ML20084E295
| ML20084E295 | |
| Person / Time | |
|---|---|
| Site: | Comanche Peak  |
| Issue date: | 04/27/1984 |
| From: | TRANSAMERICA DELAVAL, INC. |
| To: | |
| References | |
| PROC-840427-04, NUDOCS 8405020222 | |
| Download: ML20084E295 (159) | |
Text
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g r' ,'- M. .N..),- q INSTRUCTION MANUAL Volume I , Model DSRV-16-4 M' ' " , .- ** . g. j Serial Nos. 76001 2849 j '
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TEXAS UTILITIES SERVICES INC. ' Comanche Peak Steam Electric Statio'n' - NuclearUnits Nos.1 &-2 .. '
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ENG NE ~ AND C0MPRESSOR E DMS ON - Ot.L.AVAL, Ve L.W%t.L l C P- oo 3 V.- ooi ! e405020222 840502 PDR ADOCK 05000445
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ENGINE DATA SHEET M.auf.ctu..d for: S.I.s Oed., No. , TEXAS UTILITIES SERVICES INC. 76001n6004
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COMANCHE PEAK STEAM ELECTRIC STATION Nuclear Units Nos.1 & 2 ENGINE DATA u.a.i s....I no <.s. DSR V-16-4 76001 2849, 76002 2850, 76003 2851, 76004 2852
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e .,,noo,on I L-8 R -4 L-S R -7 L-2 R-3 L-6 R-8 L-I R-5 L-4 R-2 L-7 R-6 L-3 R ew.e sae= seen 7,mine Right bank = 13.05 LB = 220, RB = 210 e stoe, , _ Lef t bank = 12.46 68 enen eroc on . i, _ o ,. ,,, ,, , n,.. Fuet sne.ction rump M.ch .t F wil Lo.d oitstL M mm gygg(gy v.i.. ci .nc. - coio E ne.n. INTAKE NA E xw4ust NA @,,,,,,,o,,,n,,,,,,,,,,,,,,,,,,,,, F ACTORY TEST RESULTS (Average Full Load Data) _ l'em Diesel Dual Fuel EXHAUST TEMPERATURE 9600 F AlR MANIFOLD PRESSURE 49.9 in..hg AIR MANIFOLD TEMPERATURE 1270 F AMDIENT TEMPERATURE 700 F B AROMETRIC PRESSURE 29.90 in..hg 6 l NOTE: Enhoust temperatures are the everage for att cytenders shoring factory rest under LOCAL AMBIENT CONDITIONS Tempe,eturne in the foord, therriore, may onceed this overeer temperature, Alameys include seront numbers ennen af, communicetmg am th DELA VAL Eng no and Conpressor Omsson concerning ongne performance, or anon ordremg spare or reptocement persL I l t i f 4 l l Form CAT.108-1 1De J
oELAVAL ENGINE A82 coun.tssol otvissom a _ _.f. .I eso - e6m AVsNut oAKLANo. CALIFORNI A gesti a fesasamma Company
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GUARANTEE Unless otherwise specifically stated, all machinery and equipment purchased hereunder is subject to thef'ollowing warranty: DELAVAL TURBINE INC., Engine and Compressor Division (hereinafter called Company) warrants that machinery and equipment manufactured by Company and fumished 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 fails because of defective workmanship or material within one year from the date of starting the engine af ter delivery, but not exceeding fif teen 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-faction that such parts are defective, replace such defective parts free of charge, f.o.b. cars at its warehouse in Oakland, 1 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 express 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-factured by the Company as they are sold under the regular warranties of the respective manufacturers, 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, [ whether on warranties or otherwise, shall not in any case exceed the cost of correcting defects in the machinery or k equipment as herein provided, and upon the expiration of said warranty, as herein provided, all such liability shall terminate. PRODUCTIMPROVEMENTS 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 modifecations 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. 9
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o"AKL ANo. C ALIr"o'RNI A 9462% 33Ei la C A lerum..te Compey L.. ._.. . .. _ .._ __ _ ._ _ _ . . _ TABLE OF CONTENTS SECTION 1 - INTRODUCTION Purpose . . . . 11 Scope of Manual . . . . . 11 Notes Cautions and Warnings . . . I1 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 . . . . . . . . . 21 ! Handling and Shipment . . . . . . . . . 21 Foundation . . . . . . . . . 22 Foundation Bolt Assemblies . . . . . . . . . 22 Preparation For Instaiiation . . . . . . . . . 23 g Placing Engine Over Foundation . . . . . . . . 23 Mounting Flywheeland Connecting Shaft . . . . 25 Grouting .
