 signal to Port 2 is lost, the Port 1 accumulator output is applied to port "A"of AND 14 C1 and port "B" of OR 5 to maintain Port 2 pressure. Significantly, this causes the Group 11 shutdown lines to be fed (j
through the same orifire (10) which feeds the Group i shutdowns. At this time the unit should be running at governed speed, with all operating temperatures and pressures normat, and with full shutdown protection.
C2CmCD 3C5 la H *e*
Instruction Manual PART C - CONTRO L SYSTEM (Continued) e.
If a SHUTDOWN condition should develop which would cause one of the shutdown sensors to vent, there would be a loss of pressure at either Port 2, in the case of a Group 11 shutdown, or at Port 10,in the case of a Group i shutdown. Since both ports are fed through orifice (10), a shutdown signal received through either port would vent the line downstream of the orifice, causing a loss of pressure at port "A" of element NOT 18. Due to the action of a metering orifice (10), pressure is maintained at port "B" of NOT 10, and since the inhibitory port "A" signal at that element has been lost, control air passes through NOT 18 to port "B" of NOT 24. The signal passes through NOT 24 and NOT 20 and is transmitted through OR 16 to the "C" port of S/R 12, causing an output at port "C" of MEM-15. Since control air is present at port "B" of AND 11, MEM 15 output transmits through AND 11 and pressurires Port 8. Port 8 output is conducted through a shuttle valve to line E-89, where it extends the shutdown cylinder, cutting off fuel delivery and shutt ng the unit down.
f.
Note that AND 11 output is also passed through an orifice / check (3) and two accumulators (10) at Port G, causing a delay of approximately 120 seconds. When this delay is completed, and shutdown has been accomplished, a signal is passed through AND 7, which is transmitted to the reset port of S/R 22, causing a loss of pressure at port "B" of NOT 18, which terminates the shutdown signal. AND-7 output also passes through OR 8 to the reset port of S/R 12, which vents Port 8, retracting the shutdown cylinder and readying the unit for a restart.
g.
A shutdown due to engine overspeed is accomplished in a different manner. Note that there are two over-speed trip valves (11, Drawing 52215) which provide "two out of two" logic in the event of an overspeed condition.The arrangement of the valves is such that the tripping of only one overspeed device will not result in a shutdown. The combined action of both valves is necessary to effect such a shutdown.The circuitry functions as follows. Under normal operating conditions, when an overspeed trip signal is not present, the overspeed trip valves will be in the blocking position as shown. Control air at 60 psi present in line E 53 is metered through two orifices (12, Drawing 52215) to the
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overspeed trip valves, and since they are in the blocking position, the control air signal pilots two three way valves (13.
kj Drawing 52215). The valves shift to block the flow of control air to the overspeed trip line, E 20. If an overspeed con-dition develops, the overspeed trip valves dump the control air pilot pressure from the three way valves. Control air then passes through the valves to hne E 20. Note that both valves must be in the unpiloted position to complete the shutdown path. Pressure in hne E 20 activates pressure switch PS 11 (Drawing 52216), transmitting the overspeed trip signal to the electrical system. Line E 20 pressure is also directed to the Overspeed Air Shutoff Cyhnder (8, Drawing 52215),
which extends to close the butterfly valve ire the intake air manifold, thereby cutting of f the supply of combustion air, in addition, line E 20 pressure passes through the Stop/Run valve (14, Drawing 52216) and a shuttle valve (15. Drawing 52215) to extend the Shutdown Cyhnder (6, Drawing 52215) and pressurize hne E-00. The shutdown cyhr Jer moves the fuel racks to the NO FUEL position, cutting of f the supply of fuel to the engine. Pressure in line E 90 activates the
" Unit Tripped" pressure switches at the panel. Note that the engine is shut down due to both fuel and air starvation at an overspeed trip.
h.
A normal stop s,jnal, applied from the remote location or from the local pane', or a generator dif ferential signal from the switchgear, energizes solenoid valve SOL 4, admitting 60 psi control air to Port 11 of the shutdown logic board. This signal is transmitted through OR 10 to the "C" port of S/R 12 which causes an output f rom port "C" of MEM 15. This outputis transmitted through AND 11 to Port 8 which pressurizes line E 89and extends the shutdown cylinder, readying the unit for a restart. Note that the stop circuit is still functional even when the unit is running in response to an emergency start signal.
i.
Upon receipt of an emergency start signal, solenoid valve SOL 6 and SOL 7 will become energized, trans.
mitting a signal through a shuttle valve to Port 7 of the Shutdown Logic Doard. This signal also activates pressure switch PS 30, and pilots valve P, which then shif ts to allow passage of a signal metered through a 0.028 inch orifice 2
(30). This signal will cause pressure to build up in the low low lubricating oil trip line, and will also be applied through a shuttle valve to the pilot of valve P. The signal from the shutdown de activating solenoids also passes through a 0 004 3
inch or fice/ check (311 to pressurire Port 3 of the shutdown logic board, and also to build pressure in the kne leading to
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valve P. Control air at Port 7 of the shutdown logic board pressurites the "B" ports of elements AND 19 and AND 23, 3
and pressure at Port 3 causes the "A" ports of the same elements tu become pressurited. The outputs from AND 19 osav 7s0t 7'7s020 3CG
instruction Manual PART C - CONTROL GYSTEM (Continued) and AND 23 act to pre:surite the "A" ports of elements NOT 24 and NOT 20, inhibiting the passage of control air through these elements which is necessary to ef fect a shutdown. Note that the two NOT elements form a redundant series, affording protaction in the event of a malfunction of one or the other. Note that Port 7 input is also transmitted through OR 4 to pressurire the Group i and Group ll sensors and to provide Group 18 lockout timing, as outhned in sections (c) and (d) above. The Group I and Group li shutdown sensors remain active 6n the emergency situation,and continue to monitor the condition of the unit and display f ault indications on the control panel annunciator. However, since the shutdown line is blocked, these sensnr sig'ials,with the exception of overspeed, low low fubricating oil pressure and generator differential, will not be able to ef fect a unit shutdown while the unit is operating in response to an emergency start.
i.
As mentioned in the presious section, the following fault indications will effect a shutdown while the unit is operating in response to an emergency start signah overspeed, generator differential and low low lubricating oil pressure. Hefer to section (g) abovs for mverage of the overspeed trip. Generator difforential protection is derived from the owner's equipment and tne switchgear, which will generate a signal activating solenoid valve SOL-4, which of fects a shutdown as outhned in section (h) above. A shutdown due to low low lubricating oil pressure will be effected any time lubricating oil drops below a preset value, af ter Utoup 11 lockout timing has been completed. The low low lubricating oil trip is locked out during a unit start, and remains locked out for a timed period, Note that the output from Port 9 of the shutdown logic boJrd, which locks out vibration trips during the start sequence, also pressurites the pilot of valve P. When Group 11 lockout timing is complete I, the metered signal from the shutdown de activating solenoids which 3
passes through valve Pa should maintain press.re at valve P. If a low low lubricating oil pressure condition arises af ter 3
Group 18 lockout timing has ended,
- shutdown will be accomphshed as follows.
n l
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Three pressure actuated vatves (10, )rawing 52215) mcunted on the engme will vent line E 10LL through threc 0 024 b/
inch orifices (22, Orawing 52215). Nute that, since hne C 10LL is fed by a 0.020 inch orifice, the venting of only one 0 024 inch orifice would not prortu:e a not loss of pressure at valve P. When at least "two out of three" sensors vent, 3
there is a net p' essu s loss at valve 7p and pressure is lost at Port 3 of the shutdown logic board. There is a consequent less of pressure at '* e "A po ts of elements AND 23 and AND-10, which causes a loss of the inhibiting signals at the "A" ports of NOT 24 and NO320 Since *he tslocking action of the NOT elements is thereby terminated, a shutdowel signal is free to pass thro 3gh tae normal shutdown pat'i. Note that the venting of Port 3 provides this shutdown s:gnal, as the Group ll shutdowi br's fed br orifert (10) ver ts thrugh Port 3, and the inhibitmg signal at port "A" of NOT 18 is lost. Nui le enen has an on tout, whicn is directed throug'i NOT 24 and NOT 20, etwl through the shutdown hne to Port 8 arid hne [ 19, where the SNidnv,n cylu der is e wtended and the umt is shut dowri.
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Instruction Manual Y
PART C - CONTROL SYSTEM (Continued) 50LEN0lO LINE NO.
FUNCTibN OPEHATED BY SOLIL 3
Starting Air Admission H3,H4,H0,F17 SOL 2FI 6
Starting Air Admission R3, F14 fl0, F17 SOL 1 H 27 Starting Air Admission H3,f14.H0,H7
$0L2L 20 Starting Air Admins.on H3,H4,H0,F17
$0L 3 50 Shutdown Activated H4, F17 SO L-4 00 Stop Engine Remote & Local Stop Pushbuttoni, Generator Fault 80 Helay SOL 6 60 MAINTENANCE Lockout Mode Selector Switch (MS), PS 12 SQL 0 17 Shutdown De activated fl9, Illo SOL 7 43 Shutdowns De activated H9, H10 Tabk 2 C l. Sokou J Valves HELAY LINE CONTACT TIME LINE FUNCTION IWHEN ENEHGlZEDI TO1 0
T011 N O.
3 sec.
12 Provides nower to H13 af ter timing out
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TDI 2 N O.
3 ec.
80 Providen tatching power to H1 relays i
af ter 16 ming out
=
TD2 30 TD21 N O.
3 sec.
30 Prov6 des power to H14 after timing out TD2 2 N O.
3 sec.
90 Providen latching power to H1 relays atter timing out TD3 98 T031 N O.
00 sec.
92 Provides power to H2 af ter timing out 704 70 TD4-1 N O.
16 sec.
03 Heset H1 relays and H2 if unit f ails to to stari 1042 N C.
1 G iac.
80 fieleaieilatch tignat io n t relayt ef un.t faits to start TL 13 N O.
16 sec.
93 Provides power to AUX H1 at unit I'""''''
TD$
80 7051 N O.
1Giec.
83 Hesets ft t relayi & H2 6f unit f ails in staft TOS2 NC 16 sec.
80 Heleases latch signal to H1 retaviif unit f ails to ttart TD53 N O.
Ib sec.
91 Pinvutai powar to Aux n2 at unit i
tailo'e to ita'(
[abIt.2 C $ forn9 U9lay Nel. Vi u w v rsessissoso 3CU
Instruction Manual (v!
PART C - CONTROL SYSTEM (Continued) l l
RELAY LINE CONTACT LINE FUNCTION (WHEN ENERGlZED)
R1 83 R11 N.O.
79 Provides power to TD4 and TD-5 R12 N.O.
96 Provides power to TD 3 R13 N.C.
118 Customer Contact - Circuit breaker circuit R14 N.O.
94 Provides power to AUX R3 R15 N.O.
140 Provides power to engine start timer R16 N.O.
126 Customer contact - Starting R1A 86 R1 A 1 N.O.
80 Provides power to TD4 and TD-5 RI A 2 N.O.
98 Provides power to TD 3 RIA-3 N.C.
119 Customer contact - Circuit breaker circuit RI A-4 N.O.
94 Provides power to AUX R3 RI A 5 N.C 123 Customer contacts - exciter shut jown circuit RIA-6 N.O.
124 Customer contacts - ext. iter shut Jown reset AUX R1 33 AUX R14 N.O.
139 Customer Contact " Unit Failure To Start" AUX R1-5 N.O.
139 Customer Contact " Unit Failure To Start" R1B 88 R181 N.O.
127 Customer contact RIB 2 N.C.
13 De-energizes R4 af ter a start O
R18 3 N.O.
95 Provides power to AUX R3
,)
R1B4 N.O.
169 Arms DC Fuet Oil Booster Pump in AUTO R 18-5 N.C.
188 Terminates AUTO operation of Jacket Water Circulating Pump and Heater at Start R18 6 N.C.
199 Terminates AUTO operation of Lubricating Oil Circulating Pump and Heater at Start RIC 90 R1C 1 N.O.
37 De-energizes R7 after start U
R1C-2 N.O.
128 IE 3
29 Customer Contacts Q
RIC 5 N.O.
135
[
80 gg O
RIC-6 N.O.
96 Provides power to AUX R3 g
gg R2 92 R21 N.O.
170 Arms DC Fuel Oil Booster Pump k
R2-2 N.O.
126 auy R2 3 N.C.
128 R2-4 N.C.
129 O
R2-5 N.C.
130 R2-6 N.O.
95 Provides power to AUX R4 AUX R2 94 AUX R2-1 N.O.
404 Provides power to " Unit Failure To Start" Annunciator AUX R2-2 N.O.
139
" Unit Failure To Start" Customer Contact AUX R2 3 N.O.
139
" Unit Failure To Start" Customer Contact R3 9
R31 N.O.
3 Provides power to SOL 1L and SOL 2R at SDS R3-2 N.O.
28 Provides power to SOL.1R and SOL.2L at SDS q
R3-3 N.O.
84 Latches R1 relays at SDS j
R34 N.O.
136 Provides power to UPR circuit customer contact sU R3-5 N.O.
140 Provides power to UPR circuit customer contact Table 3 C3. Relays osav.7soimso20 3 C-9 ta ti 10/80
Instruction Manual m
./
n-RELAY LINE CONTACT LINE FUNCTION (WHEN ENERGlZED)
AUX R3 95 AUX R3-1 N.O.
112 Start Signal Chart Recorder input AUX R3 2 N.O.
139 Customer Contacts AUX R3 3 N.O.
139 Customer Contacts AUX R3-4 N.O.
282 Arms High Temperature Lubricating Oil OUT and Low Pressure Turbocharger Oil Annunciators AUX R3-5 N.O.
164 Energizes hourmeter at start AUX R3-6 N.O.
120 Customer contact R4 13 R41 N.O.
5 Provides power to SOL 1 L and SOL-2R at Manual Start R4 2 N.O.
30 Provides power to SOL 1 R and SOL 2L at Manual Start R4 3 N.O.
16 Latches R4 at Manual Start R4-4 N.O.
55 Provides power to SOL-3 R4 5 N.O.
140 Customer Contact AUX R4 96 AUX R4-2 N.O.
139 Customer Contacts AUX R4-3 N.O.
140 Customer Contacts R5 20 R 5-1 N.O.
53 Provides power to DC Power Indicating light RS2 N.O.
57 Provides power to R12 R6 33 R61 N.O.
27 Provides power to SOL-1R and SOL-2L at SDS RS 2 N.O.
4 Provides power to SOL-1L and SOL.2R at SDS R 6-3 N.O.
86 Latches R1 relays at SDS R6-4 N.O.
134 Provides power to Governor and Voltage Regulator Pre.
p l
i position circuits b
R6-5 N.O.
140 Customer Contact R7 37 R71 N.O.
29 Provides power to SOL 1 R and SOL 2L at Manual Start R7-2 N.O.
6 Provides power to SOL 1L and SOL 2R at Manual Start R7-3 N.O.
42 Latches R7 at Manual Start R7-4 N.O.
56 Provides power to SOL 3 R7 5 N.O.
140 Customer Contact R8 46 R81 N.O.
53 Provides power to DC Power indicator light R8 2 N.O.
58 Provides power to R12 R9 8
R9-1 N.O.
17 Provides power to SOL-6 at SDS R92 N.O.
44 Provides power to SOL 7 at SDS R9-3 N.O.
9 Provides power to R3 and R13 at SDS
~
r H9-4 N.O.
9 Provides power to R3 at SDS U
k I E R9-5 N.C.
11 Disarms Manual Start Circuit at SDS R9-6 N.C.
56 Disarms SOL 3 at SDS h%
g 3 $
R10 32 R 10-1 N.O.
43 Provides power to SOL-7 at SDS E]
EU O
R 10-2 N.O.
18 Provides power to SOL-6 at SDS O
E E R10 3 N.O.
33 Provides power to R6 and R14 at SDS Qf b g)
- w R10-4 N.O.
33 Provides power to R6 at SDS gg R10-5 N.C.
35 Disarms Manual Start Circuit at SDS 0
0 R10-6 N C.
56 Disarms SOL 3 at SDS U
M E
R11A 102 R11AM N.C.
140 Permissive for R26 R11A.?
N.O.
134
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R11 A-3 N.O.
135 j
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R11 A-4 N.C.
136
" Ready To Load" customer contacts R11 A 5 N.C.
137 R11 A-6 N.C.
138 Table 3-C-3. Relays 3 C-10 m u to/so osnv 7soi7/7so2o
Instruction Manual
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s PART C - CONTROL SYSTEM (Continued)
RELAY LINE CONTACT LINE FUNCTION (WHEN ENERGIZED)
R11B 103 R11B 1 N.O.
126 R118-2 N.O.
127
" eady To Load" customer contacts R
R11B 5 N.C.
130 R118 6 N.C.
131 R12 58 R12 2 N.O.
133 R12 3 N.O.
134 R 5 1
R12-6 N.C.
137 R12 7 N.C.
138 R13 11 R 13-1 N.O.
120 Field Flash - Customer contacts R 13-2 N.O.
137 R14 35 R141 N.O.
121 Field Flash - Customer contacts R14 2 N.O.
138 p
R16 156 R16-L N.C.
274 Arms Low Temperature Lube Oil IN Annunciator D) t R16 H N.O.
278 Arms High Temperature Lube Oil IN Annunciator R17 156 R17 L N.C.
276 Arms Low Temperature Lube Oil OUT Annunciator R17 H N.O.
280 Arms High Temperature Lube Oil OUT Annunciator R18 156 R18-L N.C.
360 Arms Low Temperature Jacket Water IN Annunciator R18 H N.O.
364 Arms High Temperature Jacket Water IN Annunciator R19 156 R19 N.O.
358 Arms High Temperature Aftercooler Water IN Annunciator R21 156 R21 L N.C.
362 Arms Low Temperature Jacket Water OUT Annunciator R21 H N.O.
366 Arms High Temperature Jacket Water OUT Annunciator R25 77 R25-1 N.C.
140 Permissive for R26 R25-2 N.C.
124 Disarms Exciter Shutdown Reset signal R25-3 N.O.
124 Sequencer Interlock R25-4 N.C.
125 Sequencer interlock P.25-5 N.O.
123 430 rpm - Customer Contact R254 N.O.
124 430 rpm - Customer Contact R25-7 N.O.
125 430 rpm - Customer Contact R23 107 R261 N.O.
108 Latches R26 i
R26-2 N.C.
140 Stops engine starts timer Table 3-C-3. Relays DOCUMENT CONTROL DATE rm
(
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OCT 5 01980 w/
DUKE POWER COMPANY DESIGN ENGINEERING [
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INSTRUCTION A
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A tranampo Company (wJ SECTION 4 ENGINE OPERATION GENERAL.
If the engine is being started for the first time, remove any preservative materials that may have been control and exterior surfaces of the engine. Rust preventive which has been sprayed inside the engine will m the lubricating oil without causing contamination. To reduce the amount of preservative absorbed however, it may be desirable to wash and clean the interior surfaces of the engine before circulating o time. Do not attempt to wash connecting rods, crankshaft or pistons as this may deposit dirt bet surfaces. The following inspections and checks are recommended prior to starting the engine for the f a long shutdown or major overhaul, Check bolts, nuts and capscrews, both inside and outside the engine to insure that all locking a.
and cotter pins are in place and secure, b.
Inspect all piping systems. Trace out each system to insure that all connections are secure and t and other control devices are properly positioned for engine operation.
Check lubricating oil strainers and filters for cleanliness and proper assembly.
c.
O) d.
(u/
Check that lubricating oil and cooling water systems are clean and filled to the proper level.
g Check starting air system for cleanliness and absence of moisture.
e.
f.
Check all controllinkages for proper adjustrnent and freedom of movement.
g.
Check crankshaft alignment (see Section 2).
h.
Open indicator cocks on cylinders and bar engine over four revolutions to make sure cylinders a and that engine is ready to run.
CAUTION Any resistance to free turning must be investigated and corrected before engine is started.
i.
With the indicator cocks open, fuel controls off, crank engine several revolutions.
j.
Close indicator cocks. If all conditions for starting are satisfied, the engine may be started, cedures contained in subsequent paragraphs.
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o/n/nviol.74 41
Instruction Manual N
I i
PRE-START PROCEDURE.
The following procedure should be carried out before starting the engine under rot.: tine conditions.
Energize Control Panel. Note status larnps for a-c and d<: circuits illuminated.
a.
b.
Depress TEST pushbutton momentarily to verify alarm functions. Alarm horn should sound and flashing annunciators should operate. Depress SILENCE pushbutton. Note alarm horn silenced. Depress ACKNOWLEDGE push-button. Note steady annunciator lights. Depress RESET pushbutton. Note annunciator lights extinguished.
Check Starting Air Pressure at panel gauge. If pressure low, turn Air Compressor switch to ON position.
c.
Monitor pressure rise and shut off compressor when desired pressure is reached, d.
Open any manual shut off valves in the starting air lines.
e.
Check levels of Fuel Oil Day Tank and Lube 0;l Sump Tank.
f.
If Pre !ube desire-1, place switch in RUN or AUTO position. Note pump ON indicator light illuminated.
Pre lube for five minutes maximum to prevent flooding of turbochargers. If RUN position selected, pump must be turned of f manually. If AUTO position. selected, pump operation termina+ed automatically at start.
g.
When starting a cool engine af ter a shutdown it is very important that the following procedure be carried out prior to attempting a start.
(1) Open indicator cocks on all cylinder heads.
'i (2) Place the Mode Selector Switch at Local Control Panel in the MAINTENANCE position.
(3) Depress MAINTENANCE Mode Select pushbutton at Local Control Panel.
(4) Inject Remote Control Room MAINTENANCE mode permissive.
(5) Note annunciator indicating system's mode.
(6) Depress Engine Roll pushbutton at Local Engine Control Panel. Allow engine to crank for at least two revolutions, then release pushbutton.
(7) inspect all indicator cocks. If liquid has been ejected from any of the cocks, the source must be found and the defect corrected before proceeding.
(8) Close indicator cocks.
(9) Place Mode Selector Switch in OPERATIONAL mode position.
h.
Insure that all manual reset shutdown devices. Such as the overspeed trips, have been reset.
REMOTE MANUAL START.
The following procedure should be used to start the engine manual!y from the Remote Panel.
a.
Place the REMOTE / LOCAL selector device at the Remote Control Room panelin the REMOTE position.
n All local control of the engine and generator then will be locked out.
)
b.
Depress the Remote Manual Start pushbutton momentarily in the Remoa location.
DSRV 75o17/75o2o 4-2
Instruction Manual The unit will automatically crank, start, come up to governed speed and generate voltage as required.
c.
Remote Governor and Voltage Regulator RAISE / LOWER switches may be used to adjust speed / frequency and voltage as necessary.
d.
Note " Shutdowns Activated" indicator light illuminated.
"Up to Speed" and " Ready To Lowt" permissive signals will be generated automatically for use with remote e.
synchronizing and loading controls.
LOCAL MANUAL START.
Perform the following operations to start the unit from the Local Engine Control Panel, Place the REMOTE / LOCAL selector device at the Remote Control Room Panel in the LOCAL position.
a.
b.
Place the OFF/ START switch at the Local Engine Control Panel in the START position momentarily.
The unit will automatically crank, start, come up to governed speed and generate voltage as required.
c.
Governor and Voltage Regulator RAISE / LOWER switches at the Local Generator Control Panel may be used to adjust speed / frequency and voltage as necessary.
d.
Note " Shutdowns Activated" indicator light illuminated.
"Up To Speed" and " Ready To Load" signals will be generated automatically for use of the synchronizing e.
Q and loading controls at the Local Generator Control Panel.
f 1
START DIESEL SIGNAL.
If an emergency " Start Diesel Signal" is generated by the owner's equipment, the unit will automatically crank, start and come up to speed and voltage as required. "Up To Speed" ar.J "Roady To Load" permissives will be generated for use with the remote sequencing equipment. The setpoints of the voltage regulator and governor will be placed at a pre-set value for fifteen seconds. Thereafter, the pre set signal will be released, allowing the operator to control speed / load and voltage. The governor will automatically be placed in isochronous operation. The shutdown system will be disarmed except for overspeed, generator differential and low low lubricating oil pressure. Note tl.at the SDS start circuitry remains active if the unit is in LOCAL control, or if the Lockout Relay has been energized at the Local Generator Control Panet, but in such a case loading operations would be performed at the local panel.
REMOTE CONTROL ROOM EMERGENCY.
If the Remote circuitry malfunctions, or in the event of a station emergency when local control only is desired. perform the following.
a.
Actuate Lockout Relay at break glass station at Local Generator Control Panel.
b.
Place the OFF/ START switch at the Local Engine Control Panel in the START position momentarily.
c.
The unit will automatically crank, start and come up to speed and voltage as required. Governor and Voltage Regulator RAISE / LOWER switches at the Local Generator Control Panel may be used to adjust speed / load and voltage setpoints as required.
d.
Note " Shutdowns Activated" indicator light at Local Engine Control Panel illuminated.
"Up To Speed" and " Ready To load" permissive signals will be generated for use of the synchronizing and e.
loading controls at the Local Generator Control Panel.
osav-7 sot mso2o 4-3
d Instruction Manual i~
NORMAL STOP.
Reduce load and allow engine to cool. When temperatures have fallen to the desired levels, actuate the stop control at either the local or remote location.
EMERGENCY STOP.
Perform one of the following actions to stop the engine in an emergency situation, a.
Depress the Stop pushbutton in either control location.
b.
Place the Stop/Run valve at the engine in the STOP position.
c.
Turn the governor load limit knob on the governor to zero, d.
Manually trip the overspeed trips.
e.
If none of the above procedures work, the engine may be stopped by pushing a fuel pump lever towards the engine block. This will rotate the fuel shaf t and cut off fuel delivery. Hold the lever until the engine stops.
STARTING, STOPPING AND OPERATING PRECAUTIONS.
As soon as the engine is running, all gauges should be checked for proper operating pressures and temperatures as shown in Appendix 11. If conditions are not normal, shut down engine and determine cause before restarting.
p Use only compressed air for starting. Substitution of compressed gasses, especially oxygen, may result in a violent explosion.
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.. gg OAKLAND. CALiFoRN!A 94621 4 tw SECTION 5 MAINTENANCE GENERAL.
Units employed as a source of on site emergency power at nuclear power stations will experience relatively few operating hours during the spaa of their normal service life, yet the requirement that the unit be able to start, come up to rated speed and assume a load quickly in response to an emergency start signal from the owner's equipment dictates that there must be a maintenance program in use which is designed to ensure the necessary high level of reliability of the engine, generator and associated equipment to accomplish this.
MAINTENANCE CONCEPT.
The precise number of hours a standby diesel. generator unit will be operated in any given time period cannot be known in advance. Under ideal conditions the complete engine-generator installation will be operated only in periodic testing situations, although certain systems such as the lubricating oil and jacket water " keep warm" circuits will be operating all the time when the unit is in standby operation. Operating hours, then, cannot alone be the determining factor, Calendar time is also significant for some systems. As there are few operating hours, many maintenance actions are based on operating hours and/or reactor refueling shutdown, whichever comes first. To formulate an effective schedule, certain assumptions must be made.
a.
The diesel-generator will undergo periodic exercise tests, the frequency of which will be determined by regulations issued by the U.S. Nuclear Regulatory Commission and other cognizant authority. The frequency of testing is assumed to be no less than once every thirtyone days.
b.
The periodic exercise test will involve starting the unit, bringing it to rated speed, applying some load, running under load for a period of time, shedding the load and shutting down. It is assumed that the test will be of a minimum duration of two hours.
c.
The plant will be shut down on a periodic basis for refueling of the reactor.
d.
The maintenance actions will be performed by personnel who are trained and qualified to do this sort of work.
RECORD KEEPING.
The keeping of records can greatly assist in the evaluation of engine performance and keeping operating personnel informed of the current running condition of the engine. Comparison of present and past log sheets and charts may reveal gradual changes in temperatures, pressures, noise and overall performance, all indicators of the engine's condition which can be of assistance in planning future overhaul and repair schedules. The majority of engine problems are preceeded by signs and indicatinns. Performance trends are nJt easily detectible, however, unless data is recorded in a manner that makes these trends apparent. Charts and curves can perform this function. Essential to any technique which depends upon the recording of observations is the careful and accurate chart:ng of data. Because of the few operating hours experienced by an engine in nuclear standby service, data should be plotted at f requent intervals during those periods of operation to obtain sufficient data to readily reveal operating trends.The following paragraphs illustrate some of the information that can be obtained from charts and curves.
O'v) a,av e s 5-1
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COMPRESSOR olVISloN C
INANUAL o"AKLAND. CALIFORNIA 94621 A trentamenta Company
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TIME - D AILY AND MONTHLY SUMM ARY a.
If lubricating oil pressure starts to fall of f but the temperature remains constant,it would indicate that the bearings are starting to wear to excessive clearances, that the lubricating oil pump is wearing excessively, or that the relief valve is not functioning properly, it could also indicate excessive fuel dilution. If lubricating oil pressure starts to fall off and the lubricating oil temperature rises,it might indicate that the heat exchanger equipment is plugging up.
A sudden increase in lubricating oil temperature with an increase in the amount of vapor from the crankcase ventilation discharge may indicate some overheated internal part of the engine.
A sudden increase in tubricating oil temperatures requires an immediate reduction or removal of the load if this is possible. The cause of the temperature increase must be determined and
,CN corrected.
/
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a TIME - DAILY AND MONTHLY
SUMMARY
b.
If lubricating oil consumption starts to increase it could mean that the piston oil control rings are starting to foul, or have worn excessively. If this is the case, oil is being burned and should show up in the exhaust as a light blue or grey smoke. It could also mean that the intake or exhaust valve guides have worn excessively. A third possibility is a leak in the lubricating oil cooler. This can be checked by looking for evidence of oil in the cooling water,
- 2=
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> TIME - DAILY AN D MONTHLY
SUMMARY
n ij c.
If crankcase vacuum starts to go towards a positive pressure it may indicate that the compression rings on the pistons have worn excessively. This may be checked by taking a set of compression cards.
R/RV(Nb7s 52
INSTRUCTION
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TIME - DAILY AND MONTHLY
SUMMARY
d.
If jacket water temperature starts to rise it could mean that the jacket water cooler is starting to foul.
However, it must be remembered that the AMOT temperature valve starts to open five degrees farenheit before the set 0
point. This means that the controlled outlet temperature may vary 15 F, depending upon ambient weather conditions.
If inlet temperature starts to drop, indicating a greater temperature differential across the engine, it could mean one or more of the following.
(1) Poor combustion.
(2) Leaky head gasket (s).
S (3) Scuffed piston (s).
(4) Faulty venting of Jacket water system.
(5) Faulty water pump.
MAINTENANCE SCHEDULES.
The following maintenance schedules are recommended. inspection intervals are optimum, however, operating experience must be used to determine the ultimate suitability of the schedule. Where experience indicate more frequent inspection is desirable, the inspection interval should be shortened. Unless otherwise stated,the following inspection intervals are used, a.
DAILY - Operations which are to be performed on a daily basis, independent of engine operating hours, b.
WEEKLY - Operations which are to be performed weekly, regardless of engine operating hours.
i c.
MONTHLY / EXERCISE TEST - Operations which should be performed each time the unit undergoes its periodice exercise test, but in no case less frequently than once a month.
d.
ANNUAL /EACH PLANT SHUTDOWN - Inspections that should be performed on an annual basis, or at plant shutdown for reactor refueling. The interval may be adjusted to meet plant shutdown schedules, e.
BI ANNUAL / ALTERNATE PLANT SHUTDOWNS - To be performed at alternate reactor refueling shutdowns, or bi annually.
f.
FIVE YEARS - To be performed at the nearest plant shutdown period to a five year interval.
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COMPRESS a gg a a 660 - 86th AVENUE
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COMPONENT GROUP: DIESEL ENGINE FREQUENCY CODES t:
MAINTENANCE ACTION A
B C
D E
F Observe and record lubricating oil and jacket water temperatures.
(Only if unit operating in standby mode with keep-warm pumps on)
XX Drain all low point water collectors,"Y" strainers and air receiver tanks in starting air system.
XX Check engine and auxiliary equipment for oil, water and fuel oil leaks.
XX Check level of lubricating oil in sump tank, governor and pedestal bearing.
XX Check fuel pump racks for freedom of movement through fulllimit of travel.
Do not disconnect from governor.
XX Check operation of air strangulation valve and actuating cylinder.
XX n
Turn on electrical fuel oil booster pump for a short time and circulate fuel
(
)
through system. Check strainers for clean fuel.
XX Vj Clean and inspect "Y" strainers in starting air system. Note: if fouling of strainers is such that more frequent inspection is indicated, shorten inspection interval.
XX Check lubricating oil filter pressure differential.
XX Inspect and clean air filter in starting air distributor. If conditions warrant, inspect more frequently.
XX Drain water and/or sludge from lubricating oil full flow filter.
XX If differential pressure indicates, check strainer screens in fuel oil and lubricating oil pressure strainer.
XX Check lubricating oil for fuel dilution with a viscosimeter.
XX Send lubricating oil sample to laboratory for analysis.
XX Drain lubricating oil system. Clean sump and strainers, refill with new oil.
XX Check pH factor of jacket water. Correct as necessary as recommended by chemical supplier. Recommended pH is 8.25 - 9.75.
XX 7-
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COMPONENT GROUP: DIESEL ENGINE (Continued)
FREQUENCY CODES
~
MAINTENANCE ACTION A
B C
D E
F Remove alternate left side doors and examine inside of engine for any abnormal conditions.
XX Check hydraulic valve lifters for operation and proper adjustment.
XX Remove fuel injector nozzles, clean, reset and reinstall.
XX Check connecting rods and link rod bearing clearances using the Bump" method.
XX Check and record crankshaf t deflections.
XX Visually inspect foundation for breaks in bond between sole plates and grout.
XX
("]
Check foundation bolts for correct torque. Retorque as necessary then recheck i.v.)
crankshaf t deflections.
XX Check lubricating oil jets at gears for plugged or broken lines.
XX Remove cam covers and cylinder head covers. Inspect cams, tappets, rollers, rocker arms, push rods, springs and valve guides.
XX Drain governor oil, clea.i, flush, refill with new oil. If necessary, replace governor drive coupling.
XX Remove turbocharger (s). Disassemble and clean.
XX Check cold compression pressures, maximum firing pressures and take an indicator card, if indicated, remove cylinder heads, grind valves. Check valves and liners.
XX inspect gears for general condition. Check backlash and replace worn gears exceeding maximum clearance.
XX Remove fuel injection pumps. Disassemble, clean, repair and adjust as necessary.
XX Remove end plates from heat exchangers and intercoolers. Examine and clean as necessary.
XX Check main bearings.
XX Inspect intake air filter oil distribution plate. Change oil in filter.
XX R/R V(Nb78 54B
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PRESERVING ENGINE IOR SHIPMENT OR STORAGE.
The following instructions are for preserving an operable engine for shipment, storage of inactivating for an indefinite period of time.
a.
COOLING SYSTEM AND WATER PUMPS - Before shutting art engine down, add a water soluble liquid such as Texaco Soluble Oil "C", to the water system and circulate for about 15 minutes, then drain. Disconnect the water line from its source and seal with a blind flange to prevent water seepage into the system. Remove engine water header and make sure all water has been removed from around the liners. Drain all water lines and when sure the system is dry, reconnect all lines and engine header to form an airtight system.
b.
FUEL SYSTEM - To preserve the fuel system, disconnect the fuel line ahead of the engine fuel transfer pump and allow engine to burn about five gallons of Tectyl No. 502-C before shutting down. Cap the fuel line to the engine. Drain all fuel tanks and spray insides with Tectyl No. 502 C. Drain all other fuel lines, LUBRICATING OIL SYSTEM - Using an auxiliary lubricating oil pump, circulate a mixture of 50%
c.
lubricating oil and 50% Tectyl No. 502 C, then drain, if the turbocharger has a separate lubricating air system, cir-culate a 50-50 mixture of lubricating oil and Tectyl No. 502 C, then drain, d.
CRANKCASE, CAM GALLERY, CYLINDER HEADS AND FUEL INJECTION PUMPS - Remove camshaft covers and spray cams, tappets, etc. with 100% Tectyl No. 502-C and replace cam covers. Remove crankcase doors and spray 100% Tectyl No. 502-C all over the inside of the crankcase then replace covers. Remove cylinder head covers and spray 100% Tectyl No. 502-C on rocker arms, etc. Remove fuel injection pumps and spray 100%
s )
Tectyl No. 502 C down on the tappet parts and up on the fuel pump cup (plunger follower) then reassemble. For all kd non-painted parts, such as the fuel rack shaft on the outside of the engine, Tectyl No. 502 C can be sprayed on if protection is required for only a short time, that is two or three months. Be sure the exposed parts are cleaned and dryed before spraying. This makes a good seat for such parts as heim joints. Fuel pump racks require a little grease on the edge of the pump body to prevent the compound from entering the pump body and sticking the pump racks, e.
GOVERNOR - The engine governor lubricating oil should be drained and refilled with new oil.
f.
OPENING - Air intake and exhaust openings to the engine should be sealed with gaskets and blind flanges of the metal type. All other such openings to the engine should also be sealed with gaskets and blind flanges.
g.
SHIPPING AND STORAGE - In addition to.the above instructions, the engine must be stored in a building out of the weather elements. While in shipment the engine must be protected by a tarpaulin or boxed when shipped overseas.
SPECIFICATION FOR PROTECTIVE MATERIALS MATERIAL MANUFACTURE Tectyl No. 502 C Valvoline Oil Company Freedom, Pennsylvania Soluble Oil "C" - Use 3 to 5%
Texaco, Inc.
mixture in the cooling water a
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(v PRESERVATION EQUIPMENT.
In the foregoing instructions it is recognized that many times it is necessary to apply protective materials under difficult field conditions. A common paint brush may be used for applying preservative to accessible parts, and a hand operated pump sprayer with a pointed discharge norrie of the type commonly used to spray insecticides may be used for inaccessible points if desired, a small oil pump may be rigged with a motor drive to make a convenient mechanical pressure spray unit. Shop compressor air lines usually carry too much moisture to be safe for this purpose.
and should not be used.
TOROUE WRENCH TIGHTENING PROCEDURES AND VALUES.
Torque figures given in this manual are bMed on the use of a thread lubricant composed of equal parts by volume of engine lubricating oil and Dixon Number 2 powdered medium flake graphite, or equal. They do not apply to dry threads, or to threads lubricated with " Super Lubricants". Dry thread torque readings can be as much as 50 percent in error.
PROCEDURE.
a.
Lubricate threads with oil and graphite mixture and tighten nuts hand tight, b.
Tighten all nuts by snugging the first nut, then moving to the one farthest removed and continuing in a crisscross pattern until all nuts are snug.
c.
Unless otherwise specified. apply 20 percent of the required torque to each nut in the same sequence as
]
described above, then repeat procedure for 50,60,80, and 100 percent of the prescribed torque value.
j d.
Active nuts which are locked with cotter pins must be brought to the specified torque value before attempting to align the cotter holes. If the cotter pin hole in the bolt is halfway between the slots in the nut,or beyond, the nut should be tightened to make alignment. If the cotter pin hole in the bolt is short of the halfway point the nut may be backed off to the nearest point where it will align.
TORQUE VALUES.
See Appendix IV for torque wrench values to be used when torquing the various engine parts.
PR E STR ESSED STUDS.
Cylinder head studs and main bearing cap studs on Model RV engines are pre-stressed when installed rather than torqued with a wrench oecause of their site, location and high torque requirements. This is accomplished by stretching the studs with a hydraulic tool, then tightening the stud nuts. When the tool is removed a pre-determined stress remains in the stud. For this type application pre stressing offers certain advantages a.
Less physical effort is required, b.
It is easier to accomplish in confined areas.
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v SECTION 6 DISASSEMBLY,1NSPECTION AND REPAIR PART A - GENERAL ROTATION AND CYLINDER DESIGNATION.
Crankshaf t rotation and cylinder bank designations are determined while viewing the engine from the flywheel end.
Number one cylinder on each bank is that nearest the gearcase, or auxiliary end, on the opposite end of the engine from the flywheel (see figure 6-A 1). Engines are designated as either right hand or lef t hand according to the side of the engine on which the controls are mounted.
RIGHT BANK LH
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t FRO FLYWHttL END)
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GE ARCASE END (FRONT)
F LYWHE E L E ND (Rt AR) sv Figure 6.A 1. Engine Rotation and Cylinder Designation ASSEMBLY OF PARTS.
Before starting any disassembly of the engine, observe that many parts are match-marked and identified by part or assembly number. Engine parts which have been in service should be returned to the same position in the same engine from which they were removed. This applies principally to cylinder hners, pistons, connecting rods and bearing caps.
New parts should be marked in the same way as the parts which they replaced. Safety clips, cotter pins and safety wire, where specified, must be re-installed correctly to insure that the parts remain secure in use.
USE OF ASSEMBLY DRAWINGS.
Reference may be made to the assembly drawings in the Parts Manual to assist in the disassembly and assembly of various engine components.
Note Do not use the part nurthers on these drawings for ordering replacement parts. The Parts Manual should always be used for this purpose.
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I PART A - GENERAL (Continued) i i,
SPECI AL TOOLS.
Refer to the 590 Group Parts List in the Parts Manual for a listing of the special maintenance tools and equipment i
furnished with the engine.
i CLEANLINESS.
1 Care must be exercised to keep dirt, grit or other debris from entering any of the lubricating oil or cooling water I
I system as well as from the bearing surf aces of pistons, shafts, etc.
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TORQUING.
Make reference to Section 5 for the correct method of torquing nuts and bolts, and to Appendix IV for thespecified j
torque values.
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Instruction Manual e
i PART B - CYLINDER HEADS AND VALVES CYLINDER HEAD REMOVAL.
l' Each cylinder head may be removed from the block independently of the other cylinder heads. The cylinder head has two intake and two exhaust valves, together with their associated springs, wedges, retainers, etc. Valve springs may be replaced with the cylinder head installed on the engine provided the piston is at top dead center to prevent the valves from f alling into the cylinder. To remove a cylinder head from the engine, proceed as follows.
b 9
a.
Drain jacket water from engine, b.
Remove cylinder head cover.
c.
Remove air jumpers.
i.
d.
Disconnect exhaust and intake air mani-folds.
e.
Disconnect fuel injection lines and nozzle j
drain fittings.
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f.
Remove rocker assembhes and push rods.
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Remove hydraulic valvelif tersif engine is so equi.)ed.
I g.
Remove fuel injection nozzles and holder j
assembhes, s
I h.
Remove cylinder head sub-cover.
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i.
Attach lifting fixture to the fuelinjection I
studs as shown in Figure 6-81. Attach an overhead l
hoist to the lifting ring of the fixture.
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Remove cylindee head stud nuts and washers.
Figure 6 B-1. Cylinder Head Lifting Fix ture i
k.
Lif t head from block. If head sticks it may be necessary to take a strain on the hoist and break the head loose by striking the sides with a babbitt or lead hammer.
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INSPECTION.
Clean inside of combustion chamber. Bar engine over until piston is at bottom dead center and clean and inspect upper l
portion of cylinder bore. Clean gasket surfaces of engine block and cylinder head. Remove intake and exhaust valves.
l Ref ace and reseat as necessary, following the procedures outlined in subsequent paragraphs.
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111ANUAL o"AKLAND. CALIFo'RNI A 94621 COMPRESSOR DIVISloN A transamerga Company PART B - CYLINDER HEADS AND VALVES (Continued)
VALVES.
i Intake and exhaust valves are constructed of alloy steel, however, the steel alloy specifications differ. Valves may be identified by the marking "lN" for intake valves and EX" for exhaust valves, stamped on the valve stem.
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VALVE SPRING REPLACEMENT (Cylinder Head Not Removed).
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Valve springs may be replaced without remov-r,.
ing the cylinder head from the block. Remove l',
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rocker arms assemblies then bar engine over until piston of cylinder being worked on is at 5.
a top dead center. Attach valve spring removal h
/
tool to the two fuel injector studs as shown in I
3 Figure 6-B 2. Make sure the nuts are rundown ie
's far enough on the studs to hold securely. Tight-en nut on cross arm, making sure the cross arm is not bearing on the top of the wedges. Tighten nut until vaive springs are compressed. Lif t the i
valve by its stem and remove the two keepers from each valve. Back off on compression nut on tool, then remove tool from cylinder head.
Springs may be lifted off valve stems. Spring A
installation is the reverse of removal.
Figure 6-B 2. Valve Spring Removal Tool r
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~ $2 VALVE REMOVAL FROM CYLINDER HEAD.
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With cylinder head removed from engine, install
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valve spring removal tool as shown above, and
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remove valve springs. Remove valves from com-j I
.a bustion side of cylinder head.
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l PART B - CYLINDER HEADS AND VALVES (Continued)
VALVE INSPECTION AND RECONDITIONING.
The seating surface of valves, particularly exhaust valves, may have the appearance of pitting due to small carbon particles which may have been trapped on the seats and impressed on the metal. This condition has no effect on operation unless there is an indication of blowby, in which case the valves should be reseated. Valves may be re-faced on a standard valve re-facing machine, or on an ordinary lathe. The seating should be exactly 45 degrees. If done on a lathe with a cutting tool, be sure to use very fine feed and a sharp tool for the final cut. If a grinding wheelis used, the wheel should be dressed for exact t;ueness before the final grinding cut is taken. Remove just enoughmaterialto eliminate pits and to make the seat run exactly tr'ue with the stem. If the valve guide is worn, a new guide should be installed before re-facing valve seats. Re seat head with a valve grinder. If a grinder is not available, use a 45 degree hand teamer. Face just enough for trueness and removal of pits. Limit width of valve seat to 19/321 1/64 inch I.04 cm) with a 45 degree tool. if the engine is equipped with valve rotators, the rotators must be replaced j
(1.51 0
whenever the valves are serviced. Before removing intake valve guides from the cylinder head, match-mark both the cylinder head and the guide to insure proper alignment when spides are reinstalled in the heads. Remove, clean and i
inspect valve guides as necessary. It is not practical to measure exhaust valve-in-guide clearances directly. Therefore, wearis determined by measuring the diameter of the exhaust valve guide bore at two points, one at a point one half inch from the top of the bore and the other two inches from the bottom of the bore. Refer to Appendix ill for the proper bore diameters.
CYLINDER HEAD INSTALLATION.
4 Use new seats when the cylinder head is installed on the engine block. Make sure all areas are clean and free of dirt or other foreign matter.
a.
Attach lifting fixture to cylinder head and hoist head in place over cylinder head studs.
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b.
Carefully lower head into place, taking
' 9 care not to damage stud threads or seals.
c.
Lubricate cylinder head studs and nut threads with a 50-50 mixture of graphite and lu-
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bricating oil. Assemble washers and nuts on studs
]
and run down on the threads.
d.
Tighten nuts in increments, and in a criss-cross pattern, following the sequence shown in figure G-B-4. Torque to the specified torque value. This procedure will pull the head down l
evenly.
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'M Figure 6 B-4. Tightening Sequence For Cylinder Head Stud Nuts.
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INSTRUCTION DELAVAL ENGINE AND MANUALFOR COMPRESSOR DIVISION ENTERPRISE 55045TH AVENUE g
g COMPRESSORS OAKLAND, CALIF. 9462t
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PART C - PISTONS AND RODS GENERAL.
Pistons and their attached rods may be removed from the engine by lif ting them straight out of the cylinder liners.
To prepare the engine for piston removal, remove the cylinder heads and the engine side doors adjacent to the pistons and rods to be pulled. If, however, it is only desired to remove or inspect the connecting rod bearings, the cylinder heads need not be removed. Follow the procedure in the next paragraph.
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g 9 BOX BUSHING LOCK PIN 10 BEARING 5 HELL RETAINER RING g
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15 11 LOWER BEARING 5 HELL 4
12 ROO TO BOX BOLT
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4 14 LOC KWI R E
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's 17 COTTER PIN Figure 6-C 1. Pistons and Connecting Rods CONNECTING ROD BEARING SHELL REPLACEMENT.
With engine side door covers adjacent to the bearing to be replaced removed. proceed as follows.
a.
Loosen all connecting rod bolts slightly, but do not remove.
b.
Block crankshaft to prevent further movement, c.
Install connecting rod saddle and plate on master rod side of engine. Adjust jacking screw to hold master rod in place against crankpin, d.
Attach chain puller bracket to side of crank-j case, then attach chain puller.
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e.
Attach chains to each end of link pin with
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capscrews. Attach chain puller to chain and take up siack O
Y as necessary to hold the link rod firmly against the crank-L.
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pin.
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Place a piston holder spacer ring in the lower llll*#d'
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end of each cylinder liner, then install two jacking assem-
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l blies in each cylinder liner and bolt in place to retain the spacer rings.
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Adjust locking ring assembly jacking screws eneo==
until spacer ring is snug against skirt of piston, holding it in place in the liner.
Figure 6 C 2. Bearing Replacement Tool Arrangement A
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6-C-1 nv.74
instruction Manual PART C - PISTONS AND RODS (Continued) h.
Remove six bolts which attach link rod box to master rod. Slack off chain puller to allow link rod box to swing clear of bearing shell. Adjust locking ring assembly jacking screw as necessary to prevent binding.
i.
Back of f on connecting rod saddle jacking screw until master rod is clear of crankpin.
j.
Support lower bearing shell by hand and remove locking clips, then remove both bearing shells.
k.
Inspect, clean and replace bearing shells before working on any other bearings. Only one set at a time should be removed.
I.
install bearing shells and lock in place with clips.
m.
Use connecting rod saddle jacking screw to position master rod firmly against bearing shell. Locking ring assembly and jacking screws may be used to adjust vertical position of rod. It may be necessary to rotate the bearing shells slightly to help with dowel engagement.
n.
Tighten chain puller and guide hnk rod box into engagement with the crankpin and the serrated joint of the master rod.
o.
Install connecting rod bolts and torque to the value specified in Appendix IV.
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p.
Remove all tools and blocking from engine.
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LINK ROD AND PISTON REMOVAL.
With the cylinder heads removed and the engine side doors removed, bar engine over until master rod piston is at top dead center, then block crankshaf t to prevent further movement. Refer to figure 6 C 3 for installation of the special tools that are required for piston and rod removal, a.
Attach piston pulling tool to the crown of the link rod piston.
b.
Place a piece of one-half inch plywood verti-e cally on inner side of outer cylinder head studs to pre.
fd vent piston from coming into contact with studs.
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c.
Suspend a one ton capacity chainf all from
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plant crank hook and attach hook to side hiting hole i -
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I d.
Attach chain puller bracket and chain puller to master rod side of crankcase.
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Install connecting rod saddle and plate to a
master rod side of crankcase. Adjust to hold rod snug COA *
- t. '.L (eii against crankshaf t.
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f.
Attach a chain to each end of link pin with capscrews and connect other ends to chain puller and figure 6-C-3. Tools Installed for Removing Pis ton take up all slack in chain, and Link Rod.
nv n GC2
Instruction Manual PART C - PISTONS AND RODS (Continued) g.
Remove six bolts (see figure G-C 1) which hold link rod box to master rod then slack off on chain putter, allowing link rod box to swing clear of crankpin.
h.
Use chain puller as necessary to position connecting rod while clearing box from crankshaf t. Ad-just until link rod is in line with the axis of the cylinder liner.
A.
a i.
Coat walls of cylinder liner with clean lubri.
cating oil then place a piece of 3/32-inch compressed j,
asbestos gasket material between knk tod box and liner
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wall to prevent box from scoring hner wall Coat side of gasket material which contacts liner wall with clean g
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i lubricating oil.
j.
Carefully hoist piston and rod out of liner
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T with I ton chainf all taking care not to allow piston to u
4a bind in liner (see figure G C A).
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When bottom end of connecting rod box is ij
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clear of liner, move piston and rod clear of engine and lower to floor or a suitable stand.
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!(.,l Figure 6 C.4. Lifting Piston and link Rod from Cylinder Liner.
PISTON AND MASTER ROD REMOVAL.
Attach special tools as shown in figure G C 5 and take up slack with chain puller to hold master rod inplace against the crankshaf t.
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a.
Loosen connecting rod saddle assembly then
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l slack off on chain puller until master rod swings clear of crankshaf t and is in line with the cylirider liner bore, it may be necessary to adjust the position of the piston and rod with the chainf all.
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Rotate crankshaf t approximately 30 past
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top center, away from master rod to permit rod to clear OEUi crankshaf t journal.
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c.
Pull piston and rod in the same manner as piston and hnk tod were pulled (see figure G C G).
Figure 6 C.S. Tools Installed for Piston and Master Rod Removal.
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Instruction Manual PART C - PISTONS AND RODS (Continued)
REMOVAL OF A SElZED STUD.
When itisevident that a bolt has seized in the connecting rod box, do not attempt to force it. The following pro-
,4 cedure is recommended for the removal of a seized con-necting rod bolt.
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Position the crankshaf t to place the con-necting rod at its closest point to the engine side door and block the crankshaf t to prevent movement.
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Leave at least one good bolt in position to hold the master rod and connecting rod box together
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while the seized bolt is being removed.
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Form a shield of asbestos gasket material around the master rod to catch molten metal and slag
]
and prevent it from f alling into the engine base.
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d.
Cut off the head of the siered bolt with an oxy-acetylene cutting torch. Exercise great care not to damage the master rod with the cutting frame.
Figure 6 C-6 Lifting Afaster Rod and Piston Yj From Cylinder Liner.
e.
Clean out the slag and burned metal and remove the gasket shield.
f.
Install a master rod retaining bar and plate assembly to hold the master rod firmly against the connecting rod bearing and crank journal, g.
Install the tools and fixtures necessary to remove the link tod and piston.
h.
Remove the remaining bolts and carefully disengage the link tod and connecting rod box from the master rod. Carefully guide the headless bolt stud through its hole in the master rod. Allow the link rod and box to rest against the lower edge of the cyhnder liner, i.
Place a shallow pan of water beneath the stub of the seized bolt to catch the molten metal and slag when the stub is cut off, then cut the stub off approximately one inch from the surface of the connecting rod box.
i.
Clean the debris from the area then remove the link rod and piston a*sembly f rom the engine in the normal manner. Remove the connecting rod box from the link rod.
k.
Set the connecting rod box up on a good radial drill and drill out the remainder of the seized bolt. Exercise care to drill the bolt on dead center to prevent damage to the threads in the tapped hole in the connecting rod box.
1.
Try a new bolt in the hole to be sure the threads are good, and that the bolt will run free in the tapped hole.
m.
Reassemble the link tod and connecting rod box and place the piston and connecting rod assembly in the engine in the normal manner. Use new locking devices when assembling the link tod to the link pin.
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D INSTRUCT 1011
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cotAPRE90oR DIVl88oN s
EB0 - Stelt AVENUE MANUAL oAKLANo. CALIFORfstA 94821 A Transamence Company f
k PART C - PISTONS AND RODS (Continued)
DISASSEMBLY.
With piston and rod suspended from a hoist and with the weight of the assembly resting lightly on the piston crown, remove piston pin retainer rings from grooves on ends of piston pin then slide piston pin out of piston. Lift rod assembly clear of piston.
INSPECTION.
Carefully inspect piston, rod, pin and bushings for wear and/or damage.
a.
Inspect connecting rod bearing shells for evidence of scratches, nicks, burrs, excessive heat and wear.
Clearance tables should be consulted for the required bearing shell wall thickness.
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b Sorions viaw Figure 6C7. Piston Assembly c.
Reassemble pistons as follows.
(1) Measure depth of crown stud holes. Measure from raised inner ring towards the center of the crown, (g) not f rom the 0.007" deep relieved area. Must be within tolerances ( A, Fig. 6-C 7).
v n v-n 6 C.5
Instruction Manual I'
PART C - PISTONS AND RODS (Continued)
(2) Install a heavy spring lock washer in each of the four tie stud holes. Use Enterprise Part No. G A-002-091 washer (0.388" 1.D. 0.691" O.D.,0.115" thick). Do not substitute.
(3) Measure length of tie stud from lock washer end to centerline of roll pin hole (B, Fig. 6 C 7). Accept-able tie studs must be within tolerances.
(4) Lubricate threads of tie studs (end opposite roll pin hole) with a 50 50 mixture of graphite and engine oil, and thread studs into holes in crown. Torque to 250 ft Ib.
(5) Take a micrometer measurement of crown and skirt pilots (C, D Fig. 6 C-7). Must be within tolerances to ensure ease of assembly without damage to O. rings.
(6) Measure skirt spot face depth (E, Fig. 6-C-7). Should be within stated tolerances.
(7) install 0-rings on skirt. Do not twist rings during installation. Use no adhesive, grease or solvent on rings. Mineral oil may be used to ease entry of O-riras into crown.
(8) Assemble crown to skirt. Observe that there is a dowel pin in the crown which must enter the dowel hole in the skirt. Check O-rings for proper positioning.
(9) Clean each Belleville spring and the spring collars by dipping them in solvent then thoroughly drying.
Dip all springs and collars into a 50-50 mixture of graphite and engine oil, making sure washer faces are completely
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wetted.