. . . . . . 25 Piping Systems . . . . . . . . . . . 26 Treatment of Piping . . . . . . 26 Jacket Water System . . . . . . . .. . 27 Coohng Water System . . . . . . . . . . . 2-8 Fuel System . . . . . . . . . . 29 Lubricating Oil System . . . . . . . . . . 2 10 Intake System . . . . . . . . . . . . 2 11 Exhaust System . . . . . . . . . . . 2 12 Starting Air System . . . . . . . . . . . . 2 13 SECTION 3 - OPERATING PRINCIPLES PART A GENERAL Working Principle . . . . . . . 3A1 Intate Stroke . . . . . . . . . . . 3A1 Compression Stroke . . . . . . . . 3A1 Power Stroke . . . . . . . . . 3-A 1 Exhaust Stroke . . . . . . . . . 3A1 l
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- 660 - S$sh AVENUE 9 gg a NU AlL plR OAK L AND. CALiroRNI A 94421 A tra* gam..ig Company j . .. _. . -.-
1 SECTION 3 - OPERATING PRINCIPLES (Continued) PART B - LUBRICATING OIL SYSTEM , Genwal . . . . . . . . . . . . . . . 3B1 Pressure Regulating Valve . . . . . . . . . . . 3B1 Filters and Strainers . . . . . . . . . 3B2 PART C - CONTROL SYSTEM SECTION 4 - ENGINE OPER ATION SECTION S - ENGINE MAINTENANCE l Generat . . . . . . . . . . . . . 51 Maintenance Concept . . . . . . . . . . 51 Record Keeping . . . . . . . . . . . . 51 Maintenance Schedules . . . . . . . . . . 53 Preserving Engine For Shipment or Storage . . . . . 55 Specification For Protect;ve Materials . . . . . . . . 5-5
, Preservation Equiprnent . . . . . . . . . . 56 Torque Wrench Tightening Procedure and Values . . . . . . 56 Procedure . . . . . . . . . . . . . . 5-6 Torque Values . . . . . . . . . . . . 5-6 Pre Stressed Studs . . . . . . . . . . 5-6 o
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m e- " DELAVAL E'dGINr. A8G CoMPREsso.1 DIVesloN s50 - asih Avsmut " ~b i ANUAaL oAKLANo, CALIFORNIA 94421 & Treauwe ts Comt,aa, e C __ SECTION 6 - DISASSEMBLY. INSPECTION AND REPAIR (Continued) PART F - FUEL SYSTEM Fuel injection Equipment . . . . . . . . . . . . . . . . 6-F.1 Fuel Injection Nortles . . . . . . . . . . . . . . . 6 F.1 Nortle Adjustment . . . . . . . . . . . . . . . . , 6F2 Fuel injection Pumps . . . . . . . . . . . . . . . . 6F2 Description of Operation . . . . . . . . . . . . . . . . 6F3 Malfunctioning Pump . . . . . . . . . . . . . . . . . . . . 6F4 Pump Removal . . . . . . . . . . . . . . . . 6F4 Pump Disassembly . . . . . . . . . . . . . . . . . . . . 6F4 Pump Assembly . . . . . . . . . . . . . . . . 6-F 5 Pump installation and Timing . . . . . . . . . . . . . GF 6 PART G - ENGINE CONTROLS Overspeed Trip . . . . . . . . . . . . . . . . . . . 6-G 1 Overspeed Trip Adjustment . . . . . . . . . . . . . . . . . 6G2 Governor Drive Element Replacement . . . . . . . . . . . . . . 6-G-3 Logic Board Trouble Shc.oting . . . . . . . . . . . . . . . . 6-G 4 Checking Logic Elements . . . . . . . . . . . . . . . . . 6G4 PART H - ENGINE BALANCING General . . . . . . . . . . . . . . . . . . . . . . . . . &H1 Cylinder Balance . . . . . . . . . . . . . . . . . . . 6H1 Fuel injection Equipment . . . . . . . . . . . . . . . . SH1 Engine Out Of Tune . . . . . . . . . . . . . . . . . . . . & H-1 Preventive Maintenance . . . . . . . . . . . . . . . . . . 6-H 2 Trouble Shooting . . . . . . . . . . . . . . . . . . . . . 6-H-2 PART I- STARTING AIR SYSTEM General . . . . . . . . . . . . . . . . . . . . . . . . 611 Air Supply . . . . . . . . . . . . . . . . . . . . . . . . 6-11 Operation . . . . . . . . . . . . . . . . . . . . . . . 611 Starting Air Valve Removal . . . . . . . . . . . . . . . . . . . 612 Valve Disassembly . . . . . . . . . . . . . . . . . . . . . 612 Valve Assembly . . . . . . . . . . . . . . . . . . . . . 61-2 Valve Installation . . . . . . . . . . . . . . . . . . . . . 