(10) Install thrust washer on each tie stud, then install exactly 13 Belleville springs on each stud, concave side towards skirt. Install 13 more Belleville springs on studs, concave side towards crown.
(11) Install spring collars on each tie stud, then install two lok straps as shown in Figure 6-C-7.
(12) Apply Locktite to threads of studs, and assemble hex nuts to studs and tighten finger tight. Do not lubricate threads.
(13) Align each washer stack with fingers so outer edge of washer stack is even. Torque each nut to 95 f t Ib, then back off three quarter turn.
(14) Retorque each nut to 85 f t-Ib and check alignment of tie stud roll pin holes with nut slots. Increase torque as necessary to align roll pin holes with closest nut slot. Do not exceed 100 f t Ib.
(15) Check for proper assembly. Roll pin hole in stud should be even with, or a maximum of 1/32" above base of nut slot, if within this tolerance, clean roll pin hole and install roll pin, using loktite. If not within tolerance, check asserrbly of parts for proper size and correct number of springs each way.
(16) Bend lok strap tabs up securely against side of nuts.
PISTON RING REPLACEMENT.
If piston rings require replacement, remove and install as follows.
Starting with top ring. spread and slide piston rings up and off piston. Four brass strips, measuring ap-a.
-s proximately 1/32" x 1/2" x 8" may be inserted under rings to protect piston during removal and installation of rings.
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INSTRUCTION onava' s=Ns -
COMPRESSOR Division lilANUAL o"AKL AND. CALIFo'RNIA 94621
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.V PART C - PISTONS AND RODS (Continued) b.
Replace piston rings in reverse order of removal. Intermediate corrpression rings are marked "UP" on the upper sides. Top compression rings may be installed with either side up. The oil cutter rings must be installed with the cutting edge down, Rotate the rings in the grooves so gaps are staggered around circumference of piston.
c.
PISTON RING GAP AND SIDE CLEARANCES.
Piston ring gap may be measured by inserting piston ring into cylinder liner and sliding it down squarely, measuring the gap at various levels in the liner. The gap clearance should be determined at the smallest diameter, usually near the bottom of the liner. Piston ring wear is usually indicated by excessive ring gap clearance. Refer to " Appendix 111" in Section 8 for correct gap clearance. If the recommended gap clearance is exceeded by 1/16 inch or more, the bore of the liner should be measured with an inside micrometer, if the bore at any point is worn more than shown in
" Appendix ill" the liner should be replaced. Liner wear is usually limited to the last few inches of ring travel near the top.
PISTON PIN BUSHING REPLACEMENT.
Use the following method to replace the piston pin bushing in the connecting rod.
If an arbor press is available, press the bushing from the rod, otherwise, carefully split the bushing with a a.
hacksaw and drive it out of the rod. Remove all burrs and clean the connecting rod.
b.
Place the new bushing in a suitable container such as a bucket or a deep pan.
Fill the container with liquid nitrogen. Nitrogen level should be approximately one inch from the top of c.
the bushing to allow for handling.
d.
Lay connecting rod on its side on a suitable support. Both ends of the piston pin bushing bore should be accessible.
Wear suitable gloves when handling bushing to avoid injury to the hands. Gloves should be of a type approved for protection against extreme low temperatures.
When the nitrogen stops boiling, remove the bushing from the container and insert in the bore, taking e.
care to align the oil holes with the oil passages in the connecting rod. Insure that the bushing protrudes the same distance on both ends. The operation must be done quickly before the bushing expands due to heat pickup.
LINK PIN BUSHING REPLACEMENT.
If the link bushing requires replacement, proceed as follows.
Remove the bushing lock pin, split the bushing with a hacksaw to relieve stress, then drive bushing out of a.
connecting rod box.
b.
Clean the connecting rod box, removing all burrs and rough surf aces.
c.
Place new bushing in a suitable cnntainer such as a bucket or a deep pan.
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PART C - PISTONS AND RODS (Continued) d.
Fill contairn witt: liouid nitrogen. Nitrogen level should be approximately one inch from the top of the bushing to allow for hanfru.
Lay the ennen.et% rod box oq its side on a suitable support. Three pieces of 11/2 inch rough stock, laid e.
parallel on a piece of metal plate, ws:1 provide adequate support for the box and act as a stop for the bushing so that it will be i)Lsh with the side of the box when it is insertec.
Wear suitable gloves when handhng bmhing to avoid injury to the hands. Gloves should be of a type approved for protection aga nst extreme low temperatures.
i f.
When the nitrogen stops boiling remove the tu.hing from the container.
Insert the bushing in the connectir.g rod box, taking care to line up the bushing cutouts with the internal g.
surface contour of the bos. Insure that both ends of the bushing are aligned with the side of the box. This must be done quickly before the bushing expands due to heat pickup.
PISTON AND ROD ASSEMBLY.
Assemble pistons, rods and connecting rod box as follows. Make sure pistons and rods are reassembled in the same
/
relative position as they occupied before disassembly.
I a.
Insert lir.k roa pin in connecting rod box bore and positian link rod on link pin.
b.
Apply a lubrirant mnsisting of a 50-50 mixture of powdered graphite and lubricating oil to the threads of the link rod to pin bolts. Toroue bolts to specified toque sad secure with lockwire.
P4 ace piston upsue down, resting on its crown. Lift connecting rod with rod turning plate then lower c.
end o' wonectirq rod into pisten, aligning piston pin hole in rod with that of piston, d.
Insert piston rin through piston and rod. Clea, piston groove and the outside end of the piston pin retainer sings and irwert retaines eings into piston grcoves at either end of piston pin. Apply "Locktite" to ends of retainer rings to prevent rings from rotating in the grooves.
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PART C - PISTONS AND RODS (Continued)
PISTON AND MASTER ROD INSTALLATION.
Installa piston pulling tool on piston crown then suspend piston and rod from an overhead hoist then proceed as
- follows, a.
Lubricate walls of cylinder liner with clean E"
(@
lubricating oil.
b.
Install piston ring fixture on top of cylinder
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liner.
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c.
Place a piece of one-half inch plywood verti-cally on inner side of outer cylinder head studs.
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Position crankshaft with crankpin approxi-
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mately 30 past top center, away from master rod side.
e.
Position piston and rod over cylinder liner.
J
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f.
Lubricate one side of a piece of 3/32 inch O
asbestos gasket material with clean lubricating oil. Wrap
,)
around lower end of connecting rod with oiled side to-wards liner wall.
Figure 6-C 8. Piston and Rod Installation g.
Lower rod into cylinder (see figure 6-C 8). Hold piston rings in place as they enter the piston ring fixture.
Insure ring gaps are staggered around circumference of piston.
h.
Continue to lower piston until connecting rod bore is opposite crankpin. Remove gasket material.
i.
Attach chain puller bracket, chain puller, chains and master rod bar then rotate crankshaf t towards rod.
By adjusting rod and crankshaft positions, bring master rod into engagement with crankpin. Make sure dowel seats in dowel hole - rotation of bearing shell may be necessary.
i.
Install connecting rod saddle and plate on master rod side (see figure 6 C 5) and set to hold master rod tight against crankpin.
Do not rotate crankshaft until link rod has been assembled and bolted to master rod. Block crankshaft to prevent movement, r
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INSTRUCT 10ll
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g-PART C - PISTONS AND RODS (Continued)
PISTON AND LINK ROD INSTALLATION.
Use same procedure used for master rod and piston installation to install link rod, connecting rod box and piston in engine, then use the following procedure to attach connecting rod box to master rod.
)
Attach chain puller bracket to master rod side of crankcase and attach chains in same way as was done a.
for removal (see figure 6 C-3) and draw connecting rod box into engagement with crankpin and master rod. Make sure serrated joints are properly engaged.
b.
Apply graphite and lubricating oil thixture to threads of connecting rod bolts and washers and install bolts and washers and tighten bolts to the specified torque. Secure bolt heads with lockwire (see figure 6-C 1).
Install connecting rod-to-box bolts in lower holes and assemble washers and nuts that are lubricated with c.
oil and graphite lubricant. Torque nuts as specified and insert cotter pins.
d.
Remove all installation tools, brackets, fixtures and other installation equipment.
)
CYLINDER LINERS.
The water contact type cylinder liners fit into the cylinder block. Three sealing rings are recessed in grooves at the lower end of the liner, preventing water O) from entering the crankcase. The silicone seal goes
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into the lower sealing ring groove.
)
LINER REMOVAL, 0".
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Remove the cylinder head, piston and connecting rod, then disconnect lubricating lines from lower end of k
liner, install liner pulling tool, Part No. 00 590-01 OV to the bottom of liner and attach a chain hoist to the SM lifting pad on the tool. Pull liner straight out of the block. It may be necessary to use blocking and a i
hydraulic jack to break the liner free of the cylinder block.
LINER INSTALLATION.
)
installation of the liner is the reverse
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prevent damage to the seals, they sh do., h
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in the grooves after the liner has bee-lowereo q.
Figure 6-C 9. Liner Sealing Rings proximately two-thirds of the way into the cylinder block. Use new sealing rings and coat them with a liquid dishwashing soap, or a tire installing lubricant before instelling. The bottom seal is silicone and should be handled carefully to prevent tearing or nicking. It is essential that liners be replaced in their original positions in the block and that the scribe marks on top of the liner be aligned with the mark on the block.
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J av-77 6.C 10
INSTRUCTION DELAVAL ENGINE AND MANUAL FOR COMPRESSOR DIVISION ENTERPRISE 560-85TH AVENUE g
COMPRESSORS OAKLAND, CALIF. 94621 PART D - CRANKSHAFT AND BEARINGS MAIN BEARINGS.
Main bearings are made of aluminum alloy, the upper and lower bearings being interchangeable. The upper j s'!'UMi shell is held in place on the bearing cap by twolock sesas sass a
eay "'"'"'"
rings and socket head capscrews. Main bearings are
- i
/p[f',p' front, intermediate and rear, the number of inter-
'/h mediate bearings being determined by the number of
/
6
cylinders. Bearing caps are secured to the engine base Q
Q by studs (see figure 6 D.1). Oil passages through the g
bearing cap provide for bearing shell lubrication. To I
prevent axial movement of the crankshaft, thrust rings are attached to the rear bearing caps, each se-cured with button head capscrews (see figure 6 D 2).
Figure 6 D 1. Main Bearing Cap ply5' BEARING CAP REMOVAL.
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Main bearing caps are pre-stressed by means of a
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special tool, normally furnished with the engine. The s
tool consists of a pre stresser assembly (Part No.
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1 A 1801), and adapter (Part No. 00-590-01-0K) and a spacer (Part No.00-590 010J).
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C a.
Remove lubricating oil fittings, tempera-I j ',j/ /,/ /
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ture sensing devices and locking plates from stud nuts.
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Attach adapters to pre stresser assemblies
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and place a spacer over each of two diagonally oppo-site stud nuts.
c.
Use jacking screws on micrometer bar to force piston flange against top of cylinder, then back Figure 6 D-2. Crankshaft Thrust Rings off lacking screws one quarter inch.
d.
Assemble a pre stresser to each of the two main bearing cap studs, running them down on the stud threads until pre-stressers are snug against adapters.
e.
Attach hydraulic hose between two pre stressers, and between one pre stresser and a suitable hydraulic pumping unit. Bleed air from system by opening pipe plug on second pre stresser then operating pumping unit to supply a small pressure. When all air bubbles disappear, tighten pipe plug.
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M1 INSTRUCTION DELAVAL ENGINE AND MANUAL FOR COMPRESSOR DIVISION ENTERPRISE 65085TH AVENUE COMPRESSORS OAKLAND, CALIF. 94621
/
PART D - CRANKSHAFT AND BEARINGS (Continued) f.
Slowly apply hydraulic pressure to pre-f
/
stresser assemblies until bearing cap studs have stretched sufficiently to permit stud nut to be
'7 h)
EE loosened. Approximately 10,500 psi pressure will i
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{g be required. Use a brass drif t pin through the spacer side opening to loosen nut. Do not turn nut v
up tight against lower face of adapter as it will j
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bind when hydraulic pressure is released. Do not
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exceed maximum allowable pressure of 11,500 psi.
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Relieve hydraulic pressure on pre-
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stressers, remove pre stressers, spacers and adapters J
a:g,gy from stud. Remove stud nuts.
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Repeat procedure on remaining studs, w
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following a criss-cross pattern. Remove all stud nuts and lif t bearing cap from crankshaf t.
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N o l BE ARING SHELL REPLACEMENT.
Figure 6 D 3. Pre-Stresser Assembly lf it is necessary to remove the main bearings, remove the two socket head capscrews and lock rings that hold the upper bearing shell to the main bearing cap and carefully remove the shell from the cap. Install a bearing shell removal tool (Part No. 00 590-01 AE) in the crankshaf t journal oil hole then slowly rotate the crankshaf t until the tool is bearing against the bearing shell Slowly continue to rotate the crankshaf t and roll the bearing shell out of the journal. To remove the thrust rings from the rear bearing caps, remove the button head screws and pull the thrust rings. Reverse the procedure to install thrust r;..g ai d bearing shells.
BE ARING CAP INSTALLATION.
Install bearing cap in position in the reverse order of removal. Take care not to damage the bearing shells. The bearing cap studs are tightened as follows.
Install pins to lock lower stud nuts to studs, then place wedges between lower nuts and the base cavity a.
bottom and side walls. Check that height of stud end is 113/16 inch above cap mounting surface to permit proper engagement with the pre-stresser assembly.
b.
Lubricate threads with 50 50 mixture of oi! and graphite and tighten upper stud nuts band tight. Place spacers (Part No.00-500 010K1 to the pre stresser assemblies. Use jacking screws to force piston flange tight against top of cylinder. Back off jacking screws 1/4 inch.
Install pre stresser assemblies on two diagonally opposite studs and assemble the micrometer bar on the c.
units.
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INSTRUCTION DELAVAL ENGINE AND MANUALFOR COMPRESSOR DIVISION ENTERPRISE 55045TH AVENUE COMPRESSORS OAKLAND, CALIF. 94621 t
PART D - CRANKSHAFT AND BEARINGS (Continued) d.
Insert micrometer head into the hole in the micrometer bar, making sure that it is fully seated. Tighten knurled knob to hold micrometer head in place.
e.
Attach hoses to pre-stressers and apply pressure to bleed air.
f.
Run micrometer spindle against the micrometer pin until the pin is snug against the end of the bearing cap stud. Observe and record the micrometer reading.
g.
Loosen knurled knob and remove micrometer head from the micrometer bar. Insure that jacking screws on pre stressers and backed off one quarter inch for each stud.
CAUTION Failure to back off on micrometer spindle will result in damage to the micrometer.
h.
Apply 10,500 psi pressure to pre-stressers and hold while using brass drif t pin through spacer opening to 4
tighten nut snugly (about 50 ft-lb). Relieve pressure.
Note This operation is necessary to insure proper seating of parts and to minimize the effect of dirt or high spots on future readings.
i.
Apply 10,500 psi pressure and hold. Tighten nuts to a snug fit with drif t pin (about 50 f t-lb).
D Do not exceed maximum allowable pressure of 11,500 psi.
l.
Relieve hydraulic pressure and install micrometer head in the micrometer bar. Run spindle snug against micrometer pin and record reading. Subtract the first reading from this reading. This is the amount the stud has stretched. Stud should stretch 0.056" 0.051". Repeat operation if stretch is not within specified range.
k.
Remove pre stresser assemblies and repeat operation on next pair of diagonally opposite studs.
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INSTRUCTION oeuvA-~e A o CoMPRisSoR Division
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PART D - CRANKSHAFT AND BEARINGS (Continued)
CRANKSHAFT Al.lGNMENT AND THRUST CLEARANCE.
It must be emphasized that excessive crankshaf t deflection can lead to an ultimate catastrophic f ailure of the crankshaft.
This is costly in both time and money. It is recommended that crankshaf t alignment and thrust clearance be measured immediately after grouting or chocking of the unit,the day before initial start up, af ter the first seven days of continuous operation, and at six month intervals thereafter. Refer to Delaval Engine and Compressor Division Form D-1063 (see figure 2 2) for an outline of these procedo.es. Note that space is provided fer recording both deflection and thrust clearance readings. Copies of this form may be obtained from Delaval.
CHECKING THRUST CLEAR ANCE.
Experient:e has shown that the feeler gauge method of measuring thrust clearance does not always produce satisfactory results. The dial indicator method is recommended to produce the desired accuracy of readings. A Starrett No.196, or similar, type dial indicator with magnetic base and extension rod long enough to allow the indicator to be mounted between the engine and flywheel with the spindle bearing on the flywheel. Check thrust clearances as follows:
a.
Start auxiliary fB&A) lubricating oil pump. Bar engine over at least one-half revolution to establish an oil film between the main bearings and their journals. This should permit easy movement of the crankshaft, b.
Mount dial indicator on rear of engine frame, between f rame ar.d flywheel. Spindle of indicator must bear on flywheel to measure horizontal movement of the crankshaft.
bh c.
The crankshaft may be moved forward and af t in the horizontal plane with a pry bar such as a heavy, spade-type, tempered steel digging bar, approximately six feet Ic,g. Make sure bar is clean enough for use inside the engine.
Insert bar between rear crank web and nearest frame merriber inside crankcase. Do not insert bar deeply enough to damage either the main bearing shell or the crankshaf t journal, d.
Pry crankshaf t forward, towards the gearcase end as f ar as it will go. If the crankshaf t is all the way forward, it should be impcssible to insert a 0.0015 inch feeler gauge between the crankshaft rear thrust collar and the rear thrust ring. Zero the dial indicator, allowing for at least 0.050 inch movem6nt towards the minus direction.
Note if crankshaf t cannot be moved to the limit of its possible travel by use of the pry bar alone,it may be necessary to bar the engine over with the barring device while at the same time exerting a horizontal force on the crankshaf t with the bar to move it.
Reposition pry bar to move crankshaft to the rear, towards the flywheel end. Pry crankshaft to the rear e.
as far as it will go as indicated by the inability to insert a 0.0015 inch feeler gauge between the forward crankshaft thrust collar and the forward thrust ring.
f.
Observe dial indicator. The number of thousandths (minus) indicated on the dial is the crankshaf t thrust clearance. Record reading in the appropriate space on Form D 1063, and compare with previous thrust clearance readings.
Note if there is any doubt as to the accuracy of the reading, repeat procedure, io m v.7e 6.D.4
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D insinucTion oDMPRESeoR DIVIStoN eSO - Seth AVENut OAKLAND, CALIFORNIA e4821 A fransameeta Company
%.J PART D - CRANKSHAFT AND BEARINGS (Continued)
CRANKSHAFT WEB DEFLECTION.
The importance of crankshaf t web deflection measurements is such that the care and attention to detail required to obtain and record these measurements cannot be overemphasized. Placement of the dial indicator is vital if accurate readings are to be obt.ained. Form D 1063 (see figure 2 2) illustrates the five positions of the crankshaf t at which web deflections are to be measured, and the starting position of the crankshaf t for each crank web. Care must be exercised to insure that the dial indicator is positioned in the center of the web, exactly opposite the center of the crankpin, and one fourth inch from the edge of the crankweb. Take deflections as follows:
a.
Remove engine side doors to gain access to the crankcase.
b.
Bar engine over in direction of normal rotation with barring device until number one crank is 52 degrees after vertical bottom center.
c.
Insert dialindicator between web for number one crank. Double check that crankshaf t is properly positioned.
If not in correct position, it is possible that the connecting rod will knock the dial indicator out of the web asthe engine is barred over to the next position. Insure the two bearing points of the indicator are in a line exactly parallel to the centerline of the crankshaft, if indicator is not parallel, erroneous readings will be obtained. Zero the indicator, d.
With the dial indicator in place and not disturbed, bar the engine over, stopping at each position (2,3,4 & 5) as indicated on form D 1063. Record reading at each position in mils (plus or minus) in the appropriate space for each q
position.
A e.
Repeat entire procedure for each crankshaf t web and record readings on Form D 1063.
f.
Compare all readings with each other and with previous measurements. Evaluate results, based on the standards set forth in the following paragraph, and determine need for corrective action.
DEFLECTION STANDARDS.
If the deflection in any crank of an engine in service exceeds 3 mils (0.003 inch /0.0762 mm), corrective action is indica ed. If the deflection in any web exceeds 6 mils (0.006 inch /0.1524 mm), the engine should be taken out of service until the f ault is corrected, Corrective action is also necessary of the total deflection in any pair of adjacent cranks exceeds 3 mils. For example, if the deflection in one crank is plus two mils, and the deflection in an adjacent crank is minus two mils, the total deflection is four mils, and corrective action is indicated.
CORRECTIVE ACTION.
The nature of the corrective action needed to deal with excessive crankshaft deflections will vary, depending upon the specific cause of the defect. The cause may be worn main bearings, improper foundation bolt torque, the foundation itself, or the grouting, misalignment of the engine and/or driven equipment, or a combination of elements. For instance, excessive deflection at positions two, three or four in the crank web adjacent to the external shafting on engines having a solidly coupled connecting shaf t usually indicates misalignment between the connecting shafting and the engine crankshaf t. In some cases replacement of main bearings may correct the problem, and of ten the problem is correctable by realignment of the engine, if cne portion of the engine base is found to be lower than other parts,it may be neces-sary to jack the base with jacking screws and shim the low area. It must be emphasized that engine alignment is a complex, trial and error procedure which should be undertaken only by experienced and qualified personnel who are capable of correctly interpreting the web deflection pattern, and of taking the appropriate measures to correct defects.
It is recommended that the Delaval Engine and Compressor Division Customer Service Department be consulted prior
(
)
to undertaking any corrective measures involving a suspected or confirmed crankcase alignment problem.
L) avae 6D5
Instruction Manual
-9 i
PART E -CAMS, CAMSHAFTS AND BEARINGS GENERAL.
The induction hardened steel cams are shrink fit on the precision ground camshaf t, using hydraulic expansion of the cam bore to position them on the camshaf t. Camshaf t bearings are aluminum alloy and are pressure lubricated. Cams, camshaf ts and associated operating gear should be checked periodically for wear and/or damage.
CAMSHAFT BEARING REPLACEMENT.
Should it be necessary to inspect and replace camshaf t bearings, do the following-a.
Remove covers over camshaf t, b.
Disconnect lubricating oil line from bearing rap.
c.
Remova bearing cap, lock rings and upper bearing shell, then roll lower bearing shell out of its saddle.
d.
Inspect bearings for evidence of damage or wear. Refer to Appendix lll for permissible wear limits.
e.
Installation is the reverse of removal.
CAM REPLACEMENT.
Cams are positioned on the camshaf t at the f actory by hydraulically expanding the cam bore and shding the cam into position on the shaf t. If it ever becomes necessary to remove and replace cams in the field, the followir.g
^
,(
)
procedure is recommended.
a.
Cams are located on the camshaf t by scribe marks on the cams and the camshaf t, placed there during manuf acture. Circumferential marks locate the cams longitudinally on the camshaf t, and longitudinal marks locate the cams circumferentially. Cams have a radial scribe mark on the side of the cam which passes through the center of the hole in the side of the cam.
b.
Make a sketch of the camshaf t assembly, indicating the location of the cams and the distance between each. PAnke sure the camshaf t and all cams are scribed.
c.
Clean the camshaf t and place on Vee blocks on top of a clean workbench Make sure all burrs, dents and other irregularities are reduced to the common diameter of the camsSaf t. Irregularities will prevent removal of the cams.
d.
Obtain a hydrauhc pump unit, such as a "Porto Power", complete with a hose and fittings, and a pressure gauge capable to reading up to 20,000 psig.
e.
Remove camshaf t gear from camshaf t, then connect hydrauhc unit to the first thrust ring. Raise pressure to approximately 2000 pug and slide thrust collary off camshaf t. Repeat procedure to remove other thrust ring.
f.
Connect hydraulic unit to first cam nearest the tapered end of camshaf t. Apply approximately 16,000 psig pressure (or pressure that will allow the cam to slide on the camshaf t) and move the cam towards the drive end of the shaf t.
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INSTRUCTION
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v PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued)
The camshaf t has a taper near the drive end which serves as a starting ramp when installing the cams. As the cams reach the taper there is a strong tendency for them to shoot off the shaf t with considerable velocity. Arrange a stop plate at the end of the shaf t to keep the cams from shooting of f the camshaf t.
g Remove all cams in order.
h.
Wash and dry the camshaf t and the replacement cams. Check that scribe marks are clean, sharp and clearly visible. Lay cams out on a clean surface in the correct sequence and orientation for installation. Refer to the sketch and make sure the cams are facing in the proper direction, i.
Choose the cam which will be f arthest from the drive end of the camshaf t and slide it up on the starting ramp as far as it will go.
J.
Attach the hydraulic unit to the cam and start raising the pressure. A vigorous effort will be required to move the cam up the starting ramp to the straight part of the shaf t. Approximately 16.000 psig pressure will be required.
F'r k_)
k.
Move the cam to its correct location on the shaf t. Align the edge of the cam bore with the circumferential scribe mark and align the radial (longitudinal) scribe mark on the shalt with the mark on the cam. Release the hydraulic pressure when the cam is correctly aligned.
1.
Install and position the remaining cams in order, then replace the thrust rings.
n n/av is twve. Aeon.a c.-.i 6.E 2
instruction Manual PART E -CAMS, CAMSHAFTS AND BEARINGS (Continued)
TIMING GE ARS.
Timing gears are enclosed in the gearcase, and are lubricated by jets of oil. Gearcase covers should be removed period-ically, and the gears inspected for wear and for backlash. Refer to Appendix lil for backlash clearances, if the prescribed backlash clearance is exceeded by 0.006 inch, or if damage is discovered, perform the following disassembly steps to the degree necessary to accomphsh the required inspection and repair. Accessones are doweled at assembly.
If it is necessary to remove a dowel to reposition an accessory, drill and ream another dowel hole of the proper site en the accessory mounting flange and in the gearcase.
Remove the governor, overspeed trip, pumps and other accessories which would interfere with gearcase a.
removal. As the pumps are removed, cover the shaf t, drive gears and openings in the pump housing to exclude dirt and to prevent damage. Cover the open ends of connecting pipes and tubing.
b.
Remove gearcase from engine. The gearcase is heavy and difficult to handle, therefore, rigging must be done very carefully to insure that it is under control at all times.
(1) Rig chainfalls and slings for handling gearcase.
(2) Remove bolts and capscrews, then lif t gearcase from engine. Do not let it drop or swing. Set aside, secured in such a manner that it cannot f all.
q c.
Remove the governor drive assembly, and the overspred trip and fuel booster pump drive assembly.
I b-d.
Insure that the crankshalt, camshaf t and idler gears are match-marked for proper positioning at reassembly, if a new gear is to be installed, check both cyhnder banks to insure that the number one fuel injection pumps are co#rectly timed. Fuel injection pump timing marks will serve as a reference point when reinstalling the gears, e.
Remove idler gear and bracket assemblies.
(1) Hig a small chainfall and wire rope shng to hit the idler gear and bracket assembly from the engine.
(2) Straighten locking clips. Remove top bracket retaining capscrew and replace with a long capscrew to serve as a guide and safety device while removing the gear and bracket assembly.
(3) Remove remaining capscrews and take a strain on the chainf all.
(4) Carefully pry bracket assembly free of the aligning dowels at the top and bottom of the bracket.
(6) Shde gear teeth clear of other gears, taking care not to damage any teeth.
(6) Remove long guide capscrew, and move bracket anembly clear of engine.
f.
Remove camshaf t gear enemblies.
(1) Remove cottee pins from camshaf t gear hub retaining nut. A gear puller may be needed to start the gear hub of f the shaf t. The gear assembly will usually jump when it breaks free of the taper. If the initial movement is too great the ram effect may cause displacement of camshaf t collars or upset thrust clearance. To prevent this,
s loosen hub retaining nut only far enough to hmit this initial movement to 1/16 inch.
nv ta 0.E 3 L
Instruction Manual PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued)
(2) If the gear assembly will not come loose with a gear puller, u.e an oxy acetylene torch and quickly apply heat to expand the hub. Protect the front camshaf t bearing from the torch flame. Do not overheat.
(3) Remove camshaf t gear hub retaining nut and shde gear of f shalt.
g.
Raimove camshalt gear.
(1) Protect the front main bearing with a wet asbestos heat dam.
(2) Make two 3/4-inch diameter handling rods, 24 inches long with 3/4-10 threads at one end, and screw rods into the two tapped holes in the gear.
(3) Use two " Rosebud'* type heating torches to quickly heat the gear until it can be slipped off the crankshaf t with the handling rods. Be sure the exposed end of the crankshaf t is clean and free of burrs.
INSPECTION.
Inspect gears for broken teeth, or other damage. If gears are damaged, inspect camshaf t with dial indicator to determine if shaf t is twnt.
a.
Clean camshaf t tapers and check fit of drive keys in hubs.
)
b.
Clean gear seat area of crankshaf t.
(y c.
If it is necessary to remove the idler gear from the bracket, cut the safety wire and remove the four bolts that hold the idler gear stub shaf t in the bracket. Remove the stub shaf t then caref ully slide the gear out of the bracket.
When reassembling the idler gear in the bracket take care not to damage the bushings or the gear teeth.
ASSEMBLY.
a.
Install camshaf t gear.
(1) Lubricate camshaf t taper with white lead and lubricating oil if a new gear hub is being installed, fit a new key in the key slot.
(2) If a new gear and hub are being installed, position the slotted holes in the hub over the drilled holes in the gear, install camshaf t gear to hub bolts, washers and nuts. Tighten to hold gear and hub together.
(3) Using a chainfall and shng. hf t gear assembly into position and slide onto camshaf t taper. Assemble hasher and nut, tighten, and install cotter pin.
b.
Install crankshaf t gear.
(1) Heat camshaf t gear to 350 F in hot oil. Do not overheJf.
(2) Screw two handling rods into tapped holes in gear. Lif t gear out of the oil with rods, and with one smooth, Continuous motion, position heated gear against the shoulder. This must be done quickly before the gear cools. Allow gear to cool, then proceed, avm 6E4
Instruction Manual 7_
(
PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued)
(3) Set the flywheel to the left bank fuel injec* ion point (see Engine Data Sheet in front of manual).
(4) Set the lef t bank camshaf t so that number one fuel injection pump timing marks are matched.
c.
Install idler gear and bracket assembly.
(1) Camshaf t, idler and crankshaf t bears are match-marked at the factory. If the original gears are being replaced, install and align gears with these marks. If a new gear is being installed, the following procedures must be used to insure correct camshaf t timing and engine firing order.
(2) Lif t the gear and bracket assembly into position with a chainfall and suitable sling. Align with match.
marks fif present) and mesh teeth. The camshaf t bear may be moved part of a tooth to allow gears to mesh.
(3) Install a long capscrew through the top bracket mounting hole to serve as a guide. Seat bracket on engine block and install all capscrews.
(4) Rotate flywheel in the direction of normal engine rotation to the right bank fuel injection point.
(See Engine Data Sheet in front of manual or engine nameplate).
(5) Set right bank camshaf t with number one fuelinjection pump timing marks matched, j
(6) Lif t right idler gear and bracket assembly into place and install o lpscrg g av l
be moved part of a tooth to allow the three gears to mesh, d.
Adjust backlash clearance between gears, bM (1) Make four brass shims, 0.010 inch thick by one-half inch wide ge between crankshaf t gear and idler gears, and between idler gears and camshaf t gears.
(2) Loosen capscrews holding idler gear bracket to engine block, and lif t idler gear assemblies until shims are held tight between gear teeth. This will establish the required backlash between each gear. Tighten idler gear re-taining capscrews on each idler assembly, i
(3) Rotate the flywheel and check backlash clearance in at least four places around each gear. Refer to the Table of Clearances. If backlash is within tolerances, tighten all idler assembly retaining capscrew to torque values shown in Appendix IV. Remove shims.
(4) Drill and team two holes in each idler bracket, install No.108-2 dowels in holes, and stake in place.
CAMSHAFT TIMING.
The camshaf ts of four valve head model engines must be timed to the engine crankshaf t by the fuel injection pump tappet hit method only. These camshaf ts are equipped with hydraulically expanded keyless cams and cannot be timed by the cam key method. Failure to observe the proper camshaf t timing sequence can result in an af tered firing order and an incorrectly operating engine.
a.
Remove number one fuel injection pump on master rod bank.
l
b.
Bar the flywheel over until the tappet roller for number one fuel injection pump, master rod bank, is on the base circle of its cam.
mvtavn.7s 6E5
INSTRUCTION DELAVAL ENGINE AND MANUALFOR COMPRESSOR DIVISION ENTERPRISE 55M5TH AVENUE ENGINES OAKLAND. CALIF. 9462t 3
t PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued) c.
Set up a one-inch travel dial indicator on the pump base for number one fuel injection pump with the spindle of the indicator bearing on top of the tappet pin for number one fuel 'appet, master rod bank, and rero the indicator, d.
Bar the flywheel in the direction of normal rotation until the tappet roller for number one fuel injection pump starts up the lif ting ramp of its cam.
Continue barring the flywheel until the degree mark for fuel injection for number one master rod bank is e.
directly in line with the flywheel pointer. This degree mark is shown on the Engine Data Sheet in front of the manual, and on the engine nameplate.
f.
Observe the dial indicator to determine the lif t of the fuel tappet at this point. Lif t should be 0.197 inch.
If lif t is other than 0.197 inch, camshaf t timing must be corrected.
(1) Loosen two fitted bolts that fasten camshaf t ring gear to gear hub.
(2) Loosen remaining four bolts and rotate camshaf t gear within ring gear to raise or lower the tappet as necessary.
(3) If there is not enough travel in the slotted holes in the gear hub to allow the required correction,it will be necessary to lif t the gear end of the camshaf t until the cam gear teeth disengage from the idler gear teeth, and slip the mesh one or more teeth as judged necessary. Re+ngage the teeth of the cam gear and idler.
(4) Observe dial indicator to find tappet lif t af ter correction. Make final correction by rotating the camshaf t gear hub within ring gear.
(5) When correct tappet lif t is obtained, lock up the four bolts in the slotted holes and drill and ream for two fitted bolts. New holes for fitted bolts should be moved approximately one inch from the original holes.
(6) Torque six bolts that f.isten ring gear to hub to a toroue value of 70 f t-ib, p g.o n required to align cotter pio holes. Tighten and lock camshaf t bearing cap bolts if tf ey " Q, g o g g r tooth mesh.
g.
Replace number one fuel injection pump, master rod bank.
JUL 5 1979 h.
Bar flywheel to place fuel injection timing point for number one, master to MEMWECOWAW pointer.
DESICH ENGINEERINC i.
Remove number one, link rod bank fuel injection pump. Set up dial indicator in same manner as was done for master rod bank.
j.
Bar the flywheel in the direction of normal rotation approximately 315 degrees to position the degra, mark for fuel injection for number one, link rod bank cylinder directly in line with the flywheel pointer. Refer to Engine Data Sheet or engine nameplate for the correct degree mark. This will place the timing and firing order of the master rod bank and the link rod bank in the correct relationship.
i k.
Time the number one, link rod bank fuel injection pump in the same manner as used to time the master rod bank pump.
l.
When both banks are timed, recheck fuelinjection pump timing and cylinder head valve lash for both banks.
I mviavMs 0E6
Instruction Manual l -
PART F - FUEL SYSTEM FUEL INJECTION EQUIPMENT.
Each cylinder is fitted with an individual fuel injection pump and norile. The fuel supply to the pumps is from a common header, and a separate high pressure line connects each pump to its respective norite. As was stated in Section 2, fuel injection equipment is built to extremely close tolerances and, therefore, requires a great deal of care when being worked on to avoid damage to the parts. Only trained fue: injection equipment mechanic $should be allowed to perform this work.
FUEL INJECTION NOZZLES.
Because nozzles and tips are subjected to extremes in pressure and temperature, they normally are the first source of engine trouble. A nozzle in good condition must pop open at the proper pressure without dribble, then close completely almost immediately. When subjected to a steady pressure at the opening pressure, it should " chatter",
that is, open and close rapidly. The spray form should be a uniform, finely atomited mist pattern, never a solid stream. If the fuel nozzle is suspected of malfunctioning, remove from engine and test as follows, a.
Disconnect high pressure litie and drain connections.
b.
Remove nuts from injector studs and remove rmtrie retainer, c.
Lif t or pry the nozzle holder assembly from the cylinder head.
,m d.
Close opening in cylinder head to prevent dirt or other foreign matter from entering the combustion 8
b.
cha mber,
e.
Test the norrie holder and tip assembly on a suitable nozzle tester, checking for the following.
(1) Apply pressure and check nozzle valve for popping action. The valve should chatter if i' is seating
- properly, (2) Haise pressure slowly to determine pressure at which valve opens. The valve should open at 3000 2
psi (211 kg cm ) pressure. The opening pressure is adjusted by means of shims in the valve assembly, requiring dis.
assembly of the unit. See figure 6.F 1 and "Norrie Adjustment" instructions.
(3) Dry off spray tip and raise pressure to within 100 psi of the opening pressure and observe tip for dribbling of fuel.
(4) Check to see if any spray tip holes are plugged.
(5) Place a clean piece of paper under norile tip and check spray pattern for uniform density and a symmetrical pattern.
(0) Nor les that fail to perform satisfactorily should be repaired or replaced. Refer to manufacturer's instructions in the Asmc/atedFublications Manus / for overhaul instructions.
The penetrating power of atomited fuel under high pressure is sufficient to puncture the skin and serious injury can result. To avoid this danger, the hands must be kept away from a spray-ing nottle.
o/m/mwoveJa G.F 1
Instruction Manual c
PART F - FUEL SYSTEM (Continued) eendes HDL.H4L from L Sto 2 f) 11 3
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is 1 HloH PRESSURE LINE NUT S SPR AY TIP S NO22t t SPRINo 2 CovPReSSsON RINo e NO22LE V ALyt ASSV.
to SPRING St AT 3 OASKET 7 STOP PL Af t it SHIM 4 ASSEMBLY Nuf a SPRING OUIDE 13 OOoY figure 6 F.1. Sectional View of Typical Nortle anct Holder Assembly NOZZLE ADJUSTMENT (See Figure 6 F 1).
O Nonte opening pressure is adgusted by means of shims (11), located between the body (12) and the spring seat (10).
2 If the opening pressure does not conform to 3000 psi (211 kg em ), adjust as follows.
s _
a.
install nonle and holder assembly on a pop tester then rapidly actuate pop tester handle four to sin times to allow needle to seat properly, Pump the pressure up to the point where the pressure gauge needle f alls away quickly.
This point is the nonle opening pressure.
b.
If pressure is not correct, do the following.
(1) Disassemble the holder.
(2) Add shims if opening pressure is too low, or remove shims if opening pressure is too high.
(3) fleassemble and check opening pressure, if fuel leaks around the assembly nut, it indicates poor lapped fits. fle examine the parts.
(4) Always use a new gasket (3) when instalkng nonle and holder assembly on engine.
FUEL INJECTION PUMPS.
The fuel injection pumps are of the constant stroke, variable output type. E1ually important with clean, property adjusted fuel nonfes are clean, property adjusted and timed fuel injection pumps, flefer to the manuf acturer's instructions in the Associated Publications Afanual for complete details of the fuel injection pump installed on this engine.
OCCXIDta 0.F.2
Instruction Manual A
PART F - FUEL SYSTEM (Continued)
DESCRIPTlON OF OPERATION.
The following is a general discussion g,
of the operation of the fuel injection PASSAGE pumps.
INLtT PORTS -.
a.
The pumpt are of the con.
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stant stroke design, but the effective
'l T ~j 4
stroke, or that portion of the plunger gp,ttpony /
movement in which fuel is actually
{}
delivered, is gnverned by a fuel meter-l o
ing helix in the plunger (see figure 4
6 F 2).
On some pumps there is a
=*
second behu to retard the point of I}
PLUNGER del 6very at low fuel settings.
b.
To pump fuel at high pres-
.J
{
sure it is necessary to bring it into a j
l q
pressure chamber through an inlet, CnOS$8 An /
5 close the inlet and apply pressure for injection, terminate injection pressure ll l O,
and re open the inlet to admit more f uel. The fuel inlection cycle is ac-Figure G F.2. Pump Plunger and 03rrel Arrangement complished by the location of inlet and spill ports in the barrel. It is further accomplished by the metering helix and a passage in the plunger that entends from the end of the plunger to the metering helin on the side of the plunger. This passage allows fuelin the pressure chamber to spillinto the inlet chamber when the helix uncovers the spill port.
c.
When the plunger is at its lowest point, fuel enters the barrel through the inlet port. Asthe
[
plunger rises, it closes off the inlet port, presture 3
starts to rise and the dehvery valve opens. Fuel g) injection continues until the upper edge of the meter-INLtf POniS CLOstD ing helix reaches the lowe* edge of the spill port.
Pressure is then release through the passage in the
$ng M N sN W and Mary ept h EF F ECTIVE PUMP _..u -
I
/.
Sinogt
-u delivery valve closes. The effective stroke is the dis-mmr tance between the upper edge of the helin and the J
lower edgn of the spill port at the moment the inlet port closes. The rotation of the plunger and its l
helim, then, determines the duration of fuelinjection.
FULL DELIVtHY 1
HOTAf t C.W. TO
,,s e
STOP DELIVtny
)
p
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Figure 6 F 3. Effective Stroke n/n/nv/ove 74 6.F 3
Instruction Manual i
PART F - FUEL SYSTEM (Continued)
MALFUNCTIONING PUMP.
Should a fuel pump be suspected of malfunctioning, the following checks should be made before removing the pump from the engine for inspection and repair, unless it is known for certain that the pump is defective.
a.
Check to insure that fuel oil is being delivered to the pump. With the fuel oil system pressurized. loosen air bleed screw on pump. Fuel should f:ow freely with complete absence of air bubbles.
b.
If air is present in fuel oil, loosen nuts on high pressure line connection at norile holder end and bar engine over until all bubbles disappear.
c.
If fuel oil flow is sluggish at the pump, it is a good indication that the fuel filters are clogged. Check and clean filter, d.
If fuel oil does not flow, check f uel level in tank and for closed valves in lines.
e.
Having made certain of fuel oil flow, operate engine and if pump still does not function properly, remove and replace with spare pump.
PUMP REMOVAL.
Fuel injection pumps are removed from the engine as follows.
a.
Disconnect high pressure line fitting and remove high pressure line from purry.
b.
Disconnect supply and return lines from fuel pump.
c.
Disconnect fuel control rack f rom linkage, d.
Remove hold down nuts and lif t pump of f mounting studs.
PUMP DISASSEMDLY.
The manuf acturer's instructions contained in the Assoc /ated Pub // cations Manual provide detailed instructions for the overhaul and repair of fuel injection equipment, and should be consulted when any work is baing done on fuel injection pumps. Pumps may be disassembled as follows.
a.
Secure pump in the inverted position in a sof t jawed wise. Depress the plunger follower and insert a 1/8 inch diameter pin in the hole in the pump flange.
b.
Remove lock ring by prying it out with a screwdriver.,* gain depress follower and remove 1/8 inch pin.
c.
Remove plunger follower. Take lower spring seat from plunger, then caref ully remove plunger from barrel.
Carefully submerge plunger in spindle oil, d.
Remove plunger spring, then pull control sleeve using a specially fabricated puller, or a pair of pliars whose jaws are wrapped with masking tape. The upper spring plate will come out with the control sleeve.
/
i O/R/ R V/C V el senes si.74 6F4
- - - _ - - - -. - - - - - - ~
instruction Manual m
PART F - FUEL SYSTEM (Continued) e.
Remove pump from vise and re-secure in an upright position.
f.
Remove delivery valve flange and delivery valve holder. Remove and discard preformed packing.
g.
Remove delivery valve stop and spring, then, using a delivery valve puller, carefully remove delivery valve.
h.
Remove barrel locating screw then slide barrel from housing.
i.
Remove control rack locating screw and control rack. Do not remove timing indicator or shims unless pump is to be re-calibrated.
PUMP ASSEMBLY.
Assemble the pump as follows, observing the manufacturer's instructions in the Associated Publications Manus /.
a.
Secure pump housing in a vise in an upright position, b.
Poution control rack in housing with teeth facing center of pump. Install lockwasher and control rack locating screw, making sure the screw enters the rack locating groove.
k,)'
/
c.
Insert barrel in pump housing. Locating groove must be aligned with locating screw hole. Instaillock-washer and locating screw.
d.
Invert pump and install control sleeve 50 that tooth directly under timing mark meshes between two teeth indicated by timing dot on control rack, e.
install upper spring plate and plunger sprmg then carefully start plunger into barrel, it should settlein of its own weight. Turn plunger to marked end of crossbar will go into control sleeve slot that has a mark adjacent to it.
f.
Position lower spring plate on end of plunger. Fit plunger follower into housing. Compress and insert pin in housing flange, install lock ring and remove pin, g.
Install delivery valve assembly in pump housing. Lubricate and install preformed packing and install delivery valve spring and delivery valve stop. Assemble flange in housing.
h.
Install pressure screw a,d new copper gasket. Install bleed screw and new gasket, i.
Af ter pump is completely assembled, hold it horitontally with the control rack vertical. The rack should settle to its lower extreme by its own weight, l.
If pump will not be immediately installed, fill inlet and outlet with clean, anti-corrosive lubricating oil and close openings with caps.
o/n/n w o <eis.ne.l va 6F5
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INSTRUCTION onAvAu~m~i ~o CohlPRESSoR olvif'oN o
lilANUAL o"AKLAND. CALIFORNIA 94621
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A frammenta Comcaar cv l
PART F - FUEL SYSTEM (Continued)
PUMP INSTALLATION AND TIMING.
Refer to the Engine Data Sheet in the front of the
/
a'-a -
%'-a-
'm manual, and to page 6-A 1 for determination of h
p.
engine rotation, bank designation (V type engines) and cylinder numbering. The flywheel is marked to locate top dead center (TDC) of each cylinder,
- 'e
- 'a
.~ [g and is laid out in one degree increments for the twenty five crankshaf t degrees preceeding TDC (see fra,,0 n;'n. 0 figure 6 F 4). For instance, on a six cylinder inline t
I engine, there will be marks "TDC 1&6", "TDC r
l 2&5" and "TDC 3&4", each preceeded by degree m
marks. On eight cylinder inline engines the mark-g 4
ings will be for cylinder pairs 1&B, 2&7, 3&G and 4&5. Markings on the flywheelfor V type engines follow the same pattern, except that the banks are also designated. Refer to the Engine Data Sheet figure 6-F 4. Flywheel Timing Afarks in the front of the manual for the fuel injection
)
point, install and time f uel pumps as follows.
)
Before mounting pump on engine, and with the fuel tappet roller on the base circle of the fuel cam (see
(~N a.
) {")
figure 6-F 5), measure distance f rom the fuel pump mounting surf ace on the base assembly to the tappet with a depth micrometer. Add or remove shims from the top of the base assembly to obtain a measurement of approximately 0.107 inch.
)
b.
Place pump on base assembly and install nuts on studs. Torque nuts as specified in Appendix IV.
I Bar engine over in the direction of normal rotation c.
until the flywheel pointer is aligned with the fuelinjection point
' ""~* \\
[,,,,..,,,,,,,,,,,
(degrees BTDC specified on Engine Data Sheet) for the cylinder e,/ ;y,e.
f,; g/
y served by the fuel pump being installed.
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d.
Ouserve plunger follower timing mark in pump timing window. If the plunger follower timing mark does not line up k
with the index mark on the timing window, remove pump and
/
add or remove shims between the pump and the pump base assembly as necessary so that the marks will line up. Re-install the purm and bar engine through one complete injection cycle e'"*****
to insure that marks do alian 21 the fuel injection point.
l IIBGQWNfE*bT I
CONTROL.DATE Figure 6-F 5. Pump Base To Tappet 0 0l,, 6 @
Adjustment.
DUKE POWER COMPANY CAUTION DislCN ENGINEERING
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inn tuniou. - -
slunger follower must never go beyond the upper or lower edge of
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the timing window. If it does, the pump may be severely damaged.
v oininviove n GFG
j Instruction Manual PART G - ENGINE CONTROLS OVERSPEED TRIP (See Figure 6 G 1),
A Woodward Model SG overspeed trip governor is mounted on the gearcase end of the engine. At a pre set engine speed (15% above rated speed) it will initiate positive engine shutdown by tripping a dump valve which vents the automatic safety shutdown system. Operation of the overspeed trip governor is as follows.
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/LW Figure G G 1. Overspeed Trip Governor a.
Oil enters the overspeed trip at the oil inlet, drops down into the cavity on the suction side of the pump gears, then around to the pressure side of the pump. If the supply of pressure oil is greater than required, the pump builds up pressure until the relief valve plunger is pushed to the lef t against the force of the relief valve spring. This uncovers the bypass hole in the relief valve sleeve and oil is recirculated through the pump. If the overspeed trip requires more oil than is being recirculated, pressure will be reduced and the spring will move the relief valve to the right, blocking the recirculating passage to maintain operating pressure. Additional oil, as nees 'd,will enter the pump through the inlet port.
N ainvm 7e GG1
Instruction Manual PART G - ENGINE CONTROLS (Continued) b.
The pilot valve plunger controls the movement of the power piston by directing oil to or from the area beneath the power piston. The power piston in turn controls the position of the terminal lever, and, therefore, the position of the terminal shaf t. Two opposing forces act upon the pilot valve plunger the speeder spring force tends to push the plunger down and the centrifugal force developed by the rotating flyweights tends to lif t the plunger.
c.
When the engine is operating below the trip set point the speeder spring force holds the pilot valve plunger down and connects the oil under the power piston to drain. The reset spring, pushing the reset rod against the terminal lever, holds the power piston down.
d.
If engine speed rises above tripping speed the centrifugal force of the flyweights overcomes the speeder spring force and lif ts the pilot valve plunger. As the plunger rises, pressure oil flows to the underside of the power piston, forcing the piston up. As the terminal lever is rotated by the upward movemrnt of the power piston, the pin in the speed droop bracket raises the right end of the floating lever. This decreases the downward force of the speeder spring and the flyweights move to their extreme out position. The power piston then moves to the top of its stroke, as allowed by the terminal lever, which rotates the terminal shaf t. The external lever on the terminal shaf t then actuates the trip valve.
e.
When engine speed drops back below the reset speed the speeder spring pushes the pilot valve plunger down and the area under the power piston is again connected to the sump. The reset spring rotates the terminal lever and pushes the power piston down. Oil is then recirculated through the pump as before, OVERSPEED TRIP ADJUSTMENT, s
The speed at which the unit trips is determined by the position of the speed adjusting screw. Turning the screw into the cover raises the tripping speed, and turning it out lowers tripping speed. The overspeed set point is adjusted at the f actory, and under normal conditions should not be changed in the field. If it becomes necessary to reset the trip point, follow these steps.
s.
Back out servo limit adjusting screw so that it does not limit travel in the power piston.
b.
Make tentative speed droop bracket setting at approximately one half its travel f rom minimum to maximum droop.
c.
Make preliminary tripping speed adjustment with speed adjustmg screw, d.
Headjust speed droop bracket to obtain approximately ten percent excess range, then readjust tripping speed. The speed adjusting lever can be locked in place by tightening the high speed stop screw against the speed adjusting lever, e.
Heset overspeed trip at a speed thghtly below the desired reset speed. The servo hmit adjusting screw af fects only the reset speed. Turn in to raise the reset speed to the desired value.
O/R/RV/OVD Pa 0G2
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INSTRUCTION aitavat ='~ -
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j MANUAL.
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PART G - ENGINE CONTROLS (Continued) jl GOVERNOR DRIVE ELEMENT REPLACEMENT.
f Because of 4ts operating environment, the Duna N flooble drive element (part no. AK 007 000 in the governor drive j
coupling should be changed annually. The element is a wrap around design (see Figure 0 G 2), joined by a split inwrt l
j which permits easy removal and installation.
1 e.
Remove f asteners all around on both hubs.
i b.
Pull end of element at split insert and remove element.
i c.
Install new element. Use Locktite on fastener threads.
l d.
If coupling was in proper abgnment before replacement of the drive element, no additional alignment is j
necessary.
l l
e.
If alignment is considered necessary, it may be accomplished with only a straight edge.
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i PART G - ENGINE CONTROLS (Continued)
LOGIC DOAMO TMOUSLE SHOOTING.
Trouble shooting of the logic teards should be approached in a logical manner, elimiriating the obvious first. The j
following steps will assist in the finding of faults in the system.
t f
a.
Check that there is proper supply pressure in the system, as specified on the appbcable system drawings, b.
Che k that all operator controls are in the correct posit 6ons for the selected mode of operaton i
c.
Cheth the board for the proper output signals. Since the system is designed to provide a predactable series of output s6gnals, the first place to start trouble shooting is to determine if the output signals that should be present are present, and which ones should ret be present when the problem occurs. Check out procedures for imhvidual logic teards are shown on the drawing for that board Also, check to see if the signals come on arut off sharply without gradual increases or decreases in pressure unless this is called for lo the check out procedures. If the increase or decrease is slow, check for leaks, pinched tubes, etc. If the proper signals are present, then the malfunction may be m one of the power devices.
d.
Check for proper input signals to the logic board. Once the determination has been made that the output signals from the board are not on and off at the proper time, check the input signals to the leerd to make sure they are j
correct. Once again, return to the contr01 schematic drawings and determine which input signals are to be on and which are supposed to be off when the problem occurs. Of equal importance is the order in which they go on and off, l
s.
Once the output signal conditions have been checked and found to be incorrect, and af ter the input tegnels have been checked anti found to be correct, then trul only then is the circuit board to be considered for trouble shooting. Make sure the problem is in the tircult imard before proceeding.
CHECNING LOGIC ELEMENTS.
If a k gic imard is not performing properly, the logic elements should be checked for proper installation on the board before removing them Then, if the functioning of an element is suspect,6t may be removed and replaced. Testingand the repair of the elerner ts should be in accordance with the manufacturer's instructions in the Assoc /ated Pubhcartons
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Refer to the layout diagram on the appropriate assembly drawing and check element location on the circuit board to make certaln that all element 5 are in their proper locations.
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b.
Check for proper rotation of each element. Elements can be totstod 180, providing two ditferent posit 6ons that it tan assume on the board. The relation it selected at the time the circuit is designed arul must agree with the circuit pattern layout Each element has an "a"or a "b" located on its top cover and these letters are in be oriented as shown on the assembly drawing. Any element that is mislocated or rotated should be changed and the circuit tschecked.
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l PART H - ENGINE BALANCING GENERAL.
The load on a diesel engine should be evenly divided between all cylinders. If it is not, one or more of the cylinders will be forced to carry more than their share of the load while other cylinders loaf with a resulting loss in operating economy and the possibility of experiencing one or more of the following conilitions.
a.
Scored pistons and liners, b.
Excessive vibration.
c.
Excessive piston, valve, bearing and crankshaf t wear.
d.
Excessive fuel consumptlon.
e.
Excessive lubricating oil usage, l
l CYLINDER BALANCE.
The balance between power cylinders on Enterprise diesel engines is obtained by having all the fuel injection pumps read the same millimeter of rack position when the governor is in a position equivalent to full load. In order to accomplish this it is essential that all fuel pumps be calibrated in accordance with the fuel pump manufacturer's specif # cations. The fuel pump rack levers are adjusted during factory test and the lever clamps are then doweled to the fuel rack shaf t.
4 CAUTION This setting should not be changed in the field, not should shimming ever be used between the fuel tack lever clamp and the fuel rack lever to change fuel tack settings for individual cyhnders. Also, the female rod end which connects the fuel tack lever to the fuel rack should not be adjusted. When a variation in cylinder exhaust temperatures indicates on overloaded or an underloaded cylinder, this condition should not be remedied by changing the individual fuel tack settings. Rather, the rest cause of the malfunction should be determined and corrected.
FUEL INJECTION EQUIPMENT.
Clean fuel is essential to the operation of a diesel engine, injection equipment is manufactured with close working tolerances and, therefore, dirt or other impurities in the fuel can cause pumps or spray noriles to malfunction. Small depressions in injector valve seats, some to small they are not visible to the naked eye, may be caused by small particles of dirt and will effect spray patterns in the combustion chamber. Pumps and valves must be checked and cleaned periodically. The frequency of cleaning can best be determined from experience, however, care must be taken not to wait too long before cleaning. Fuel pumps should deliver exact amounts of fuel according to the millimeter settings of their fuel pump racks, if they do not, obviously the batance of the cylinders will be af fected and the problem must be corrected. It is tecommended that whenever a fuel pump is disassembled for any resson,it be recalibrated in accordance with the manufacturer's specifications.
EN0lNE OUT OF TUNE, Spray norries are usuelly suspect if an engine is out of tune or smoking. There are other factors which may also l
contribute to these conditions. All of them should be considered when evaluating engine performance.
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Ignition timing.
b.
Short or long burning lag in some fuels.
c.
Cetane rating of the fuel, d.
Low compression pressure due to leaking valves.
e.
Worn piston rings and/or liners.
f.
A change in fuel oil, g.
Defective fuel injection pump (5).
h.
Valve or linkage maladiustment.
PREVENTIVE MAINTENANCE.