6-12 Timing Starting Air Distributor . . . . . . . . . . . . . . . 6-13 Air Filter inspection . . . . . . . . . . . . . . . . . . . . . 613 Strainers . . . . . . . . . . . . . . . . . . . . . . . . 613 PART J - COOLING WATER SYSTEMS General . . . . . . . . . . . . . . . . . . . . . . . 6J1 Jacket Water Treatment . . . . . . . . . . . . . . . . . . . 6J1 Cleaning Jacket Water System . . . . . . . . . . . . . . . . 6-J 1 Environmental Restrictions . . . . . . . . . . . . . . . . . . 6J2 PART K - LUBRICATING OIL SYSTEM Filters and Strainers . . . . . . . . . . . . . . . . . . . . . 6K1 Lubricating Oil Pump . . . . . . . . . . . . . . . . . . . . . 6- K 2 Removing Pump . . . . . . . . . . . . . . . . . . . . . . 6 K-2 Pump Disassembly . . . . . . . . . . . . . . . . . . . . 6K3 Pump Reassembly . . . . . . . . . . . . . . . . . . . . . 6-K 3 Oit Pump Gear Carrier Assembly . . . . . . . . . . . . . . . . &K3 Disassembly and Assembly of Gear Carrier Assembly . . . . . . . . . . 6-K 4 PART L- MISCELLANEOUS Crankcase Pressure . . . . . . . . . . . . . . . . . . . . . 6 L.1 Manometer . . . . . . . . . . . . . . . . . . . . . 6L1 Measuring Vacuum . . . . . . . . . . . . . . . . . . . . . . EL1 Operation and Maintenance . . . . . . . . . . . . . . . . . . . 6-L-1 i O V Crankcase Ventilation System . . . . . . . . . . . . . . . . . . Crankcase Vacuum . . . . . . . . . . . . . . . . . . . . . . EL2 6-L 2 i ( i l MVfD#Me V
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INSTRUCTION DELAYAL ENGINE AND ahb MANUALFOR ENTERPRISE COMPRESSOR DIVISION
$50-85TH AVENUE d'#1[.[' 'slgm f {
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,hMr'k!-% hh,$.d ,*g*3'DdY;L M m 1,' .a w fh SECTION 6 - DISASSEMBLY, INSPECTION AND REPAIR PART A - GENERAL Rotation and Cylinder Designation . .. . . . . 6 A-1 Assembly of Parts . . . . . ... . . 6 A-1 Use of Assembly Drawings . . . . . . . ' 6-A 1 Special Tools . . . .
. . . . . . . 6A2 Cleanliness . . . . . . . . . . . . . 6 A-2 Torquing . . . . . . . . . . 6A2 PART B - CYLINDER HEADS AND VALVES Cylinder Head Removal . . . . . 6B1 Inspection . . . . . .
6 B-1 Valves . . . . . . . . . . . 6B2 Valve Spring Replacement . . . . . . . 6B2 Valve Removal From Cylinder Head . . . . . . . 6 B-2 Valve Inspection and Reconditioning . . . . . 6B3 Cylinder Head installation . . . . . 6B3 Hydraulic Litters . . . . . . . 6 B-4 Valve Lifter Maintenance . . . . . . 6B4 Lif ter Remova: and Disassembly . . . . . 6 8-4 Assembly and Installation of Lifters . . . . . . . . 6B5 Adiustment . . . . . . . . . . 6B5 g PART C - PISTONS AND RODS General . . . . . . . . . . . . . . 6C1
] Connecting Rod Bearing Shell Replacement .
6-C 1 Link Rod and Piston Removal . . . . . . . . 6C2 Piston and Master Rod Removal . . . . . 6C3 Removal of a Seized Stud . . . . . . .. 6C4 Disassembly . . . . . . . . Inspection .
. . . . . 6C5
. . . . . . . . . . . . 6C5 Piston Ring Replacement . . . . . . . .
6 C-6 Piston Ring Gap and Side Clearances . . . . . . 6-C-6 Piston Pin Bushing Replacement . . . . . . . . 6C6 Link Pin Bushing Replacement . . . . . . . . . . . . .. 6-C 7 Piston and Rod Assembly . . . . . . . . . . . . . . 6C7 Piston and Master Rod installation . . . . . . . . 6-C-8 Piston and Link Rod installation . . . . . . . 6-C-9 PART D - CRANKSHAFT AND BEARINGS Main Bearir.gs . . . . . . . . . . . . . 6D1 Bearing Cap Removal
. . . . . . . . . . . . . . . . 6D1 Bearing Shell Replacement Bearing Cap installation
. . . . . . . . . 6D2
. . . . . . . . . . . 6D2 PART E - CAMS, CAMSHAFTS AND BEARINGS Geneal . . . . . . . . . . . . . . . . . . . . 6E1 Camshaft Bearing Replacement . . . . . . . . . . .. 6E1 l Cam Replacement . . . . . . . . . . .