All available operating information shculd be used as diagnostic tools for determining the condition of an engine and in planning preventive maintenance actions to maintain the engine in peak operating condition. Among the conditions to be considered, peak firing pressures and cylinder exhaust temperatures are very valuable indicators of the condition of a cylinder. The pyrometer and thermocouples provide individual cylinder exhaust temperature information. There are a number of commercial instruments available to take peak firing pressures and cold compression pressures, and the manufacturer of the model selected can provide detailed instructions for its use. The engine log is also an excellent tool for use in recording engine performance and making diagnostic evaluations for preventive maintenance purposes.
Readings should be taken and recorded hourly and be supplemented with written observations of all pertinent factors.
TROUSLE SHOOTING.
When trouble shooting the engine, all available information should be used to deterrrine the cause of a malfunction.
TI.e trouble shooting tables in Section 7 can be of assistance, as well as the preventive maintenance curves and the engine logs.
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GENERAL.
The engine is started by the timed admission of high pressure starting air to the power cylinders during the equivalent of the power stroke of the respective cylinders. The air is admitted at approximately top center of the power stroke, and adrnssion continues until approximately the opening of the exhaust valves. The pressure is then relieved, thereby causing rotation of the engine comparable to the normal power stroke, As the engine accelerates on starting air,the heat of compression of the combustion air plus that of the starting air develops a sufficiently high temperature to ignite the r
injected fuel within a few revolutions. The engine then initiates normal combustion and begins to accelerate under its own power without further aid of starting air.
j AIR SUPPLY.
2 The starting air supply is produced and stored in the starting air module at 250 psig (17.57 kg/cm ). The storage tanks are provided with relief valves set at 275 psig (19.53 kg/cm'),
1 OPERATION.
The on engine portion of the starting air system consists of a remotely controlled, pilot operated diaphragm valve in the air supply line, two camshaft driven starting air distributors, one for each cylinder bank, an air filter for each distri-butor, and a pilot operated air starting valve (figure 611) in each cylinder head. When the starting air admission valve l
in the supply line is opened,250 psig (17.57 kg/cm') starting air is admitted into the starting air manifold and, therefore, to the starting air valves in the cylinder heads as well as to the starting air distributors. Individual spool valves in the distributors (one for each cylinder of the bank serviced) are engaged by air pressure and follow the profile of the starting cam attached to the end of the camshaf t. The cam profile is such that at least one spool valve is always in position to emit a pilot signal to its respective starting valve in the cylinder, allowing starting air to enter the com-bustion chamber of that cylinder, rotating the engine. As the engine rotates, the starting air cam will cause the spool j'
valves to emit timed and sequenced pilot air signals to the starting air valves. The starting process will continue until i
the signal to the starting air admission valve is terminated.The starting air distributors emit a timed pilot air signal that starts five degrees before top dead center and ends at 115 degrees af ter top dead center on the power stroke.
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Instruction Manual PART I - STARTING AIR SYSTEM (Continued)
STARTING AIR VALVE REMOVAL.
Disconnect pilot air line(s) from valve cap and remove 12 f '"
point flanged capscrews holding valve to cylinder head.
/
Pull valve assembly from cylinder head.
p VALVE DISASSEMBLY (See Figure 611).
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M The starting air valve may be disassembled for inspection
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and/or repair as follows.
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Lif t valve cap from housing and remove piston.
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b.
Remove roll pin securing hex nut then, using a
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_,. q from threaded end of valve stem.
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Slide valve out through bottom of valve housing.
l l Slide spacers and guides of f valve stem.
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i Remove spring, retaining washer and spring lll am
' 9, washer from housing.
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g Remove 0-rings and valve to-head gasket.
e.
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f.
Inspect all surfaces of valve, guides, rings and k^^
piston. Replace defective parts.
l VALVE ASSEMBLY (See Figure 6-11).
Figure 6 I 1. Starting Air Valve Assembly of the valve is the reverse of disassembly.
a.
Assemble lower guide with rings in place, long spacer and upper guide to valve stem.
b.
Slide valve into housing from bottom, taking care not to damage rings on lower guide.
c.
Slide short spacer down over top of valve stem, ensuring it seats in the upper valve guide, d.
Slide retaining washer down over short spacer, ensuring it seats on the shoulder of the housing tore. Slide down the spacer and install spring washer.
e.
Assemble hem nut to the valve stem and tighten. Install roll pin then install piston and valve cap.
VALVE INSTALLATION.
Assemble O rings and valve to. head gasket to the valve assembly. Insert valve assembly into valve hole in cylinder head.
Lubricate threads of capscrew(s) with a 50 50 mixture of lubricating oil and powdered graphite and thread capscrew(s) into cylinder head. Torque capscrews to 150 f t Ibs. Connect pilot air line(s).
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fnstruction Manual PART I - STARTING AIR SYSTEM (Continued)
TIMING THE STARTING AIR DISTRID'JTOR.
The starting air distributors are timed at the f actory when they are instal;ml. If it should become necessary to re time them, the following procedure may be used.
Dar engine o rer in direction of normal totat on uctil number one cyhnder of bank being timed is five a.
degrees before top dead center (8 TOC) on the er.d of the compression stroke.
b.
Ret ove hen head capscrews that secure distributc: er to housing Remove cover and gasket to gain access to i.iterior r t distributor.
s c.
(>nconnect tubing etd eltww at number as cyhndt r port on distributor. Hemove cap, spring and spool from number om position. He# stall spool.
d.
Loosen capscrews e i sfungated holes in distributor housing sufficiently to permit shght rotation of housmg assembly e.
Direct de beam of bright hght into spool valve opening at top of distributor housing to observe position nf spool valve for riumtwr ot.* cyl.vkr. When valve is open light should be visible through tubing port. While holding spool tight apnst cam, rotate hc4 tug until h ht is just visible through t 5 ng port. This is the correct timing point.
0 Without moving distributor hot sing. tighten caperews in elongated hobs to secure distributor housing to engine.
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f.
He check timing by rotatirg crankshaf t in directon of normal rotation until hght just becomes visible in tubing port. The flywhid pointer should indwate that crankshaf t is five degrees BTDC with number one cyhnder on end of its compression stroke. If n is not, repeat timing procedure, g
Remove spool from number o io position in distributor housing, install spring. spool and cap. Connect elbow and tubing to port on housing. Insta'! pket, cc,ver and hex head bolts.
h.
If timing of the other cyhnder bank is twceswy. insure that number one cyhnder of that bank is on the end of its compression stroke. An error in selecting the correct position wilt result in a failues of that bank to trank when a starting air signal is apphed to the engine AIR FILTER INSPECTION.
The air filter in the s.oply I ne to the dist4Lutor should be inspected and cleaned at regular intervalt The frequency of inspection and cleaning shoulil he notermined by operating conditions and eisperience STRAINEftS.
Low point water col'es its. "Y" strainers and air receiver tanks must be drained daily whether engine / generator is run f
or not. Inspect and clem "Y" strainers weekly, if the fouhng of the strainers is such that more frerluent inspection is f
warranted, shorten the inspaction interval.
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STARTING AIR DISTRIBUTOR.
Refer to Drawing 00 420 08 in the Parts Manuel for details of the construction of the starting air distributors. in addition to the information contained on the drowing, the following information is provided as per customer's request.
Spring (Part No, F 115 007)
Outode Diameter 0.720 in.
Free length 1 1/2 in.
Installed length 15/lb in.
Minimum work ing length 11/10 in.
Spool Valve (Part No. 00 442 07 AE)
Length 311/10 in.
Diameter 0 4910/0 4965 in.
Distributor Sh. aft (Part No. 00 442 08 AA)
Length S.7/8 in.
Diameter 3 500 in.
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%V, PART J - COOLING WATER SYSTEMS.
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? (. i GENERAL All enterprise engines are cooled by a closed loop system in which a fixed supply of treated water is continuously circulated by the jacket water pump with practically no loss in quality. The water supply for the jacket water system should be completely treated for both scale and corrosion, and raw untreated water must never be introduced into the system. The degree and type of treatment depends on the source of the water. Distilled water and rain water are usually considered as being completely soft and non-corrosive, but they generally require treatment for dissolved corrosive gases such as oxygen which may accelerate rusting. Plain distilled water is not recommended unless it is property treated. Rain water may also require treatment for fungus picked up in the air or from contamination from air pollutants. Delaval Engine and Compressor Division does not specify any particular form of water treatment, or the frequency of water analysis. Rather, it is recommended that a water treatment specialist be consulted. The degree and frequency of treatment, then, will be based on the water being used. It must be remembered, however, that additives to the cooling water supply should not alter the heat transfer characteristics to which the system was designed.
The specific heat of the jacket water system should be kept as close to 1.0 % as possible.The following discussions of water treatment are suggestions only. The actual means used to treat Jacket water should be determined by the owner.
r OPERATION.
All cooling surf aces must be kept free of scale or other deposits as any such accumulation will degrade the cooling capability of the system and, therefore, cooling water temperatures will not accurately indicate the extent of cooling.
Any coating on the cooling surfaces will act as an insulating material and will prevent transfer of heat. If for any reason there is a disruption of the circulation of cooling water flow. the engine should be shut down as soon as practicable to prevent a build up of temperatures and possible serious damage to the engine. To avoid thermal shock, g
which could cause damage to the engine, do not admit cold water to the cooling system until the temperatura of the N
cooling surf aces in the engine have dropped to approximately that of the inlet water. The use of ethylene glycol antifreeze in the cooling water will materially affect the cooling capacity of radiators and other cooling devices. A 50% ethylene glycol mixture will reduce radiator cooling capacity approximately 12%. Therefore, unless the cooling system was origirally designed for this coolant mixture, the Delaval Engine and Compressor Division Customer Service Department should be consulted prior to using such a coolant.
TREATMENT OF JACKET WATER.
The pH value of the jacket water should be maintained within a range of 8.25 and 9.75. The minimum pH value is necessary to prevent acid attack on the metallic surfaces, and the 9.75 maximum value will prevent conosion due to high alkaline content in the water. A suggested water treatment material for jacket water systems is sodium dichromate and a commercial boiler compound, however, it is recommended that a commercial water treatment company be consulted to insure that local conditions are taken fully into account. Sodium dichromate is an inexpensive source of alkaline chromate (Cro ) which has been found to f orm a protective film on metallic surfaces that prevcnts attack by a
the corrosive elements found in the jacket water. Sodium dichromate is an acid compound which must have an alkaline compound such as boiler compound added to convert the dichromate to an effective alkaline chromate form. The alkaline chromete concentration must be maintained between 7_00 and 1700 parts per million (ppa)). Less than 700 ppm carr result in accelerated corrosion while more than 1700 ppm serves no useful purpose and is a waste of material.
The cloride content must not be allowed to exceed 100 ppm as the effectiveness of alkaline chromate decreases as the cloride content increases. When initiating alkaline chromate water treatment for the first time, or af ter the system has been refilled,the water should be tested daily for alkaline chromate concentration and for pH value.When the treatment becomes stable, the test interval can be extended to weekly tests. Af ter each addition of chemicals, the water should be circulated through the system, then tested to insure that the required limits are met.
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WATER SOFTENERS.
Depending on the location of the installation and the source of the cooling water supply,it may be advesable to utilize some means of sof tening the water. This can best be accomplished by consulting a commercial water treatment company for technical assistance so that the specific needs may be determined and the proper treatment method instituted.
CLEANING THE JACKET WATER SYSTEM.
The following methods may be used to clean rust and scale from the jacket water system. Most water treatment companies have their own proprietary solutions and method for cleaning engine jacket water systems which are equally as effective. The following acid cleaning method can not be used for systems which have componsnts con-taining aluminum, Rust can be removed from the jacket water system by filling the system with a solution of 75 pounds of a.
ammonium citrate in enougn fresh water to make 100 gallons of solution. Make enough solution to fill the jacket water system then operate the engine for two hours. The jacket water system must then be flushed with fresh water and neutralized.
0 b.
Scale can be removed from the system by using a scale solvent solution composed of 7 gallons of 20 Baume muratic (hydrochloric) acid, ane half gallon of liquid inhibitor and 92% gallons of fresh water at 160 F. Make enough solution to fill the system. Circulate the acid solution through the system for one or two hours, depending on the 0
extent of the scale deposit. The temperature of the acid solution must be maintained at 160 F during circulation.
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Af ter circulating the acid solution, drain the jacket water system and then fill with clean fresh water and flush it
(
thoroughly. After flushing neutralize the system with a solution composed of 20 pounds of soda ash (sodium 0
carbonate) and enough fresh water at 160 F to make 100 gallons of neutralizing solution. Fill the lacket water system with the neutralizing solution and circulate it through tFe system for one-half hour. Maintain the temperature of the during circulation.
ENVIRONMENTAL RESTRICTIONS.
Alkaline chromate water treatment compounds, such as sodium dichromate, may be considered environmentally objectionable in gnr te locations, or may be prohibited in these instances, nitrite compounds such as sodium nitrite (NANO ) are suggested as adequate substitutes. When using sodium nitrite, the concentration must be 500 ppm with a 2
pH of 7.5 to 8.5 to achieve effective corrosion control. Nitrite compounds for treating engine jacket water systems are available from most commercial chemical supply houses, and instructions for their use are available from the chemical supplier.
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O Instruction Manual e J-2 PART J - COOLING WATER SYSTEM,
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WATER PUMP (See Figure 6,J 1).
The engine driven water pump is of the centrifugal type in which a rotating impeller (22) imparts a rotating motion to the fluid, and dischartys it into the circulating system. The pump is mounted on the engine gearcase cover by means of an adapter (7 and Fig &J 2). The pump is driven through a gear carrier assembly (Fig 6 J-3). An external spline (4) engages the internal splines on the gear carrier coupling (see Fig. 6-J 3). The pump is very reliable,and should require little maintenance. Certain parts are subject to wear, however, and may require replacement sometime during the life of the pump. These items include the mechanical seal (28), the volute wear ring (21), the back plate wear ring (15), the shaf t bushings (Fig. GJ-2), the thrust ring (6), the thrust collar (10), and the oil seal (9), The need for replacement must be determined by periodic inspection of the pump, and by symptomatic evidence obtained from these routine inspec-tions, and from performance figures obtained from operating logs. Table GJ 1 outlines the common symptoms, their causes and the appropriate repair procedures.
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DUKE POWER CO APANY DESIGN ENGINEERING j PUMP REPAIR PROCEDURES.
E Repair procedures to the engine driven water pump (s) may be placed in two general categories. In the first group are those repwr procedures which require only partial c'isassembly of the pump while still mounted on the engine These int lude replacement of the toechanical seal, and the wear rings. In the second group are those which require removal of the pump and adapter f rom the engine. This includes thrust ring, shaf t bushings and oil seat rep'acement.
Symptom Possible Cause Repair Action Procedure Loss of pump head Worn wear rings Replace wmr rings A
Water leakage around pump Worn mechanical seal Replace seal A
stutt at thrust collar Nmsy operation Worn bushings Replace bushings B
Gear rattle / excessive end play Worn thrust ring or thrust Replace th.ust ring and/or B
collar thrust collar Oil leakage around pump shaf t Worn oil seal Replace oil seal B
i at thrust collar 7able 6J 1. Water Pump Trouble Shooting n
>i PARTIAL DISASSEMBLY OF PUMP - PROCEDURE A".
Mechanical seal failure will be evidenced by water leakage around the pump shaft at the thrust collar. Excessive wear or failure of the wear rings will result in loss of pump head. Although there may be other causes for this malfunction, wear rings must be considered as a possible cause Proceed as fo!!ows to disassemble the rump to the degree necessary to perform the intended work.
a Disconnect inlet and outlet piping from pump.
I b.
Disconnect tubing (16) from volute (21).
Remove eight hex head capscrews (17) that secure volute (20) to back plate (26). Slide volute off over c.
impeller (22).
d.
Inspect volute wear ring (21). If significant deterioration is in evidence, remove old wear ring, clean inner I
shoulder of volute and install new wear rings.
Block pump shaft rotation, using a bicek of wood or similar means to stop irnpeller rotation. Remove hex e.
nut (18) and flat washer (19) f rom end of shaf t (8), and slide impeller (22) of f shaf t and remove key (17).
f.
Inspect back plate wear ring (15). Remove and replace if condition indicates this is necessary, j
g.
Remove eight hex head nuts (14) and lockwashers (13) and remove back plate (26) Slide mechanical seat (28) and seal housing (11) forward off pu np shaf t.
h.
Install new mechanical seal (28) into seal housing (11). Insure that seal tr,ates firmly into seat housing. Slide seal housing and mechanical seal over pump shaf t (8),
f')
6.
Pump assembly is the reverse of disassembly. Install new gaskets (24,2L). When reinstathng impeller retainer nut (18) to pump shaf t (8), tubricate threads with a 50-50 mixture of graphite powder and lubricating oil and torque s
nut to 80 f t lbs.
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PART J - COOLING WATER SYSTEM (Continued)
MAJOR OVERHAUL OF PUMP - PROCEDURE B"(See Figure 6J-1).
I The water pump is extremely reliable and a major overhaul is not anttipated during the service life of the pump.
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However, it is possible that the pump, being a mechanical device,could experience a malf unction which would require complete disassembly of the pump. Noisy pump operation, for instance, could be caused by worn shaf t bearings or
'hrust rings. Failure of the oil seal would result in oil leakage visible around the pump shaf t at the thrust collar. Com-ptete pump failure due to a broken shaft, or similar breakdown would be evidenced by a rapid rise in water temper-ature. If any of these conditions occur, an overhaul of the pump is indicated. Disassembly of the pump should be only to the degree necessary to perf orm the degree of overhaul intended or indicated by pump condition.
a.
Remove suction and discharge piping as well as any other interfering piping or accessories.
I b.
Position a slirig on the pump, attach to ahainf all or overhead hoist, and take up slack.
Remove eight capscrews securing bracket assembly to crankcase cover, and pull pump straight away from I
c.
I engine,shding pump shaft external spline (4) clear of gear carrier coupling (Fig. 6J 3).
I d.
Disassemble pump from bracket assembly as shown in the preceeding Procedure "A, sub paragraphs b.
through g..
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e.
Remove bracket assembly (7) from pump by removing cotter pin (1), hex slotted nut (2), washer (3),
external spline (4), thrust ring (6), shim set (5) and key (29) from pump shaf t (8) Slide bracket assembly of f shaf t.
f j f.
Inspect thrust ring (6) for signs of wear. Replace if necessary upon reassembly.
g Remove thrust collar (10) from bracket assembly (8). Inspect for signs of wear, and replace if necessary.
h.
Remove shaf t bushings frem bracket assembly (see Fig 642). Inspect both shaft faces and thrust faces of
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bushings for signs of wear, install new bushing;if necessary.
i.
Replace oil seal (3). Note that seal tends to mate with other parts, and tends to fail if adjacent parts are g
disturtmd. Use en0:ne oil to lubricate oil seat for ease of installation. Insure that seal seats firivily, t
i.
Inspect pump shaf t (B) thoroughly for signs of scoring or damage. Carefully smooth and deburr shaf t su'tates before reassembly of pump, k.
Reassembly of the pump is the reverse of disassembly. At assembly, the followmg should be noted. Af ter t
installation of impeller (22) to pump shaft (8), lubricate threads of hex nut (18) with a 50 50 mixture of powdertd giaphite and lubricating oil, and torque nut to 80 f t-lbs. After assembly of bracket assembly (7) to the pump, install theust ring (6) and shim set (5) and ad}ust shims to provide end play of 0.015 to 0.025 in. After shimming, insert key t?9), external spline (4), washer (3) and slotted hex nut (2). Note that hex nut is to be cleaned and lubricated with a 50 50 mixture of powdered graphite and tubricating oil then torquod to 120 f t-Ibs. Increase torque until slot of nut alMWs cotter pin (1) to be installed. Check end play between spline and thrust ring and reshim if necessary. Check that key is properly seated to achieve good drive tang engagement of spline (4) to pump shaft (8), avoiding excessive o trusion of key through thrust ring r
pocuMENT
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CONTROL DATE L
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INSTRUCT 10N
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660 - e6th AVENUE
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\\j OAKLAND. CALIFoRNI A 94421 A transamenca compa3 PART K - LUBRICATING OIL SYSTEM FILTERS AND STRAINERS.
The full flow filter continuously filters all of the lubricating oil from the pump before it passes to the oil strainer.
The length of time that the lubricating oil and the filter elements may remain in service can best be determined by carefully watching the result of oil analysis and the pressure drop across the oil filter. Change period will vary with the operating conditions to which each individual engine is subjected. During the first two or three days of engine operation af ter initial installation, or after a major overhaul, the strainer at the pump suction and the strainer at the oil header inlet should be checked and cleaned as necessary to remove any debris and other foreign matter that may be present. If at any time the oil pressure gauge shows a low reading, the following should be done to the degree necessary to correct the situation.
a.
Check the oil level in the sump tank, b.
Inspect strainer, filter and lubricating oil cooler. A leak in the cooler may be detected by a sudden increase in oil consumption, and by the presence of oil in the cooling water system. Leakage may occur in the packing between the tubes and the tube sheet, or may be due to tube erosicn, depending on the construction of the cooler, c.
Inspect all external and internal piping for tightness and freedom from obstructions.
d.
Dismantle and inspect pump.
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Figure 6 K.1. Lubricating OilPump and Gear Carrier Assembly m
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m DELAVAL ENolNE AND Coe4 PRESSOR olVisioN
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oAKLANo, CALIFORNIA 94821 A Transamenta Company
%d PART K - LUBRICATING OIL SYSTEM (Continued)
I LUBRICATING OIL PUMP.
l l
A Delaval IMO, constant displacement, rotary screw type lubricatiN oil pump is used. Lubricating oil in the pump is propelled axially in a constant, uniform flow through the action of but three moving parts - a power rotor and i
two idler rotors. The smooth intermeshing of these rotors propells the lubricating oil in a steady flow without any churning, pocketing or pulsation. There are no timing gears, cams, valves, sliding vanes or reciprocating parts to wear I
or become noisy. The pump is mounted on the front of the gearcase, and is coupled to a carrier assembly by a splined coupling. The carrier assembly is mounted on the front of the engine base, and is driven by the crankshaft speedup gear. Once the pump has been placed in service it should continue to operate satisfactorily with little attention other than an occasional inspection. Noisy pump operation is usually indicative of excessive suction lif t, air in the system, misalignment or, in the case of an oil pump, excessive wear.
REMOVING PUMP (See Figure 6 K 1).
To remove the pump from the engine, do the following.
Remove the inlet and discharge piping as well as any other interfering piping or accessories.
a.
b.
Position a sling on the pump and attach to a chainf all and take up the slack.
c.
Remove the capscrews that secure the pump to the adapter and pull the pump directly away from the engine until it is clear.
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1 DELAVAL ENGINE ANo Cot 4 pressor OlVisioN 080 - 86th AVENUE oAKLANo. CALIFORNIA 94421 A transamenta company j.
,l PART K - LUBRICATING OIL SYSTEM (Continued)
PUMP DISASSEMBLY (See Figure SK 2).
If it is necessary to disassemble the pump, exercise care to keep the parts clean so that no dirt, grit or other foreign matter will be present when the pump is assembled. Disassemble as follows.
a.
Set pump on suction end and remove capscrews and lockwashers holding balance piston housing in pump casing. Remove two capscrews with lockwashers from opposing positions,180 degrees apart and insert % - 13 eyebolts into vacated holes. Lift internal assembly out of pump case and set assembly on its side. Do not set it down on thrust plate. Remove eyebolts.
b.
Remove bolts, lockwashers, spacers and thrust plate from suction end of rotor housing. Note location of each spacer with respect to the rotor housing. Support and remove each spacer as each bolt is removed. Set parts aside in order of removal.
c.
Grasp thrust shoe on end of each idler rotor and unscrew idler rotors from rotor housing. Do not remove thrust shoe from idler rotor.
d.
Remove capscrew with lockwashers and bearing retainer. Grasp coupling end of power rotor shaft and pull power rotor out of rotor housing. Avoid hitting bushing with end of power rotor as it is removed. Inspect power rotor and ball bearing.
/7 e.
If it is necessary to replace the ball bearing, proceed as follows. Remove retaining ring. Obtain wheel or
)
gear puller and small piece of sof t metal. Place soft metal over end of power rotor shaft and use puller to remove the ball bearing from balance piston. Discard bearing.
f.
Remove retaining capscrews with lockwasher and separate balance piston housing from rotor housing. Do not disassemble bushing from balance piston housing unless it requires replacement. This completes disassembly neces-sary for maintenance purposes.
PUMP REASSEMBLY (See Figure GK 2).
If ball bearing was removed, pressure a new bearing into position on the balance piston. Replace retaining a.
ring. If a new bushing is required, coat outside diameter of new bushing w.th Locktite Retaining Compound and insert bushing into balance piston housing.
b.
Set rotor housing on suction end and install new O-ring. Place balance piston housing on discharge end of rotor housing and fasten down with four capscrews and lockwashers, leaving two holes,180 degrees apart, vacant.
c.
Lay rotor housing on its side and insert power rotor into housing from discharge end. Fasten bearing retainer to balance piston housing with capscrews and lockwashers.
d.
Insert idler rotors into rotor housing from suction end. Reassemble thrust plate to rotor housing with bolts and washers, making sure that each spacer is assembled to the housing in its original location. Note: The four spacers have been machined to close tolerances to asyure accurate spacing between thrustplate and rotor housing. A minimum torque of 800 in. lb applied to each beit should assure proper spacing between thrust plate and rotor housing, improper spacing will result in accelerated near of internals.
e.
Insert two %" x 13 eyebolts into vacated holes in balance piston housing and lif t internal assembly in*o
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position over pump case. Insert assembly into pump case, being careful not to damage O-ring during process. Fasten internal assembly to pump case with capscrews and lockwashers, ninvlwo sa.4a71 7a 6-K-3
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INSTRUCTION onAvAuNc'Ni A=
COMPRESSOR Division HIANUAL o"AKLAND. CALIFo'RNIA 94621
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PART K - LUBRICATING OIL SYSTEM (Continued) f.
This completes pump reassembly. Before mounting to gearcase, make sure that pump turns freely. Do not force piping into place as the strain on the casing may cause excessive pump wear.
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6 COUPLING 7 ORIFICE Figure &K 3. Gear Carrier Assembly OIL PUMP GEAR CARRIER ASSEMBLY (See Figure 6-K 3).
The pump gear carrier assembly consists of a shaft supported by two bronze bushmgs, pressed into the carrier assembly with their flanges to the inside. The pump end of the shaft has an internally splined coupling, attached to the shaft by a roll pin, which accepts the external spline adapter secured to the end of the pump power rotor shaft.The drivegear is mounted on the shaf t between the two bushings and engages the speedup gear. The carrier assembly is secured to the engine block by capscrews and locking clips, and is located by two dowels.
DISASSEMBLY AND ASSEMBLY OF GEAR CARRIER ASSEMBLY (See Figure 6-K 3).
To remove the pump gear carrier assembly, the pump must be removed as outlined above, then the gearcase removed.
a.
Remove lubricating oil lines from carrier assembly.
b.
Bend back locking clips and remove capscrews. Remove carrier assembly.
To remove gear, shaf t and bushings from carrier assembly, remove gear.to shaft roll pin then press shaft c.
out of gear. With shaft and gear removed, press bushing out of drive bracket, d.
Assembly is the reverse of disassembly. Use new locking clips.
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ninvtiuo s uul is GK4
instruction Manual PART L - MISCELLANEOUS MANOMETER.
The U-type manometer is a primary standard for the measurement of pressure. No other device offers a higher degree of accuracy of result. The vertical distance between the two levels of fluid in the U tube is a measurement of the dif.
ference in pressure between the two sides of the manometer. The difference may be expressed in linear units of the indicating fluid, such as inches of water or inches of mercury. Because the pressure being measured acts directly on the indicating fiquid in the tube rather than through any mechanical devices, the column will respond directly and imme-diately to the slightest change in apphed pressure. For example,if water is the indicating medium, a pressure change of one ounce per square inch will change the ind:cating levels approximately one inch. As standard scales are graduated i
in tenths of an inch, very accurate readings are possible.
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MEASURING VACUUM.
Vacuum and pressure,in the sense used here, are the same thing, vacuum being me ely the degree to which the pressure has been brought below pgp 7
atmospheric pressure. Vacuum is normally read in inches of mercury.
T lf a vacuum pump were to be connected to one leg of a U type manom-
'I eter while the other leg remained open to atmosphere (see figure 6-L 1),
O the pressure on the pump side would be reduced as the pump works.
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Atmospheric pressure, then being the greater pressure, will force the l
column of mercury down on the open side and consequently, the 7
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cnfumn of the leg will rise. The resultant difference in the height of k'j the column is the measure of vacuum in inches of mercury created by the pump.
Figure 6-L-1. Manometer with Vacuum Pump OPERATION AND MAINTENANCE.
With both legs of the manometer open to atmosphere as shown in figure 6-L 2, indicating fluid is placed in the tube l
until the level is at the center, or zero graduation of the scale. If the level of the two co'umns is less than zero, fluid should be edded. If the reading is more than zero, fluid should
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be removed. Minor adjustments may be made by moving the l
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1 scale to obtain an exact zero reading. Application of pressure to 2
2 the right leg will force the fluid column down in the right leg and up in the lef t. The instrument is then read by noting the E
E deflection from zero in both legs, then adding the two. In the 1
1 7
case of the manometer illustrated on the right side of figure i
6-L 2, the difference is the sum of two inches below zero and
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4 4
y figure 6 L 2. Reading Manometer m
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PART L - MISCELLANEOUS (Continued)
CRANKCASE VENTILATION.
The crankcase is ventilated by natural flow of vapors through a ventilating pipe to atmosphere cutside the engino room. A drip leg should be provided to collect any oil that may accumulate in the vent pipe. The vent piping should be inspected periodically. and cleaned as necessary to remove any accumulation of oil and dirt that may possibly restrict the flow through the piping. The frequency of inspection will depend on operating conditions and hours of running.
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.RNURL OAKLAND. CALIFoRNI A 94e21 A transamenca Company
[d SECTION 7 TROUBLE SHOOTING GENERAL.
Ef fective maintenance trouble shooting requires a sound knowledge of the engine in both a theoretical and a practical sense. The mechanic must analyze the cause and effect of different conditions and, where the cause is not readily apparent, he must employ a fine sense of logic based upon the use of all the tools available to determine that cause.
Section 5 of this manual illustrates some trouble shooting data that can be obtained from the charts and curves which are recommended. in addition, this section contains a listing of possible troubles that may be encountered,their possible causes, and the action that would appear to be appropriate.
RECORDS.
All possible malfunctions and their probable causes cannot be foreseen and recorded in advance. Each engine will develop and display characteristics which may not be common to all engines of the same model or type. Also, the same operator or mechanic will not always perform the trouble shooting and repair work. It is, therefore, suggested that the owner establish a detailed repair and trouble shooting record,ystem. Each malfunction should be recorded in a readily usable form, listing the indications and findings for each malfunction encountered together with the repair action required. This record will be of assistance in determining the cause of any future malfunctions, and will be a valuable training aid for all operators and mechanics.
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n/nv.7s 71
1 INSTRUCTION A
=A=. Nase AN.
COgIPfitsgOR DIVig80N NAN 9Ag egg - geen AvtNUE m,
OAELAND CALIFORNIA geg21 A Transamenca Compsey k
TROUBLE POSSigLE CAUSE ACTION
- 1. Engine f ails to turn over when e.
Air 16ne velves closed.
Check eer line sah %.
air start velve turned on,
- b. Air pressure too low, Check pressure. Check for clogged air stramer.
c.
Aer start valve leeking or stuck.
Release cylinder pressure by open6ng 6ndicator cock s. Remove air start valve and esamine.
- d. Air distributor out of time.
Adaust timing-I e.
Control eystem electrical power turned Turn switch ON.
OF F.
- 2. Engine turns on start 6ng air but e.
Fuel line velve closed.
Open all fuel valves.
will not start.
b.
Fuel low 6n day tank.
F ell tank.
- c. Air in fuel system.
Vent system by oponeng fuel pump blooder screws.
d.
F uel lines clogged.
Clean lmes, e.
Derty or plugged fuel o60 filter (s).
Clean f elter(s).
f.
Water in fuel oil.
Drain and ref 6ll system with clean fuel oil.
g.
Fuel control lmkege st6ching.
F ree and lubricate.
- h. Fuel oil relief valve stuck open.
Free valve.
4.
Fuei rock shutof f cyl6nder not actuated.
Check engine control system.
J. Overspeed shutoff cylinder not check overspeed tr6p and valve. Check actuated.
control sy stem.
- k. Stuck valve.
Free, cleon and tubrscate.
1.
Aer intake blocked.
Check overspeed shutdown butterfly valve.
Check 6ntake air filter and l6nes.
- m. Velves riding open.
Adsust valve clearance or, if equipped w6th hydraulic lif tors, check lifter ediustment n.
Valve seats worn.
Reseet valves.
- o. Leaking cylinder head gasket.
Replace with new gasket (s).
N p.
P6ston rings stuck.
Replace r6ngs as required, us6ng overssaed I
r6ngs if necessary. Replace 16ners af scored S.,
or worn.
- 3. Running engine slows or stops.
a.
Safety shutdown system tripped.
Check control panel annunciator for cause.
b.
Low fuel leved in day tank.
- Filltank,
- c. Water in fuel oil system.
Drem and flit with new oil.
d.
F uel filters plugged or dirty.
Clean f 6lters.
e.
Engme overloeded.
R educe load.
f.
Restr6ct6on in exhaust ime.
Clear obstruct 6on.
g intake air supply restricted.
Check and clear obstruction. Check intake air f elter, overspeed air butterfly valve.
- h. Seised piston.
Actual piston seesure makes a high pitched, aqueek me noese. STOP ENGIN E =
IMM EDI AT E LY. Check pistons. 6mers and cool 6ng system.
- 4. Engme f ares irregularly when e.
Low fuel oil day tank level.
Fill tank, running.
- b. Air 6n fuel oil system.
Vent system by opening fuel pump header screws.
- c. Water in fuel o61 system.
Des 6n and fill with new fuel oil.
d.
F uel lines clogged.
Clean lines.
e.
Plugged or dirty f uel oil filter (s).
Clean filters.
f.
Fuel 6njection nossie stuck, clogged.
Replace with spare and enemine.
damaged or d6 tty.
g.
Inject 6on tube co nnections leak ing.
Cloen joints and tighten.
h.
Fuel nossle bleeder valve open.
Close valve.
6.
Fuel 6nlect6on pump dirty, worn or Replace with soere end enemine.
damaged.
1 Fuelinjection pumps out of time.
Adiust 16 ming (see eng6ne data sheet).
- h. Fuel 6njection pumps out of betence Check millimeter sett6ng of all pumps with with other pumps, sett6ng at f ull load shown on engine data sheet. Check individual cylinder eshaust temperatures.
l.
Lack of compression.
See peregraph 2 above.
- 5. Eno6ne het black enheust wh68e e.
F uel nossle stuck, clogged, damaged Replace with spare and enemine.
- runneng, or worn.
- b. Fuel aniect6en pumpt si out of time.
Adjust timing.
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- c. Fuel 6njection pump out of belance.
See 4.k. above.
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- d. Air intoke blocked.
See 2.8. above.
ij o.
Engine overloeded.
Check toed. Reduce as necessary.
n/Rv.m 72
Instruction Manual
( -
l l
TROUBLE POSSIBLE C AUSE ACTION
- 6. Engme has blue smok y exhaust.
e.
Piston r6ngs stuck.
Free, clean ring grooves and ott drain holes.
- b. Worn piston rings or liners.
Replace rings as required. If necessary, use overeired rin0s. Replace liners 6f scored or worn,
- c. Burn 6ng lubricating oil.
Check piston eings, rin0 Grooves and liners.
- d. Crack or hole in piston.
Replace pis*on.
7.
Eng6ne k nock a while running.
a.
Fuel noaale stuck, clo00ed. cama 0*d Rei)lece w6th spare and enemme.
or worn.
b.
Fuel 6njection pump out of time.
Adjust timm0 c.
Poor f uel oil quality.
Check specifications of fuel be6ng used against standards.
d.
Def ective f uel tappet.
Check, replace worn parts.
e.
Piston loose in lmer.
Shut off f uel to suspected cylinder. If knock decreases, check pi. ton and rmg clearances. Replace worn parts.
f.
Loose piston pin or pin bushing.
Place piston at bottorv dead center. With pry bar, check piston for loose f at. Replace pin or bushing as necessary.
l e Connect.no rod bearing defective.
Check clearances.
j h.
Def ective mein bearings.
Check clearances.
I 8.
Low tubricatmg oil pressure.
a.
Low oil level 6n sump tank.
Add oil.
b.
Lubricat6ng oil suction clogged.
Check strainer and clean.
c.
Loose lubricating oil piping Check and retighten as necessary.
d.
Loaded filter elements.
Clean or replace elements.
l e.
Sticking relief valve.
Free and clean valve.
i
-x f.
Defective lubricatmg oil pump.
Inspect pump. Repair or replace.
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g.
Pressure regulating valve set too low.
Adjust valve.
h.
Loose or worn bearings.
Check bearing clearances.
%J
- 9. High tubricat6ng oil pressure.
a.
Relief volve stuck.
Free and clean.
b Duty lubricating oil cooler or full flow Clea n, i
filter.
c.
Pressure regulating volve set too high.
Adjust to correct pressure.
10 High 6schot water 6nlet tempere-e.
Jacket water pressure too low.
Check and tighten connections.
ture.
b Air in water system.
Check water pump - bleed air, c.
Pump suction or discharse clogged.
Check and clean.
d.
Pump airbound.
Open wents on pump, or on top of suction.
e.
Water passage cloeged with scale.
Clean with recoenized schrent.
f.
Inadequate heat enchan0*r coolant.
Inspect and clean as necessary.
O Dirty heet exchanger, inspect and clean.
h.
Eng no overtoeded Reduce load.
6.
Loose piping.
Check and tighten.
l.
Inadequate raw water supply.
C heck.
- 11. E ncessive vibration.
a.
Cylmder m6sf 6t6ng.
Check fuel insector norries, fuel pump, cylmde' f uel cut off.
- b. Stuck valve.
Free. re-f ace resset or replace.
c.
Mechanical problems.
Investi0ste all systems and euziliaries.
particularly moving or rotating parts.
- 12. E scessive enhaust temperatures, e.
E ng me overloaded.
Reduce load.
all cyl6nders, b,
Low manifold est pressure.
Increase manif old pressure, c.
Piston st6ching.
Remove, clean, check clearances, d.
Bearing f ailure.
Inspect and check clearances, e.
Dirty intake air f 61ter.
Clean.
- 13. Unequal enhaust temperatures a.
Valve leak ego.
Check valves. Or6nd and ressat.
(w6de spread with engme loaded)
- b. Fuel 6alection pump out of edlustment.
Adiust
- 14. Rising enhaust temperature in
- e. Burned enhaust valve.
Replace valve.
one cylinder.
b.
Bad fuel injection noanie.
Check and replace if necessary, c.
Faulty pyrometer.
Check thermocouples and pyrometer.
- 18. High pro turb6ne enhaust a.
E ngine overloaded.
Reduce load.
temper ature.
b.
Low manifold ear pressure, increase pressure.
e.
Sticking piston.
Remove, clean, check clearances
- d. Beer mg f ailure inspect and check clearances.
e.
Dwty 6ntake air filter.
Clean.
RiRvae 73
DELAVAL ENGINE AND COMPRE5SOR DIVISION
,m s
/
h 33 3 gg a 3 660 - g5th AVENUE
(
)
MA un OAKLANo. CALIFORNIA 94621 A ffansamerica Compa*y v
TROUBLE POSSle LE CAUSE
]
ACTION
- 16. Low ex haust temperature in one e.
Bad fuel pump.
Check and replace if indicated, cylinder.
b.
86d fuel pump norale.
Check and replace of indicated c.
Faulty pyrometer.
Check thermocouples and pyrometer.
- 17. Erratic speed wer6ations (hunting) e.
Injectien pump improperly timed.
Retime pump.
b.
Insecteon no221e tip clogged.
Clean noaale.
c.
Injecten nottle amoroperty adjusted.
Adiust.
d.
Injection pump plunger stuck.
F ree plunger.
e, Low oil level in governor.
F ill governor with clean oil.
f.
Low fuel oil pressure.
Increase pressure.
g.
Governor or link age sticking.
Lubricate lenk age with engine oil. R ef er to governor manufacturer's bulletins.
- h. Governor adsustment.
Ref er to manuf acturer's bulletins
- 18. Constant eng no speed e.
Governor.
Refer to manuf acturer's bulletins.
fluctua tio n.
b.
Sticking control link age.
Clean and subr6cate with engine oil.
c.
Speed signal control air pressure.
Check system and supply.
- 19. Facessive venting and/or vapors a.
Leaking starting en valves.
Check valves. Repair or replace.
from went holes in each end of starting air header.
- 20. Low }acket water pressure.
a.
Defective water pump.
Check and repair,
- b. Water pump e6ebound.
Bleed air.
- 21. Low raw water pressure.
a.
Defective water pump.
Check and repair.
b.
Air in system.
Bleed air, c.
Dwty strainer.
Clean.
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- 22. Low compression pressure.
a.
Worn poston r6ngs.
Reple e.
hj b.
Burned valves.
R eplace.
c.
Valve tappets improperty adjusted.
Adiust valse clearance. or 6f equipped with hydrawlic valve hf ters. adjust hfters.
- 23. Low f uel o61 pressure, s.
Dirty filters or strainers.
Check and clean.
b.
Reisef valve stuck open.
F ree and check.
r'.
Def ective booster pump.
Check and repair or replace.
d.
Air leak in suction hne.
R ep air.
- 24. E meessive lubrecat6eg oil a.
Worn piston rings or loners.
Check clearances. Replace if clearance is con sumpt son.
ex ce ssive.
b.
Leak in nump or piping.
R epair, c.
Lequering nf linert H one.
- 25. Loss of crankcase vacuum, a.
Faulty manometer indicat6ons.
Check tubing f or teams or obstructior.s.
- b. Def ective blower motor.
Repaw or replace, c.
Defective pressure sensing switch.
R eplace.
d.
Loose electrical connection.
R ep a ir.
e.
Air leak around cyhnder head covers.
Check ganket condition and tightness of cover.
f.
A6r leak at f uel line entrance to head Check geommet and fuel line geskets.
sub covers, g.
Aw leak past valve guides.
Check clearances.
- h. Piston blowing by.
Check for stuck piston r6ngs.
Check for excessive piston r6ng wear.
4.
Plugged went line.
Check and clean line, l.
Fuming lubricating oil.
Check f or hot spots in crankcase.
This heavy vapor may be very emplosive and the engine should be stopped immediately. Allow to rest for 15 minutes to allow fumes and vapors to dissipate before removing any
.ng,n. c...e s.
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- 26. No f ue: pump delivery, or a.
Fuel tank empty, or valve en line closed.
Refill tank with f uel oil. Check of transfer insuf f acient deltvery.
pump delivers fuel to tank. Open all valves in fuel lines.
b.
F uel inlet pipe clogged or filter Clean pipe Clean filter element.
element dirty.
c.
Air lock in pump.
Vent pump and norrie.
d.
Pump plunger remains suspended in Thoroughly clean all parts, particularly barr el, plunger and barrel. If either are damaged, replace both with spares.
e.
Broken plunger spring Replace with spare.
f.
Delivery valve not seating properly.
Clean dehvery valve and seat. If either are damaged. replace with spare.
g.
Del 6very valve spring broken.
R eplace.
h.
Leakage back to Suction chamber f rom Clean f aces. Remove burrs and scratches surf aces between top of barrel and from delivery valve seat and barrel.
delivery valve seat.
4.
Worn or defective plunger or barrel.
Replace with spare.
).
Oirt causing pump plunger to jam.
Dismantle pump and clean.
- k. Control rech ts) coated with dirt.
Clean and tubricate.
1.
Supply connection leaks.
Install new gasket or replace connection if damaged.
- m. Leakage past spring guide caused by Replace def ective parts with spares.
worn plunger, or improper seal of barrel in main body.
n.
High pressure connection leaks.
Install high pressure tube only on the cylinder f or whicn et was factory fitted.
Replace line if cone es damaged.
- 27. Insection noarle valve sticking.
e.
Dirt in norale.
Remove and clean nortle.
/n T
- b. Poor lubricating quotaty of f uel oil.
' Analize f uel oil sample. Change of tests iV) indic ate.
,g c.
Norsie body and valve corroded, or Check f uel and filters. Replace notale eroded due to ocid, water or dort in body and valve with spares.
fuel o61.
- d. Joint between norale holder and Clean f aces. Remove burre and scratches nogale not tight.
from norrie body and holder, s.
Nosale valve worn and loose in notsie Replace noarie body and valve with spares, body.
Check fuel and filters.
f.
Norale valve stuck in closed position Remove and clean norrie.
Or norrie orifices closed.
g.
Carbon deposits on nogale.
Clean norrie.
- Check fuel being used for conformance to approved specifications, introduce addittve in fuel if recommended.
- 28. High peak firing pressure.
- a. Overtoed condition.
Reduce load.
b.
Early injection.
- c. IWalfunctioning noarie.
29 Low peak firing pressure.
a.
Late ignition.
g, s-R/MV-73 7,$
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~ _ _ _ _
Instruction Manual
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SECTION 8 APPENDICES The purpose of this section of the manual is to provide a single location for specific data which,if located within the body of the manual, would be more difficult to locate. As a general rule, specific values have been omitted from the text and, where appropriate, reference is made to the applicable appendix. The following appendices are contained in this section.
Appendix 1 Torsional Stress and Critical Speeds Appendix 11 Operating Temperatures and Pressures Appendix 111 Table of Clearances Appendix IV Torque Values Appendix V Timing Diagram Appendix VI Lubricating Oil Recommendations O
,(
j Appendix Vil Alarms and Safety Shutdowns v
Appendix Vill Fuel Oil Recommendations Appendix IX Power Engine Factory Test Logs m
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NW-INSTRUCTION DEIAEL ENGINE AND MANUAL FOR COMPMESSOR DMSION j
ENTERPRISE 56045TH AVENUE g
ENGINES OAKLAND. CALIF. 94621
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APPENDlX 1 i
TORSIONAL STRESS AND CRITICAL SPEEDS
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INSTRUCTION DELAVAL ENGINE AND MANUALFOR COMPRESSOR DIVISION ENTERPRISE 550-85TH AVENUE 3
ENGINES OAKLAND. CALIF 94621 APPENDIX ll OPERATING PRESSURES AND TEMPERATURES PRESSURES The following pressures should be present for starting:
Starting Air Supply 250 psi 17.6 kg/sq cm Starting Air Header 250 psi 17.6 kg/sq cm l
While running at rated speed, the operating pressures should be as follows:
psi in.hg kg/sq cm f
Lubricating Oil' 45 - 55 91.6 - 112.0 3.16 - 3.87 f
Lubricating Oil at Turbocharger Inlet 25 - 35 50.9 - 71.26 1.76 - 2.4G l
I Jacket Water 10 - 30 20.4 - 61.1 0.70 - 2.11 j
Fuel Oil 20 - 30 40.7 - 61.1 1.40 - 2.11 r
TEMPERATURES While running under rated load, the outlet temperatures should be as follows:
0 0
Lubricating Oil out of Engine
- 170 F - 180 F (76.6 C - 82.2 C) 0 0
Jacket Water out of Engine 170 F - 180 F (76.6 C - 82.2 C)
EXHAUST TEMPER ATURE The exhaust temperatures shown on the title page are the average for all cylinders during factory test under local ambient conditions. Temperatures in the field, therefore, may exceed this average temperature, i
Pressures and temperatures hsted are established as a guide to proper operation. They should be held within plus or minus 10 percent. Sudden changes in reading require immediate investigation and correction.
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Instruction Manual 84 I
APPENDlX 111 TABLE OF CLEARANCES p
MODEL RV ENGINE I
Clearance When New Replace When Minimum Maximum Over Notes Position inches Centimeters Inches Centimeters Inches Centimeters Exhaust Valve Upper 0 997 2.532 0.998 2.534 1.010 2.565 (7)
Guide Bore Dia.
Lower 1.002 2.54 5 1.003 2.54 8 1.020 2.591 (8)
Air valve piston in cap 00055 0.014 0.0075 0.019 0.0085 0.022 (1)
Rocker erm bushing on shatt 0002 0.005 0 0035 0 00J__
0.010 0 025 (1)
Tappet in guide 0.002 0.005 0.004 0_010.
0.015 0.038 (1) 8 Tappet roller on pin 0 0015 0.004 0.0030 0.008 0.005 0.013 (1)
Conrod link pin to bushing 00039 0 010 _
00085 0.022 0 012 0 031 (1) i idler gear bushing on shatt 0.003 0.008 0 005 0.013 0.010 0.025 (2) idler gear bushing to bracket thrust face 0.005 0.013 0.009 0.023 0.012 0.031 (2) 0 Piston p;n in piston Push fit at 70 F (21.1 C) 0.002 _
0.005 (1) or (2)
Piston pin in bushing 0.0005 l 0.024 IO0105l 0.027 0 020 0 051 (1) or (2)
P BEARING SHELLS
- I Main bearing to crankshaf t
_0 011 0 031 0 0164 0.042 0 614 1.559 (1)(4)(5) o Rear main thrust bearing
_0.022 0 056 0 030 0.076 0.611 1.552 (2) j Conrod bearing to crankshaf t 0.011 0.028 0.0154 0.039 0616 1.565 (3) (6)
Camshaf t bearing to camshaf t 0 0035 0 009 0.0005 0.017 0.193 0.400 (1)(4115)
SKIRT CLEARANCE IN LINER Top (land tapered) 0.120-0.305-0.126-0.320-0.074 0.188 0.077 0.196 (1) or (2)
Bottom (skirt) 0.018 0.046 0.021 0.053 (1) or (2)
Liner bore 17060 43.332 (1)
PISTON RING GAP CLEARANCES Top compression rina 0 075 0.191
_0 090 0.229 0 200 0.508 (2) 1 Compression rirn _ Groove No. 2 0.075
_DJD1 Q_000 0.72.0._
Q100___030G_
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Compression ring - Grooves 3 & 4 0 050 0 127 0.065 0.170 0 200 0 508 (2)
Oil control ring - Grooves 5 & 6 0 035 0 089 0 060 0 152 0 200 0 50R (2)
PISTON RING SIDE CLEARANCE IN GROOVE Top compeession rina 0 007 0.018 0.011 0.028 0 020 0 051 (2)
Compression ring - Groove No. 2 0.005 0 013 0 000 0 023 0 020 0 051 (2)
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Comptession ring - Grooves 3 & 4 0 005 0 013 _
0009 0 023 0 020 0.051 (2) f Oil control ring - Grooves 5 & 6 0 003 0 008 0 007 0 018 0 020 0.051 (2)
I Notes: (1) Use micrometer and snap gauges.
5 (2) Use feeler gauge.
[
DOCW 3
(3) Use dial indicator (bump test).
CONTROL D.3.g j
(4) Use plasta gauge.
y (5) Measure at bottom of lower shell.
p g i G80 (6) Measure at top of upper shell.
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(7) Diameter of bore, measured % inch from top of guide.
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(8) Diameter of bore, measured 3 inches from bottom of guide.
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' Bearing replacement figures are based upon wall thickness, measured as indicated by noTv.
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_O Instruction Manual 84A APPENDIX lll 1 GEAR SET AND BACKLASH CLEARANCES MODEL RV ENGINE 1
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CONTROL Do.TE y
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DESIGN ENGINEERING =L 0
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IT E M DESCRIPTION OPL POS INCHES CE NTIME TE RS I
CAMSH APT GE AR. LEFT MAND 350 A
0.000 - 0.010 0.020 - 0.02S 2
0.004 - 0.006 0.010 - 0.015 3
CAMSHAPT GEAR. RIGHT H AND 3SO C
0 005 - 0.008 0.013 - 0.02S 4
CR ANKSHAPT QE AR 310 6
LUBRICATING OIL PUMP DRIVE GE AR 355 O.
7 LURRICATING OIL PUMP DRIVEN GE AR 420 f
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Instruction Manual n
848
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APPENDlX 1112 VALVE SPRINGS Part Number- 03-360 02 OM Direction of coils Right hand Active coils 10 Total coils 12 Load Rate 163.5 lbs/in.
Load at maximum working length 281/310 lbs Load at minimum working length 475/525 lbs.
Free length 9 060 in.
Maximum working length 7.250 in.
Minimum working length 6 000 in.
I l
Solid length (ref.)
4 872 in.
Inside diameter 2-15/32 in.
Outside diameter 39/32 in
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Wire diarmter 0.409/0.403 in.
i i
DOCUMENT CONTROL O TE JAN 211980 DUKd POWER CO.MPANY DESlCN ENGINEERING
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6 msinucTion CotAPRES$oR DIVISeoN 800 - Einh AVENUE MANUAgL OAKLANo. CALIFORNI A 94821 A Transamerica Company
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APPENDIX IV TOROUE VALUES Model RV Engine The torque values listed below are based upon the use of the lubricant specified on page 5-7 under " Torque Wrench Tightening Procedures". All values are given both in foot pounds and in kilograms per meter. Where applicable, bolt sizes are shown in parenthesis.
Torque item ft.lb kg-m NUT. Foundation Bolt (heat treated steel *).
3800 525.6 NUT, Main Bearing Cap Stud (1%")*
- 3000 415 NUT. Base to Crankcase Thru Bolt 7000
. 068 CAPSCREW, Crankcase to Base (1")
285 39.4 NUT, Cylinder Block to Crankcase Thru. Bolt (2%")
4500 622 (2")
3000 425 NUT, Connecting Rod Bolt (1%")
1200 166
" (17/8")
1800 248.9 BOLT, Link Connecting Rod to Link Pin (1%")
735 101.5
" (1 1/8")
1050 145.2 NUT. Cylinder Head Stud (2 8NC)*
- 3300 456.4
. NUT. Spark Plug Tube Retainer.
Minimum 60 8.29 Maximum 65 8.98 NUT, Fuel injection Nonle Retainer Minimum 75 10.37 Maximum 80 11 NUT, Fuel Pump Stud.
80 11 CAPSCREW, Fuel Pump Base (Allen).
120 16.6 NUT, Camshaf t Bearing Cap Stud 200 27.6 CAPSCREW ldier Gear Mount Bracket 120 16.6 NUT, Flywheel Bolt 4500 622.3 NUT, Crankshaf t Counter Weight (13" Crankpin)........
2450 338.7 CAPSCREW, Rocker Shaft 365 50.5 CAPSCREW. Sub Cover to Cylinder Head 120 13.6 Camshaft Gear Retainer Nut 1800 248.9
- Heat treated bolts are identified by the figu e "4" stamped on end of bolt.
- *Not applicable if pre-stressing method is used.
O mv ra 85 in.ai am
A 0
INSTRUCTION or'ava' = = =
COttPRESSOR OtVIsloN N
see - seth AVENUE OAKLAND. CALIFORNIA 94621 A Transamence Company
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GENERAL TOROUE VALUES The torque values given on the preceeding page are for specific applications and are to be used. The following torque values are for general application where no specific values are given.
Torque Soit Size &
(f t Ib)
(Ka m)
No. Threads 12 1.66 3/8-16 15 2.08 3/8-24.
30 4.15 1/2-13 35 4.74 1/2-20.
60 2.29 5/8-11.
70 9.68 5/8-18.
100 13.83 3/4-10 115 15.90 3/4-16 7/8-9 160 22.13 7/8-14.
180 24.89 1-8 245 33.78 290 40.11 1-14 335 46.33 11/8-7 11/8-8 355 48.00 1 1/8-12
.395 54.53 O
11/4-7
.480 66.38 V
11/4-8
.500 69.15 1 1/4-12 550 76.07 13/8-6
.620 85.75
.680 94.04 13/8-8 1 3/8-12
.745
. 103.03 11/2-6
.735 101.65 11/2-8
.800 110.64 1 1/2-12
.865 119.63 o
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0 INSTRUCTION
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COaAPftESSOR DIVISION
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APPENDIX V TIMING DIAGRAM MODEL TYPE FUEL R/RV STATIONARY - MECHANICAL LIFTERS DIESEL INT AKE CAM EMHAUST CAM ROT ATION 02 350-06-AK 02-350-06-AJ CLOCKWISE 1
l TOP DEAD CENTER l v
SEE NOTE 4
65 g
i i
40 INTAKE AIR OPENS EXHAUST OPENS So CLOSES 1200 A R L
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AIR CLOSES EXHAUST OPENS g
h 200 E XH AUST 270 INT A KE a
60 I
l 1O I
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EXHAUST CLOSES l
0 25 W
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'O NOTES.
- 1. Diagram is m erankshaf t degrees.
- 2. See Eng no Data Sheet m front of manua', or engme nameplate for fermg order.
3 See engine nameplate for cylmder and bank designation.
- 4. See Engine Data Sheet for d.esel fust miection po nt.
Form TD 31 1/79 O0
6 D
insuucTion CotePREs8oR DeVistoN G
sto - Seen AVENUE
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oAKLANo. CALIFORNIA 94821 5 A Transamenca Company k/
E APPENDIX VI LUBRICATING Olt RECOMMENDATIONS The DELAVAL Engine and Corcoressor Division does not recommend lubricants by brand name. The final measure of the quality of an oil is its perfovmance in service. The lubricant supplier must work with the fuel oil supplier to insure the use of the proper lubric.nt. The consistent quality and performance of a suitable heavy duty oil must, therefore, be it;e responsibility of tt'e company making the lubricant.
CAUTION lt must be the concern of the operator to consult with the oil supplier concerning the proper selection ut a lubricant which will perform con.patibly with the type of fuel to be used in order to insure the most satisfactory performance and life with overall economical operation.
In the cuo of unresolved questions, the DELAVAL Engine and Compressor Division should be consul:ed.
To determine etse condemn.ng limits for oil in service, have the oil supplier take representative samples at regular intervals for oil analysis. His recommendations, then, for either further service or for condemnation will be based on qualitative factor:. The following applies to new oil only.
O ty RECOMMENDED LUBRICATING OIL CHARACTERISTICS SAE GR ADE 40 OIL Maximum Minimum Viscosity Index (ASTM D567) 70 Gravity, A.P.I. at 60 F (25.6 C) (ASTM D287) 30 20 C
0 Flash Point C (ASTM D92) 425 (218 C) 0 Pour Paint F (AST r.1 D97) 10 (5.6 C) below coldest oil starting temperature OIL RECOMMENDATIONS DIESEL ENGINES (Using fuel oil with less than 1.05% sulfur):
Engines rated 205 Lwp and below - APl/SAE Classification "CC" or better.
Engines rated 206 bmeo and above - APl/SAE Classification "CD" or better.
v) n/Mvior:AE4ol 7e 87
Instruction Manual p-~ q k
APPENDIX Vil ALARMS AND SAFETY SHUTDOWNS Du iriq nortnal operation of the d:esel eng.ne/generatos set, it is protetted by an autonwtu s<etely shutdowri systern r
whah vnses (ertain operatilig a.onditions When a setised condition reaches a pre det' enun*d setpoint, the systern initiates an autorenstK shatdown sequen< e. There are othe i conditions whu b dre mon ti.t.d. and whah w'll d'a'ni d 11 ey few h their alareri setpoint, lait whkh will not shut the engir4e down li the unit is aperat.ng in esponw to an l
ena;rroty star t ugnal f ro'n the owner's equipment, only those shutdowns identihed by an.esI*1td (*) un the followint) hst mfl tauw a shutdown All othet shutdowns will akiren while operating n an ernergo 3 i und,toir,. but will not initiate a shutdnwn w3Nente. The following conditions are mon,tnred by the systerni protett we netwoe L F UNCTION AL ARM l Setting)
SHUTDOWN l Setting!
TEMPERATURES Lubricating oil inlet (low)..................
140 F falling Lubricating oil outlet (low)................
140 F falling Lubricating oil inlet (h i g h )................
175[Frising g
Lubricating oil outlet (high)...............
190 F rising 200 F rising 228 F rising Engine main bearings........................
Af tercoole r wa ter i n (high).................
155 F rising O)
Jacket water in (low).......................
140 F rising
\\- /
Jacket water cut (low)......................
140 F falling Jacket water in (high)......................
175 F rising Jacket water out (high).....................
190 F rising 200 F rising Stator winding..............................
Exhaus t tempe ra tu re (h i gh/ low)..............
PRESSURES Lub r i ca t i ng oi l f i l t e r AP...................
20 psi rising Lubricating oil strainer AP.................
20 psi rising Lubricating oil pressure....................
40 psi falling 30 psi falling Turbocharger lubricating oil, right front...
20 psi falling 15 psi falling Turbocharger lubricating oil, left front 20 psi falling 15 psi falling Fuel oil filter AP..........................
20 psi rising
,v Fuel oil TP strainer No. 1 AP...............
20 psi rising Fuel oil TP strainer No. 2 AP...............
20 psi rising Fuel pump strainer AP.......................
20 psi rising f
DC pump strainer AP.........................
20 psi rising y
Fuel oil....................................
15 psi falling 2
Jacke t wa te r ( I n l e t )........................
12 psi falling
}
Crankcase...................................
5 in.-H O f 2
Starting air................................
160 psi falling y
Control air.................................
80 psi falling o
6 SPEE0 nn}a)
Engine overspeed (15% above rated speed) 517 5 rpm inc.*
DSRV-75017/75020 88
Instruction Manual
_ U APPENDIX Vil ALARMS AND SAFETY SHUTDOWNS (Continued)
FUNCTION l
AL AnM lSetlengl
$HUTDOWN (Settengl MISCELLANEOUS Lubricating oil tank level..................
Low Fuel oil drip tank level....................
High Fuel pump /overspeed drive fai lure...........
Existing Main fuel tank level........................
High or Low Main fuel oil tank spec warning.............
Existing Fuel day tank level.........................
High or Low Jacket water level..........................
Low Generator fault Existing
- Ground fault Eeisting Overcurrent Existing Engine vibration............................
Excessive Panel intrusion.............................
Existing Auxiliary equipment not in AUTO.............
Existing Return to Operational mode..................
Selected Barring device engaged......................
Existing Building ventilation malfunction............
Existing
)
DG room sump level..........................
High DG room sump level High/High Unit failure to start Existing
'DSRV-75017/75020 88A
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CoRNRem DIVIStoel Age-M AVtfeue oAELAm. cALIFOH888A 90Att A Transamenca Company i
APPENDIX Vill FUEL OIL SPECIFICATIONS Maximum Minimum Viscosity, S.S.U. at 100* F 45 32
' Gravity, Deg. A.P.I.
38 26 Sulphur, %
1.05 0
Sulphur, Corrosion Test (Copper Strip. 3 hrs, at 212 F)
Pass Pass Contadson Carbon, %
0.20 Ash, %
0.10 Water & Sediment, %
0.50 Flash Point, O F (P.M.C.C.)
150 or legal 0
Pour Point, at least 10 F below coldest fuel oil temperature DISTILLATION, O F 90% Point 675 IGNITION QUALITY Cetane Number 40
- Heat Value - determine from A.P.l. gravity limits shown to determine total or net Stu/lb or gallon.
The above specification covers f uel oils classed as Grade F.S. No. 2.
Fuels heavier than the above can be burned in Enterprise engines provided proper treating and pre-heating facilities are available. In the event it is desirable to use such fuels, DELAVAL Engine and Compressor Division should be consulted for advice as to the arrangements that need to be made. An analysis of the particular fuel to be used must be provided.
For lubricating oil recommendations, refer to Section 2, Page 5.
l I
t a
a/n/nviave.u 8-9
+ _ _ _.
INSTRUCTION DELAVAL ENGINE AND g
g MANUAL FOR COMPRESSOR DIVISION g
g i
ENTERPRISE 550-85TH AVENUE j
ENGINES OAKLAND, CAUF 94621 1
i l
. APPENDIX IX POWER ENGINE FACTORY TEST LOGS I
i Copies of the Power Engine Factory Test Logs are prov_ided in this appendix to assist operating personnel in becoming l
familiar with the operating characteristics of the engine. The data included is that recorded during actual factory test of the engine.
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Instruction Manual o/
/_
DRAWINGS line following drawings are proveded for use in the installation and operation of the unit. These include installation.
foundation (where applicible) and system piping schc.natic drawings Control system drawings are also included Assernbly drawings rnay be found in the Pats Manual, Volume //.
Dwg. No.
R ev.
Title form CAT-123 R-1 Piping Symbols (same as form D-4313)
Valve Symbols (same as form D-4703) form CAT-129 Symbols - Pneumatic Logic Elements form D-4968 Symbols - Pneumatic Control Devices form D-4969 Symbols - Electric Schematic form D-4973 Piping Connections form CAT-138 Conversion Factors and Other Useful Information form CAT-139 Procedure Notes For Mounting Enterprise Engines form 0-4848 on Concrete Foundations Engine Lubricating Oil Piping Procedure form D-4597 R-3909 R
Installation Drawing R-3910 E
Foundation Drawing 02-550-03 C
Engine Mounting 100232 D
Suggested Concrete Foundation Details & Engino Erection gN]
j A installation Notes 09-805-75017 0
Exhaust, intake & Crankcase Piping Schematic 09-820-75017 E
Lube Oil Piping Schematic 09-825-75017 E
fuel Oil Piping Schematic 09-835-75017 0
Starting Air Piping Schematic 100546 F
Jacket Water Piping Schematic
$2213 J
Panel installation
$2215 G
Engine Pneumatic Schematic 52216 J
Panel Pneumatic Schematic ELngine & Auxiliary and Electrical Diagram & Schematic
$2217 52218 Q
Panel Electrical Schematic 09-688-75017 G
Engine Electrical Diagram & Schematic 09-691-75017 A
Off-Engine Electrical b2437 K
Interconnect Diagram 61-560-6147 A
Pneumatic Logic Shutdown Board-DOCUMENT CONTROL DATE OCT 5 01980 OUKE POWER COMPANY DESIGN ENGINEERING i
(m.
(
b WM e.,m car.insa orie
Instruction Manual PlPING SYMBOLS M ANOME T E N PRESSURE REDUCE R
[
LEVEL G AUGE p
PHES5UNE SWITCH GATE VALVE PLUGGE D ri 5'"^'"'"
Di AL THE RMOMETE H GLOBE VALVE U
T TEMPEHATURE SWITCH PLUG VALVE DIRECTION OF FLOW h
WELD REDUCE R SIGHT FLOW GAUGE lyl BUTTERFLY VALVE iTight Se.lene Typ.)
ENGINE SHUT DOWN CHECK VALVE
-]
SCREWED CAP AND SP PRESSURE SWITCH NiPPLt h
UNION h
S T OP C OC K PY R OM ET E R PRESSURE SHUT DOWN ELEMENT SAFETY OR RELIEF WELD C AP VALVE
[A)
T EMPE H ATURE CONNEC TION -
PRESSURE CONNECTION -
'v' /
n.ao.. % n.,eouniin,io,.ii...i R.,o.,.
i,, e oopi n. nipoi.,
L ine, mom i.,i ena
. rani.noc=ei sion cock. %" = %~ ouinin,
+
in.,m om.i.,...ii.no % nei,coooi.n..
.na %... iF... ioc.i.
A vo, i.m
.,.e u,..iic n....ic. i r i.ia
.....c i o, o. n...i ioc.t... air.ct.. by owne.)
Y STH AINE R "Y" SOLENOID V ALVE i
^
TEMPE R ATURE shut OOwN ELEMENT DOCUMENT f
-C~} E x PANsiON ;OiN T CONTROL DATE E LEC T nic wiring OCT 3 01980
--- C APIL L ARY TURING ORIFICE DUKE POWER COMPAN (
DESIGN ENGINEERING HI BLIND FL ANGE ALARM CIRCUIT THE RMOME TE R PRESSURE GAUGE
'I TEMPERATURE GAUGE METER FLOAT VALVE FLOAT SWITCH
/
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/
DI APHR AGM CONT ROL THE RMOST ATIC TEMP.
T his vorm i.m...
VALVE CONTROL VALVE Form D 4313 i
F orm C A T.123 (M 1) SU7
Instruction Manual
-O VALVE SYMBOLS TWO POSITION V AL VF (W/O ACTU ATOFO ACTUATORS Basic two position Spring return A
Two way, two position M
Mano.i push actuator Three way, two position W
Manual pull actuator Four way, two penition Detented manual actuator
__DfL Five way, two position Pressure actuator THHFF POSITION V ALVF (W/O ACTUATOR)
W S Basic three position Soienoid.ctuator V
Vibtation actuator I
A
,7 77 7
Three way, closed center, three position j
F q
Three way, open center, three position rioW actuaio, b
S Liquid level actuator 31
)
TT F our way, closed center, three position s._/
- T Temperaiu,e scio.io,
.3 tT Four way, open center, three position
- 1. Actuators (there may be one or two) are shown attached to either end of valve symbol.
F evg way, open center, three position
- 2. Valve symbo!s are always shown in non actuated, i.e,
- Normal, relav ed" condition.
- 3. The tube or pipe connections to the va;<e are considered 3g to be immoveable, while the internal passage block af e Five way, closed center, three position mentally shef red between the en ternal connections to t
rtt t
visushte valve action.
E X AMPL E S.
bh Three way valve, two position, pressure actuated, spring return I
'T T
Output
~
'T T
Valve connected normally closed (supply shut of f when no pilot pressure esistsL Note output is connected to exhaust.
E nhaust - L-Supply pressure i
Output 1
Valve shown with pilot pressure apphed f actuatedh Supply es now connected to output, g
p *Piiot
.nd..nausiisbioc6ed Noi. ihai connections have noi moved..nd v.ive body is snified
'I T
to the lef t, causing the right passage bWk to come beneath the connections Also note.
E shaust' ' Supply this view will not show up on drawings.
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DOCUMENT _
CONTROL DATE OCT 3 0980 Form CAT 129 3/76 iThis form identical to contents of Form 04703)
DUKE POWER COMPANY
________..t i
i Symbols-Pneumatic Logic Elements Symtml Devim Symbol Devim AND ACCUMULATOR Preuure flows from port 8 to port C A fined volume chamber ased for timing when there es pressure et A and B If SACCl purpo$n. Commonly used m coniunction e
either A or B is depressurised, C will with an orifice, the occumulator is filled
)
vent through internal enheust port.
by a metered pressure to delay or dampen i
3 With 60 psi supply at B, element snap circust functions.
actmg at 40 psi resmg and 20 psi falling MEMORY (typice3.
Pressure flows from B to C if A is pres.
OR 1 MEMS-surised. By preuunsing, then blocking A B to C flow is mamtamed because Preuure flows from port A to pcrt C,or
._^
some port C pressure bleeds back to port from port B to port C when there is e;
A to overcome pressure feekage,if any.
pensure et A or B. Without pressure at either A or B, pressure vents back from if port A vents completely, port C vents theough internal eshaust port.
C to B or A.
NOT SET /R ESET - M EMOR Y Pressure flows from port B to port C Common configuration of Set / Reset and escept when there 6s pressure et port A.
Memory elements combined to convert N
g a
w,in p,e.,ure si A. C vents through mo**",',*ry input signais to mamismed a S/R u MEM L internal exhaust port, Element snap
,,,p,,
p,,,,,,e inpo, e, po,i C of S/R 7-i actmg at 40 psi rising and 20 psi fallmg causes pressure flow to port B of S/R, (typical).
"I
'I which flows to port A of MEM element.
>=
With pressure et port A of MEM element.
NOT With Plugged Enhaust Performs Z gj p, essure flows from port B of MEM to NOT function as above, but exhaust port 4 Z port C of MEM. When pressure removed to blocited. Preuure flows f rom B to C 4
- 5 from port C of S/R element, preuure a g escept when there is pressure at A. With g
o w
remams trapped between port B of S/R Q
pressure et A, pressure flow from B to C y$
enrt port A of MEM. Pressure flow from
,I stops but C does not vent. Pressure 3.J o
por B of MEM to port C of MEM con-
)s@ad s5 tmues, de#te toss of S/R input signai.
retained downstream of C.
aOE g
With no pressure et port C of S/R element, TIMER
[*
H p, essure opphed at port A of $/R element Provides timing with slow pressure rise, Z
C3 G
causes pressure between port B of S/R from 0.0B to 7.5 seconds ediustable O
C e,o po,t A of MEM to exhaust through
. ".L TIM '
With supp'v pr***ure et A, slow rismo O
port C of S/R. With no pressure et port pressure at C, reaching full pressure when A of MEM, no pressure flow from port B delay completed. Without pressure et A, to port C of MEM.
C vents through internal enhaust port.
CHECK VALVE DELAY Permits one way pressure flow from port j
With pressure et B only, no pressure flow C
B to common output ports A and C. Pre-from B to C. When pressure opphed to vents pressure backflow from common 8*'"'d
- m B to C etter ume poru A and C to B.
1 DEL S-
'^ "".* Output delay adlustable f rom delay 0 08 to 7 5 seconds. Ports A and B some.
e ORf FICE times connected to common source fo, Provides a restriction between two perts time delay output functions.
.e r.e -e_
of a circuit. With pressure opphed to 4
c rnrn n p ru A and C, preuure is TIME R/NOT metered through orifice to port B With preuure et port B only, pressure d
"" #8N flows from port B to port C, When pressure is opphed to port A, pressure
- h L
flow from port B to port C is termmated PAR ALLEL ORIFICE / CHECK af ter delay. Output termination time Combines functions of orifice end check
'l edeustable from 0 OB to 7.5 seconds.
valve in parellet. With pressure applied et common source for single shot pulse 7 ~ ^
~
common input ports A and C, pressure is Ports A and B somet6mes connected to e
metered through orsfice portion of the output.
element to port B. When pressure is vented upstream of common inputs A DIFFERENTIATOR and C, preuure at port B eshaunts quickly y g g,
With pressure at input port 8, there is a through check valve portion of the ele-smgle shot output pulse from port C.
ment Orifice sese mdicated on drawme.
Pulse output duration is 80 masc.
SET / RESET SE Rf ES ORIFICE / CHECK Pressure flow from port C to port B will Combines function of oref ace and check m
[
set element. Pressure output et port B valve in series. With pressure opphed at i
l removed. Pressure opphed et port A.
4-=0"* ;-
port B, pressure passee through check i
.S S/R t-
**** " *PP'd *** " '"P"' ' ' t c is a
r valve and is metered through orifice to
'~
ag causes pressure et port B to exhaust common output ports A and C. The through port C. Pressure et port C over, check volve portion of the element pre.
tidos pressure et port A if both pressures vents pressure flow from ports A and C,
present et the same time.
to port B. Orifice sise indicated on drawing I
l
\\
Form O 4944 9/90
1 1
Symbols-Pneumatic Control Devices O
Symbol Device Symbol Device Cl Tubing connections.
Connected T
Pneumatic Flag Indicator WH Not connected
/
WIP Pneumatic Indicator, g
o Spring Return Type Pressure Switch Pneumatic indicator, F
- W A $
Spring Return Type, With Position Lock i
h Pressure Regulator with Dif ferential Pressure Pressure Gauge Switch 5-O H V:
Manually Operated Filter Two way Valve -
f-
-f normally open unless V
otherwise indicated g
g Manually Operated Filter Regulator with Three way valve Pressure Gauge V
Single Acting Pneumatic j
Cylinder - Spring Extended, v
Shuttle Valve 1
Pressure Retracts Piston Single Acting Pneumatic Pressure Relief Valve
- y v jf A Cylinder - Spring Retracted, AA Pressure Extends Piston h
Pressure Gauge I
Pilot Operated Two way Valve - normally closed unless otherwise indicated 1--
Duplex Pressure Gauge Manometer, "U" type l l Bulkhead Termination
'7
" ~"
DOCUMENT CONTFtOL DATE p
Capped Test Tee
) O OCT 50580 DUKEPOWER COMPANY OtSIGN llNGINEERING e.o4 no
Symbols-Electrical Schematic p
Symbot l
Device Symbol l
Device Symbol Device SWITCHES - General SELECTORS Time Delay Relay Coil-g Normally Closed Slow Operating Type -
Discormect (2 pole)
Manual On energitation, con-
)
Normally Open M
tacts change state af ter Manual o o delay and reset imme-detely on de-energiza-Circuit Breaker (2 pole)
Normally Open o
o' n.
sec. shown)
Held Closed go Normally Open Limit oi o Normally Closed Time Delay Relay Coil-Held Open Slow Release Type on 9"'
change state."
m Normally Closed Limit Three Position immediate-
)
Spring Return
--o
+---
MgA.
Held Closed Limit I
to Center ly and reset af ter delay O
on de-energitation M
Held Open Limit Three Position Slow Operating Normal-Normally Open
&A Maintained Position ly Open Energized j
Liquid Level (shown in Hand position)
Contact
--o n
Normally Closed PUSHBUTTONS SI w Operating Normal-ly Closed Energized Liquid Level T
Normally Open Contact
" rma y Open h
p,{,3 Normally Closed Slow Release Normally Q
oTo Normally Closed, Held Open Energized Contact Normally Closed Open p<
Pressure gd ov Slow Release Normally i
Normally Open Multiple Contacts, Closed Energized i
y Mechanically Connected Contact Dif ferential Pressure n_,_a A-a OTHER COILS l
l CONDUCTORS Normally Closed A
Solenoid Dif ferential Pressure
( -
Not Connected r
Dual Contact Connected Dif ferential Pressure RELAYS Overload Thermal 6
Relay Coil - numbers
'~
Normally Open to right of ladder indi-S Temperature
- I Cate contact locations -
DXUMENT normally closed con-CONTROL DATE Normally Closed tacts are underlined Temperature OCT 3 019M Normally Open contact Normally Open DUKE POWER COMPANY a
Thermostatic -
Adjustable
-/--
Normally Closed contact DESICH ENGINEERING j
Normally Closed Thermostatic -
c---
g Latch / Reset Relay Coil-Adjustable Ml numbers indicato con-ou tact locations, normally Normally Open
-HFO-j closed contacts under-(
l lined QJ e
tr Normally Closed Flow Perm D4973 9/00
instruction Manual
,8 U,
Piping Connections All engine and related auxiliary equipment connections are identified by a standard series of numbers applicable to all series of engines. These numbers are used on all equipment and installation afrawings for the ide ntification of external connections.
ITEM WATER CONNECTIONS ITEM WATER CONNECitONS (Cont'd) 100 - Fresh Water Pump Suction 271 - J.W. Skid inlet 101 - Fresh Water Pump Discharge 272 - J.W. Skid Outlet 102 - Salt Water Pump Suction - Marine 273 - Raw Water Pump Outlet Raw Water Pump Suction - Stationary 274 - Raw Water - LO. Cooler inlet 103 - Salt Water Pump Discharge - Marine 275 - Raw Water - LO. Cooler Outlet Raw Water Pump Discharge - Stationary 276 - Raw Water - J.W. Cooler inlet 110 - Jacket Water Vent 277 - Raw Water - J.W. Cooler Outlet 112 - Emergency Circulating Water - Inlet 278 - Raw Water - Disr.harge 116 - Fresh Water Inlet to Engine Manifold 298 - Governor - L.O. Cooler Water inlet 117 - Jacket Water Manifold Outlet 299 - Governor - LO. Cooler Water Outlet 119 - Thrust Bearing Water Outlet 301 - J.W. Drain 120 - Bilge Pump Suction 304 - Steam Condensate Outlet 121 - Bilge Pump Discharge 126 - Sea Water Discharge 130 - Surge Tank Connection from Tank 131 - Fill Line - Water System 133 - Circulating Water Outlet - Supercharger 137 - Cooling Water Vent - Supercharger f) 138 - Alt. Cooling Water Vent - Supercharger
(
154 - Bilge Pump Priming Connection 158 - Thrust Bearing Water inlet 159 - Water inlet - Lube Oil Cooler ITEM POWER GAS CONNECTIONS 160 - Therrmstatic Valve - Inlet 161 - Jacket Water Outlet to Cooler 216 - Pre Lube Pump Motor inlet 163 - Emergency Circulating Water Outlet 217 - Pre Lube Purry Motor Outlet 164 - Emergency Sea Water inlet 222 - Pre Lube Purry Motor Inlet (Compressor) 165 - Jacket Sea Water inlet 223 - Pre-Lube Purrp Motor Outlet (Compressor) 10G - Jacket Sea Water Outlet 170 - Jacket Water Outlet By Pass 171 - Water By-Pass inlet 179 - Water Inlet Compressor 180 - Water Outlet Compressor 184 - Raw Water Inlet - Turbo Water Cooler 185 - Raw Water Outlet - Turbo Water Cooler 181 - Water Outlet - Lube Oil Cooler 188 - Water Inlet - Intercooler 189 - Water Outlet - Intercooler ITEM HYDRAULIC CONNECTIONS 192 - Raw Water Inlet 194 - Water inlet Turbocharger 201 - Hydraulic Connections 206 - Cooling Water to Compressor LO. Cooler 202 - Hydraulic Pump Discharge 207 - Cooling Water from Compressor L.O. Cooler 233 - Expansion Tank Gas Supply 228 - Jacket Water Drain 8: Fill Conn.
234 - Expansion Tank Relief Valve Outlet 230 - Intercooler Pump Suction 235 - Bleed Line Return to Expansion Tank 231 - J.W. Standpipe Overflow to Aux. Surge Tank 237 - Hydraulic Pump Discharge (Compressor) 232 - Return to J.W. Standpipe from Aux. Surge Tank 240 - Hydraulic Pump Relief Valve Discharge 243 - Cylinder Block Drain 250 - Cooling Water to Radiator 251 - Cooling Water from Radiator 252 - Sea Water to Cooler A
253 - Sea Water from Cooler DOCUMENT i
)
270 - Orain Compressor Water Supply Pipe CONTROL DATE v
OCT 5 01980 DUKE POWER COMPANY DESIGN ENGINEERING 5,.
, o o.i...
in..
L"?m?.fia"*'"EPe*-
_ Instruction Manual f V iw' Conversion Factors and comou om Other Useful Information OCT 3 0280 00KE POWER COMPANY AREAS OF CIRCLES DESIGN ENGlHEERlHC i
(Di4 meters in inches, Areas in Square Inches)
Diameters Area Diameters Area Diameter Area Diameters Area Diameters Area 1/16
.00307 3
10 22 1/2 1046.349 t/8
.01227 5/8 10.3206 1/4 82.5161 1/2 397.609 3/4 1060 732 3/16
.02761 11/16 10 6783 3/8 84 5409 3/4 40G 494 37 1075.213 1/4
.04909 3/4 11.0447 1/2 86.5903 23
.'15 477 1/4 1089.792 5/16
.07670 13/16 11.4158 5/8 88.6643 1/4 424 558 1/2 1104.469 1/8
.1104 7/8 tt.7933 3/4 90.7628 112
- 33.737 3/4 1119.244 7/16 1503 15/16 12.1767 7/8 92.8858 3/4 s41015 38 1934 118 1/2
.1964 4
12 5664 11 95.0334 24 e52 3R9 1/4 1149.0H9 9/16
.2485 1/8 13.3641 1/8 97.20b5 1I4 461.864 1/2 1164.159 5/8
.3068 1/4 14.1863 t/4 99 4022 t/2 471.436 3/4 1179.327 11/16
.3712 1/8 15.0330 3/8 101.6234 3/4 481.107 39 1194 593 3/4 4418 1/2 15.9043 1/2 103 8691 25 490 875 1/4 1209 95 13/16
.5185 5/8 16.8002 5/8 106.1394 1/4 S M 742 1/2 1775 42 7/8
.6013 3/4 17.7200 3/4 108 4343 1/2 510.706 3/4 1240.98 15/16
.0903 7/8 18.6655 7/8 110.7537 3/4 520.769 40 1256 64 1
.7854 5
19.6349 12 113.098 26 530 929 1/4 1272.39 1/16
.8866 1/8 20 6289 1/4 117.859 1/4 541.189 1/2 1288 25 1/8
.9940 1/4 21.6476 1/2 122.719 1/2 551.547 3/4 1304 20 3/16 1.1075 3/8 22.6907 3/4 127.677 3/4 562.003 41 1320.25 1/4 1.2272 1/2 23.7583 13 132 733 27 572 557 1/4 1336.40 5/16 1.3530 5/8 24 8505 1/4 137.887 t/4 583.209 1/2 1352.65 (j
1/8 1.4H49 3/4 25.9673 1/2 143.139 1/2 591959 3/4 1369.00 7/16 1.6230 7/8 27.1086 3/4 148 489 3/4 604 807 42 1385.45 1/2 1.7671 6
28 2744 14 153.938 28 615.754 1/4 1401.99 9/16 1.9875 1/8 29.4648 t/4 159.485 t/4 626.789 1/2 1418 63 5/8 2.0739 1/4 30.6797 1/2 165 122 1/2 637.941 3/4 1436.37 11/16 2.2365 3/8 31.9191 3/4 170.874 3/4 649.182 43 1452.20 3/4 2.4053 1/2 311831 15 176.715 29 660 521 1/4 1469.14 13/16 2.5802 5/8 34 4717 1/4 182.655 1/4 671.959 t/2 1486.17 7/8 2.7612 3/4 35 7848 1/2 188 692 1/2 6R3.494 3/4 1503 30 15/16 2.9483 7/8 37.1224 3/4 194 828 3/4 695.128 44 1520.53 2
1 1416 7
38 4846 16 201.062 30 706.858 1/4 1537.86 1/16 1 3410 1/8 39 8713 1/4 207.2 5 1/4 718 689 1/2 1555.29 1/8 1 5466 1/4 41.2826 1/2 213 825 1/2 730,618 3/4 1572.81 3/16 17583 3/8 42.7184 3/4 220 354 3/4 742.645 45 1590.43 t/4 19761 1/2 44.1787 17 226.981 31 754.769 1/4 1608.16 5/16 4.2000 5/8 45 6636 1/4 233.706 1/4 766 992 1/2 1625.97 1/8 4.4301 3/4 47.1731 1/2 240.529 1/2 779.313 3/4 164189 7/16 4.6664 7/8 48.7071 3/4 247.447 3/4 791.732 46 1661.91 1/2 4.9087 8
50.2656 18 254 469 32 804 247 t/4 1680.02 9/16 6.1572 1/8 61.8487 t/4 261.587 1/4 816.865 1/2 1698.23 5/8 5.4119 t/4 53.4563 1/2 268 803 1/2 829.579 3/4 171&54 11/16 5.6727 3/8 55.0R84 3/4 276.117 3/4 842.391 47 1734.95 3/4 5.9396 1/2 56.7451 19 283 529 33 855.301 1/4 1753 45 13/16 E2126 5/8 58.4264 1/4 291.040 1/4 868.309 1/2 1772.06 7/8 84918 3/4 60.1322 1/2 298.648 1/2 881.415 3/4 1790.76 15/16 E7771 7/8 61.8625 3/4 306 355 3/4 894 618 48 1809 56 3
7.08864 9
61 6174 20 314.159 34 907.922 1/4 1828.46 t/16 7.3662' 1/8 86.3968 1/4 322 063 1/4 921.323 1/2 1847.46 t/8 7.6699 1/4 67.2008 1/2 330.064 t/2 934 822 3/4 1866.55 3/16 7.9798 3/8 00 0293 3/4 338.164 3/4 948.418 49 1885.75 1/4 8.2958 1/2 10.8823 21 346.361 36 962.115 1/4 1905.04 5/16 8.6179 5/8 72.7599 1/4 354 067 t/4 975.909 1/2 1924.43
.}
3/8 8.9462 3/4 74.0621 1/2 363.061 1/2 889.789 3/4 194191 7/l6 9.2806 7/8 76.58R8 3/4 371.543 3/4 1003.788 50 1963 49 s
1/2 9 6211 10 78.5398 22 300.134 36 1017.878 1/4 198118 9/16 9.9678 1/8 80.5158 114 388 822 1/4 1032.006 1/2 2002.97 3/4 2022.85 bev.
Page i 9 e a
Poem C M. 39 to/79
e coCumar CONTROL DATE Instruction Manual
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W itenatunt c0NVER$10N CHART l ME MMLMMMY e.AESG6linifeWE#RINC e.on : The conie. coiu,na.i e.
- 6.w.e. ele,. io v. ie- ~.u.e mie,eet e c ni.,.s.,
=ert ento the other et ole if corwerting fearn F ehev+est to Cent.ymie deyses the e<a,maient temp.value eme whole of sarw. rte g teom dryees Centermer to drye.s f shee****t. the enewer,w.it he laund in she column on the esght
~Cantsyede F ahrenfeet Censay ete F ahrenhees Centsyede F ahrenhen,C_e_ntay ade f ahrenhed
~
27317 469 7 20 6 6
23 0 81 1 S2 125 6 54 4 130 266 268
-Aho t78 0
32 0 tI 7 63 1274 67.2 136 275 7t.2 44n 12 2 64 179 2 80 0 140 284 17 2 1
33 8 12 8 M
911 0 62 8 146 293 257 430 420 16.7 3
3S6 13 3 M
632 8 656 MO 302 251 246 410 16 1 3
37 4 68 3 tu 311 240 400 15 6 4
39 2 119 67 134 4 71 1 140 320 l
234
-390
-15 0 6
41 0 14 4 64 13b4 le d 6
428 15 0 69 13&2 73 9 166 329 229 Joo 139 7
44 6 16 6 60 140 0 76 7 170 338 223
-370 113 5
46 4 16 1 61 14l 8 7<# 4 176 347 218 360 16 7 62 143 6 02 2 100 356 232 350 12 8 9
4&2 17.2 63 145 4 85 0 105 365 20; 340 12 2 10 6G0 17 8 64 147 2 87 8 190 374 20s 330 11 7 11 69 8 90 6 195 383 196 320 11 1 12 63 6 t&3 45 149 0 933 200 392 190 310 10 6 13
%4 18 9 64 150 8 96 1 206 400
-10 0 14 67 2 19 4 67 152 6 9H 9 210 410
. t a4 3110 94 M
59 0 20 0 SS 154 4 10n D 212 414 1 79 290
-89 16 60 8 20 6 49 1% 2 102 215 419 173 200 29 1 70 158 0 104 2M 428 169 273 459 4 83 17 626 21 7 71 159 8 107 225 437 168 270 454 78 18 64 4 22 2 72 1616 1to 230 446 162 200 436 7.2 19 66 2 113 2M 4%
157 250 418
&F 20 68 0 22 8 73 1634 116 240 464 151 240 400 61 21 69 8 23 3 74 165.2
(')
-66 22 78 6 23 9 76 167 0 118 245 473 (U
s 146 230 382 60 23 73 4 24 4 76 168 8 121 250 482 140 220 3b4 44 24 75 2 25 0 77 170 6 124 255 491 IE 210 346 25 6 78 1724 127 no 600
-129 200 328 19 25 77 0 26.1 79 1742 129 265 609 123 190 310 13 26 768 26 7 to 176 0 132 270 618
-118 100 292 20 27 80 6 135 27%
$27 112 170 274 22 28 82 4 27 2 81 177 8 138 200 636 107 160 256 1.7 29 84 2 27 8 82 179 6 141 285 645 1.1 30 88 0 28 3 53 181 4 143 290 654 101
.%0 238 06 31 87 8 28 9 84 183 2 146 296 663 96 440 220 0.0 32 89 6 29 4 e5 1850 149 300 672 90 130 202 30 0 SG 186 8 164 310 690 84 120 184 06 33 91 4 30 6 07 188 6 160 320 808 79 110 166 1.1 34 93 2 31.1 SS 190 4 166 130 626 73 3 100 148 0 1.7 35 95 0 171 340 644 67 8 90 130 0 22 36 96 8 31.7 39 192 2 177 360 662 62 2 90 192 0 28 37 986 32 2 90 194 0 33 38 100 4 32 8 91 195 8 102 360 680 69 4 76 103 0 19 35 102 2 313 92 197 6 188 370 698 66 7 70 94 0 44 40 104 0 319 93 199 4 193 380 716 63 9 46 85 0 34 4 94 201 2 199 300 734 SI 1
-40 76 0 SO 41 104 8 35 0 95 203 0 204 400 752 de 3 H
87 0 66 42 107 4 35 6 to 2048 210 410 770 8t ti 40 68 0 St 43 100 4 216 420 788 42 8
-46 49 0 47 44 111.2 36 1 97 206 6 221 430 806 40 0
-40 40 0 7.2 46 193 0 38 7 Se 208 4 7.8 44 114 8 37.2 99 2l02 227 440 824
-37.2 36 30 0
&3 47 116 6 37.8 100 212.0 232 460 842 34 4 30 22 0 69 de 198 4 40 8 106 221 238 400 860 31.7 36 110 413 110 230 243 470 870 29 9 M
40 84 49 120.2 46 1 til 239 243 400 896 g\\
26.1 16
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Instruction Manual ALTITUDE AND ATMOSPHERIC PRESSURES Altitude Above Sea Level Temperature *
- Barometer
- Atmospheric Presure l
O O
I"Ch" Kg/sq
[
F eet
- Mdes Meters
- F C
PSIA Hg. Abt HS Abt em Abt 6000 1526 77 25 3658 903.7 17 48 1.229 45m 1373 76 24 35.00 8890 17.19 1.209 t
4000 1220 73 23 34 42 874.3 16.90 1.188 3500 1068 71 22 3184 859.5 16.62 1.t69
-3000 915 70 21 3127 845.1 16.34 1.149 2500 763 68 20 32.70 830 6 16.06 1.129 2000 410 66 19 32.14 816 4 15.78 1.109 1500 458 64 18 31.58 802.1 15.61 1.091 1000 305 63 17 31.02 787.9 15 23 1.071 500 153 61 to 30.47 773.9 14.96 1.052 0
0 69 16 29 92 760.0 14 696 1.0333
{
600 163 57 14 29 38 746.3 14 43 1.015 1000 305 65 13 28.86 7310 14.16
.956 1500 468 64 12 28 33 719 6 1391
.978 2000 610 62 11 27.82 706 6 1166
.960 2500 763 60 to 27.32 893 9 1141
.943 3000 915 48 9
26 82 681.2 13.17
.926 3500 1008 47 8
2tL33 668 8 1793
.909 4000 1220 46 7
25 84 866.3 12.69
.892 4500 1373 43 6
25.37 644.4 12.46
.876 t>000 0 95 1626 41 6
24 90 632.5 12.23
.860 6000 1.1 1831 38 3
2199 609.3 11.78
.828 I
7000 1.3 2136 34 1
23.10 686.7 11.34
.797 8000 1.6 2441 31 1
22.23 564 6 10.91
.767 9000 1.7 2746 27 3
21.39 643.3 10.50
.738 10.000 1.9 3050 23 6
20.68 622.7 10.10
.710 i
15.000 28 4577 6
14 16.89 429 0 8.29
.683 20 000 38 6102 12 24 1176 349 5 6.76
.475 25.000
- 4. 7 7628 30 34 11.12 282.4 6.46
. 'E 4 30.000 6.7 9153 48 44 8 903 226.1 4.37
.307 35.000 66 10.679 66 7.000 179.3 3 47
.244 40.000 7.6 12.204 70 47 6.558 141.2 2.73 192 45.000 8.6 13,730 70 47 4.375 111.1 2.16 161 60.000 96 15.255 70 67 1 444 87.6 1.69
.119 65.000 10.4 16,781 70 67 2.712 88.9 1.33
.0935 60,000 11.4 18.306 70 67 2.135 64.2 1.05
.0731 70.000 13.3 21.357 47 45 1.325 317
.651
.0458 80,000 16.2 24,408 42 62 18.273 21.0 406
.0285 90.000 17.1 27.459 67 49 6.200 13 2
.255
.0179 100.000 18.9 30.610 61 46 1290}
8.36 162
.0114 120.000 22.8 36.612 26 48 1.358' 145 140.000 26.6 42.714 4
16 6.947'2 t.61 100.000 30 4 48.816 28 2
2.746 2 18 97 180,000 34.2 64,918 19 7
1.284-1 26 200.000 37.9 61,020 3
19 6 844'3 1.48 220,000 41.7 67.122 44 42 2.523 d 6412 3
2.63 2 9.955'j 892j' 240,000 46.6 73.224 86 46 16:3 1
EDOCUMENT 2co.000 49.3 79.326
.i29 90 300.000 66.9 91.630 127 48 3,737 9.49'4 CONTROL DATE 780.000 63 1 85.428 136 93 1.143 1 67 g
400.000 7!L9 122.040 6.3 1.60 6 4
600.mo u8 i62.650 i.4 1 66 00"30980 4
8 600.000 114 183.000 6.9 ~8 1.60'
- 4. 06'. '
00KE PC WER COMPAN' 4
800.m0 162 244.080 1.6 1.000.000 189 305.iOO
- 6. t-1.30 1.200.000 228 386 i20 2.0 6.08 8 DE54CN ENGINEERING 4
40 8
1,400.000 266 427,140 8.2.10 2.08'4 0i 1.600.000 304 488.180 18'8 9 65 8 1.800 000 342 649.100 1.8' 4.67 2,000.000 379 810,200 8.2*
2.34' Data from NASA Standard Atmoephere 0962).
' Temperature and berometer are approximate for nogetive altitudes
- Temperatures are sworega esisting at 40 latitde and 8re founded to even numbers.
0 f NogetNe en ponent shows nurt her of spaces the decimal point must be moved to the left.
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Page 4
[ngine arid Compressor Ote.
P oe m C AT !J9 10/)9
Instruction Manual (v
CONVERSION FACTORS (cont'd) u.lupiy sy Te Oboel.
Mole s,1, By Te Nela MWP By To Nein f set 16s'ts me ths. grams 10 '
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...,........4 DOCUMENT CONTROL DATE OCT 3 01980 DUKE POWER COMPANY p\\
DESICH ENGINEERING l
/
\\d Transaenerica Delavel Inc.
1 f ngine and Compressor Der.
Page S
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Postn CAT lJ9 10/79 j
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PROCEDURE NOTES FOR MOUNTINO ENTERPRISE ENGINES ON CONCRETE L'UOcummer bu rsvt. DATE M ate RI AL: WOODEN PLANKS SECURELY NAILED TOGcTHER 2 a 6's N AILE D TOGETHE R k
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DUKE POWER COMPANY DESIGN ENGINEERING 4 (
/ 4 1 a 6 CROSS BR acing. NOTCH Tor r
OF 2 m 6 AT CORNE RS TO SUIT 2 a 6 ON EDot PIPE SPACER
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PL AN VIEW SECTiON A-A SUGGESTED FOUNDATION BOLT TEMPLATE OBSERVE THE FOLLOWING SEOUENCE OF OPERA-grout is to be applied to remove laitance, oil stains, etc.,
TION:
and to provide a rough, dry surf ace for good bonding of epoxy grout to foundation.
p)
(
- 1. Construct a foundation bolt template, using certified foundation drawing to determine positioning of founda-
- 7. Remove engine foundation bolts from shields and set tion bolt holes. See sketch for a suggested template de.
aside where they will not be damaged. Place lacking sign. Exercise great care in locating bolt centers.
screw plates in position at each lacking screw location.
Plates should either be imbedded in foundation before
- 2. Position and support template from foundation forms, concrete sets, or grouted in place.
securely anchoring it to pres tnt movement.
B. Bring engine into position over foundation. If engine is
- 3. Thread foundation bolt into lower nut in shield assem-rolled into position, ends of foundation bolt shields must bly, bing careful not to damage cap at bottom of nut-be protect?d to prevent damage, insert foundation bolts and shields in holes provided in template, then tighten upper nut. Shields must be secure-
- 9. Insert toe jacks at four corners of engine, just inboard of ly held in correct position to prevent any movement shipping skids to support engine while skids are being during pouring of concrete. A suggested method is to removed. CAUT/ON: To avoid damage to base casting, use reinforcing rods, welded to each sleeve, or on top of do not locate jacAs at center of engine. Remove shipping each anchor plate in both rows of bolts running the skids, clean engine mounting rails and lower engine to length of the engine, and then adding "X" bracing be.
grade. Be sure foundation bolt holes in engine base are tween the two rows of bolts. Another method is to tie correctly aligned with foundation bolt sleeves in founda-the bolt assembhes to other reinforcing rods already in tion for easy installation of foundation bolts.
the foundation.
- 10. Clean sole plates and chocks with a degreasing type sol-h
- 4. Recheck template />ositioning, alignment and elevation vent. Alter cleaning, it is recommended that sole plates h
be/ ore pouring concrete. It is recommended that a be primed with a primer recommended by grout manu C
Transamerica Delaval Engine and Compressor Division facturer. Lubricate threads of lacking screas with a mix-Service Representative be present to check bolt layout.
ture of powdered graphite and engine lubricating oil, Lower end of jacking screws should be coated with wax l
- 6. Foundation is to be poured monolithic and must suita-to prevent epoxy grout material from binding to screws.
(
bly reinforced with reinforcing steel. Let concrete set for l
10 days before installing equipment and 30 days before II, Place sole plates and chocks in position under engme as l
running equipment.
shown on foundation drawing. Install sole plate retainers on front and rear sole plates, making sure sole plates are
- 6. Top surf ace of foundation must be roughened wherever forced tightly against shoulder at inner edge of engine Form (Heas tProeit)
mounting rasis (The front and rzr sola plat:s at cach side Compressor Division Service D:partment),and 1:p th:m of the engine are designed to make contact with the into two opposite flywheel bolt holes. Do not drive mounting rail shoulder and are intended to restrain side dowels up hard. Ream two flywheel bolt holes with the movement of the engine.)
special teamer and measure diameter of reamed hole to the nearest 0.0005 inch. Compare diameter of reamed
- 12. Lubricate threads at lower end of foundation bolts with hole with diameter of bolt. Reamed holes should be I
standard mixture of engine oil and powdered graphite, approximately 0.0005 inch larger than the bolts to allow then replace bolts in sleeves and screw firmly into threads for an easy tap fit. Flywheel bolts must not be driven at bottom of sleeve. Lubricate upper threads with oil and with a sledge, jack or Porto Power". Fit bolts into two graphite mixture then place washers and nuts on bolts.
reamed holes, screw nuts on bolts and draw up tight. Use anti seite tubricant on bolts and powdered graphite and
- 13. Level and align engine, following crankshaf t alignment engine oil on threads. Remove two temporary bolts and instructions on Transamerica Delaval Engine and Com-aligning dowels, ream holes and fit remaining bolts.
pressor Division Form D 1063 (Revised 1/75). Record Torque all bolts to the specified torque.
detMction readings on form. Insure that all sole plate pcking screws are so adjusted as to distribute the weight
- 18. Check crankshaf t alignment, then align outboard pedestal evenly on all sule plates. When leveling and alignment is bearing. Line stator up with rotor and moderately tighten satisfactory, snugdown foundation bolts to pre /ent move-stator and pedestal foundation bolts with jacking screws ment of engine duringgenerator installation and grouting.
in place. Check entire abgnment, including crankshaf t
- 14. Attach sole plates to generator and outboard pedestal beanng, using approximately 1/8 inch of shimming mate-Ig. Pour and vibrate grout under engine, generator and pedese rial between each sole plate and generator or pedestal. To tal bearing. Cartar Waters No. 604 or Ceilote No. 648 provide insulation protection against circulating currents, grout may be used. It is recommended that a represent.
1/16 inch of the shimming between the sole plates and ative of the grout suppher be present at the installation the pedestal bearing must be insulation material.
to be sure the grout is prepared and place in accordance with manuf acturer's specifications. Do not fill bolt shields
- 20. Af ter grout has cured, back off sole plate lacking screws
)
one turn each and torque foundation bolts to recom-mended torque value. Snug all bolts in a criss cross pat-
- 10. If not already installed, attach flywheel to crankshaf t, tern, then apply a light torque to each, using the same Carefully clean and de burr all mating surf aces of fly-criss-cross pattern. Continue applying torque in incre-wheel, crankshaf t coupling flange and driven equipment ments and in the same pattern until final torque value is couphng flange, including bolt holes. Lubricate crank-reached. Foundation bolts should be torqued to the shaf t flange and flywheel counter bore with a light coat following values:
of aati seite lubricant such as "Molykote" or "Lubri-
- "# M0d##
IO#4"# lI# #UI i
plate" and mount flywheel on crankshaf t flange. Insure one half inch locating holes are aligned. Make sure no G
650 dirt or other foreign matter is present between mating HV, HVA, HA 480 surfaces. Attach three retair'er plates to flywheel and OR 1400 draw flywheel up on crankshatt flange until seated.
RV 3800
- 21. If foundation bolts are re tightened at a later date, the
- 17. Bring generator and pedestal into position and attach nuts must be removed and re-lubricated in order to get generator shaf t to flywheel. Lubricate bore in flywheel accurate torque values. Dry thread torque readings can and connecting shaf t flange with a light coat of anti seite be as much at 50 percent in error, lubricant, Abgn half inch locating hole in flange with hole in flywheel and bring connecting shaf t into engage-
- 22. Recheck entire alignment of equipment and check crank-ment with flywheel. De sure no dirt is allowed to get be-shaf t deflections (record readings on Form D 1003). Re-
}
tween mating surf aces, insert two long 1 or 1% inch dia-move or add shims to pedestal bearing and generator as g
meter bolts through two opposite flywheel bolt holes and necessary, Dowel generator and pedestal bearing to sole
{
draw connecting shaf t flange until flange is seated. Check plates when alignment is necessary.
with feeler gauges between face of connecting shaf t flarge and flywheel to be sure flange is fully seated and square
- 23. Crankshaft alignment should be rechecked after engme with flywheel. Lubricate two special aligning dowels with start up when engine and concreta fnunhaa -"
- ir g
a thin coat of anti seiro lubricant (dowels and special normal operating ti mperat6ection n
J flywheel bolt teamers are available from the Engine and Form D 1063.
CONTROL.DATE Transamerica Delaval Inc.
OCT30 W Engine and Compressor Division Oakland, California DUKE POWER COMPANY Poem 04e44 tseek) ggl
Transamenca 2,"*l,7;2=l,0,,,,,,,
Engine Lubricating Oil p
Delaval Piping Procedure oa"aad caidom'a a m '
p 1.
PRECAUTIONS TO DE OBSERVED DURING CONSTRUCTION OF THE LUBRICATING OlL SYSTEM, AND BEFORE STARTING ENGINE 1.1.
Chill rings should not be usej in welded pipe joints because of their tendency to retain scale, welding slag and beads which can come loose as the pipe becomes hot during operation of the engine.
1.2.
A// lubricating oil system piping must be pKk led af ter fabrication to remove varn!sh, r9ill scale, weld-ing debris, dirt and grease The pickled surf aces of the pipe reust be coated with a rust preventive compound immediately af ter pxkhng to protect them from rust. The compound must t'e soluble in the fubricating oil that will be used in the engine, and compatible with it 50 as not to contaminate the oil. Apply the compound by spraying or flooding the pipes - swabbing with rags or mops willleave tint. Ordinary lubricating oil will not prevent rust in the pipes.
1.3.
Mechanical cleaning will not completely clean the pipes. therefore, this method is not acceptable.
1.4 Before the engine is started, the assembled lubricating od piping system must be thoroughly flushed with oil. Disconnect the pipe at the pressure strainer inlet. (stem Ib8 on installation drawing) and arrange a temporary bypass 'ine from this pipe to the sump tanh, or eng:ne baw as appropriate. The bypass will permit oil circulation through the piping system without filling the internal lubricating oil system of the engine. Several thich nesses of cloth sack should be secured to the outlet end of the b) pass line to catch det>ris as it is flushed out of the system.
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1.').
The piping arourw! the lubricating oil cooler requires special attention to insure that the pipes and the cooler are properly flushed. Precautions must be taken to insure the complete removal of testing fluids, water, or other liquids before attemping to flush the (ooler, 1.6.
The oil sump tank and engine base must be carefully cleaned before being filled with oil.
1.7, The auxiliary lubricating oil pump, or any continuous duty pump of suff nient r apacity,(an be used to pump oil during flushing operations. If care was esercised during fabrication of the piping system it should be flushed for at least eight hours. As much as 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> of flushing may be required for a dirty system. While the oil is circulating through the system the pipes must be thoroughly pourkled several times with a heavy hammer to loovn dirt and debris. Hot flushing oil is re(nmmended as it does a better job of cleaning.
I a
1.H.
Af ter flushing is completed, reconnect the piping system for normal operation. E xamine all strainers.
Iih BU and filters for cleanliness and for proper assembly.
O 1.9.
Disconnect the jumper tubes betwn the engine lubricating oil header arx1 the main bearings, and be.
O tween the main healers and the auxiliary headers. Secure a nylon stocking over each main header fitting to catch delvis that may pass through the system as it is flushed, Cover the main bearing fit-O tings and the open ends of the ausiliary header feeders to prevent entry of dirt. Engine oil should be pumped through the open system for at lease four hours to be sure of removing any foreign material that may have entered the headers during construction.
1.10.
Reassemble the internal tubes and brackets as required.
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1.11 The pressure strainer at the engine oil inset will catch any debris that may remain in the piping system. It may require sewral cleanings during the first few hours of engine operation, Perm o-aSe7 (P rene
1.12.
T he utmt r aution rnost be orarvey! in the fabrication arx1 preparation of the lubrn ating oil system for wrvic e. I oreign raterial of any k ind can do a great deal of damsje to the t rank Af t, t carings, pist')ns, arxl e yhrwier hrwes.
- 1. t 't NO T[, t here n av t e mstan es where an engir'e is shit ced with the presmre strainer mounted on the erw).rm and t.onnn inj to the ervjine lot.r n atiry oil he,yfer. If it is (et tain that the ripe tormestion tietAren the g remre strainer arut the engme lubric ating od header has not bevn dis onnected 5 the the engine lef t the f.m f ory, steps 9 arkj 10 above may be ontted.
2.
PlPE PICKLING t
y 2.1.
A<iewbte welds inwte (artion steel pipes arvi fittings tall t;e visibly inwectof and welding bcAls
.st 3 shall t,e grourul of f. All fat,rs. atni (.wbon stml g;ipes, vatves, arvi fittings shall be blown (le in with h
steam nr air to terro.e lome S ale. sand, druj welding beMs and shall t e (leared by the following pro-O i edure prior to pn n hnj.
U O g 2.2.
Ibn entire surf ai e, induding the inter sor, shall tie wire t rushed, using boiler tube t3 rushes or commer-3
< ial pipe cleaning arg aratus, it shall then be blastal thoroughly with air to remove loow particles.
90 j
bk C3 2,3.
T he paris shall t e submerget for 15 mmutes or longer, depending upon the degtens of contarmnation, in a solution c ontain'ng 1 to 10 ourxes of anhydrous trisoibum phosphate or 'odiu'n hydroode and one ouni e of detergent, Mil SrW. MIL-D 16791, to one g dion of water at 2000F to msure (omplete
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rem w,il of pmnt.and grease 0
2.4 I',wts shall then tin rinet in warm fresh water # 120 f tn prepare them for at ut treatment, 25 f abri< ated c.wt>on Steel pipe and fittings shall be pir kint by submerging them for 30 to 45 minutes in an at id tuth e ontainni one pari of sulphuric acid,60 dej. Baume, to 15 parts of fresh water and Sup plemented by an inhitutor. The a id bath shall be mainta.nni at temperatures betw*n trio and 1HO derpers F, While the par ts are submergnj, the bath shall be,sjitated. At the end of the pH b hng pro-
< c fure the p.wts shall be finet in warm fresh water. Af ter the rinvt, the parts shall then be momentarity submeegni in a boihng 'iolution contoning 4 ounces of sodium < art >oruto per gallon of water, and then rmel in told fresh water and driol t y air blxt, 2.6, immnliately following pickhng and rinsmg prornfures, fabricatal steel pipe and fittings shall be
< oatrul inste and outsle Aith rust arvj iorrosion preventive compound, and the ends seakj to pre-sent the entry of dirt.
2.7.
The foregoing is minimum requirement to produce an acceptable cleaning of lubricating oil piping systems ';ubstitute rnethods must produte pipe and fittings of equal or better cleanhnest LH.
The prarlice of fastening the sations of pipe together to form a system through which pkkling ocki is pumped shoukt be discour,pywl. The dif ficulty of producing an aucptable job with this method is gr cat.
2,9.
Itanumern a Delaval - Enterorise recommends strongly that lubtirating oil systerft piping should bn p6rkinj by a eompany which is equippnj to do this kind of work. Such a tornpany will have tanks arul vats and the technical knowinige to completely clean and prepare the pipe for scryice.
2.10.
It will t e necesury to completely fabricate and finkh weld all pipe prior to pkkling. Remove all valves and non fertous fittingt 2.11.
Make sure that the rust and corrosion preventive rompound will mha with engine fuhricating oil without causing contamination, 2,12.
Make sure that cleanliness is maintainnj when the sections of pipe are reasmmbhl to form the
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LONG ISLAND LIGHTING COM PANY gg l
- w m SHOREHAM NUCLEAR POWER STATION P O. BOX 618 NORTH COUNTRY ROAD e WADING RIVER N.Y.11792 Direct Dial Number April 27, 1984 TDI-20
?
H. R. Denton, Director Office of Nuclear Reactor Regulation
'[d a h h
U.
S.
Nuclear Regulatory Commission Washington, D. C.
20555
Dear Mr. Denton:
Your letter of February 28, 1984 requested certain information relating to the TDI Diesels from the TDI Owners' Group, the majority of which have been responded to.
The last request outstanding from this letter is for a copy of the Engine Instruction Manual for each of the TDI Owners' Group Diesel Engines.
Accordingly, enclosed please find one copy each of the TDI Engine Instruction Manual for all TDI Owners' Group Diesel Engines with the exception of River Bend (Gulf States Utilities).
We are attempting to obtain the Instruction Manual for this plant and will forward it to NRC on receipt.
This manual is presently under revision and the l
copy which will be forwarded to NRC will not incorporate all changes.
As indicated on the cover of the Shoreham Instruction Manual, that document is also being revised and does not incorporate all changes.
Please note that these engine manuals are continually revised to incorporate TDI recommended changes as well as utility modifications.
Very truly yours, W. J. Museler Technical Program Director TDI Diesel Generator Owners' Group enclosure RA/vf cc:
C.
Berlinger h
1[p R.
Caruso N.
Laity (Battelle Pacific
'I Northwest Lab.)
C t