. . . . 6-E 1 Timing Gears . . . . . . . . . .
Inspection . . .
. . . . . 6E3
. . . . . . . . . . . . . . . . 6E4
,i Assembly . . . . . . . . . . . . . . . . .. . 6-E 4
[v) Camshaft Timing . . . . . . . . . . . . . . . . . . . . 6E5 l l i RV{4v/HL) 76 lV (R1) 7/76 l - 1
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! SECTION 7 - TROUBLE SHOOTING General . . . . . . . . . . . . . .. . . .. ... . . . . . . . . . 71 Records . . . . . . . . . . . . .... . ... .. . .. . . . . . . 71 SECTION 8 - APPENDICES Appendix 1 - Torsional Stress and Critical Speeds .. . .. . .. . . . ..82 Appendix 11 -
Operating Pressures and Temperatures . . . . . .. . . . . . 83 Appendix lil - Table of Clearances . . ... . . .. .. ... . . . . . 84 Appendix IV - Torque Values . . . . ... .. . . . . .. . . . . . . 8-5 Appendix V - Timing Diagram . . . . .. .... . . ... . . . . . . 86 Appendix VI - Lubricating Oil Recommendations . . . . . . . .. . . . . . . 87 Appendix Vil - Alarms and Safety Shutdowns .......... . . . . . 88 Appendix Vill - Fuel Oil Specifications . . . ... . . . . ... . . . . . 8-9 Appendix IX - Power Engine Factory Test Log . .. . . .. . . . . . . . . 8 10 I I ( l i S/R/RV 76A vi
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LIST OF ILLUSTRATIONS Figure Title Pag'e 11 Cross Section . . . . . . . . . ....... .... 13 21 Suggested Foundation Bolt Template 22 Crankshaft Alignment Record, Form D-1063 . 22 2-3 Flywheel Mounting
...... .. . 24 3- A 1
.. . . . 2-5 Diagram of Working Principle . .
........ . . . . 3- A 1 3B1 Oil Pressare Regulating Valve .
GA1
. . 3B1 Engine Rotation and Cylinder Designation .....
68-1
. . . . 6-A 1 Cylinder Head Lif ting Fixture GB2 Valve Spring Removal Tool .
. 6B1 6B3 Removing Valve Keepers . . . .
. 6B2 G B-4 Tightening Sequence For Cylinder Head Stud Nuts 6B2 6-B 5 Hydraulic Valve Lif ter .
6B3 GC-1 Pistons and Connecting Rods
..... . 6B4 GC2 . . 6-C.1 Bearing Replacement Tool Arrangement . . ...
SC3
. . . . . 6-C.1 Tools installed For Removing Piston and Link Rod ....
GC4
. . . 6-C 2 Lif ting Piston and Link Rod From Cylinder Liner ....
GC-5
. . . . 6-C 3 Tools Installed For Piston and Master Rod Removal SC6 Lifting Master Rod and Piston From Cylinder Liner 6C3
..... .. 6-C 4 GC7 Piston Assembly . . . . . . . . .
&C8 ... . . 6-C 5 Piston and Rod installation
-0 SC9 Liner Sealing Rings
.. . . 6 C-8 601 Main Bearing Cap . . . . ..
. . . 6C9 SD2 Crankshaft Thrust Rings
. . 6D1 GD3 Pre Stresser Assembly 6D1 GF1 .
. 6-D 2 Sectional Veew of Typical Nozzle and Holder Assembly ..
SF2 6-F 2 Pump Plunger and Barrel Arrangement ... GF3 Ef fective Stroke . . . . .
.... . . 6F3 GF4 Flywheel Timing Marks . . . .. . . . 6-F 3 GF5 Pump Base to Tappet Adjustment
.. . . . . 6F6 6-G 1 Overspeed Trip Governor
.. . 6-F 6 GG2 Governor Drive Coupling
. ..... . ... 6G1
~ 611 Starting Aw Valve 6G2 SK1 .... . 612 Lubricating Oil Pump and Gear Carrier Assembly ...... SK2 . . . 6-K 1 Lubrecating Oil Pump Assembly . . . GK3 Gear Carrier Assembly
...... . 6K2
&L1 Manometer With Vacuum Pump ..
. ..... .. 6-K4 GL2 Reading Manometer 6.L 1 GL3 Crankcase Ventilation System . . . 6-L.1
. 6L2 I
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m - - INSTRUCTION MANUAL DELAVAL TURBINE INC. b b FO R ENGINE AND COMPRESSOR DIVISION ENTERPRISE ENGiflES OAK LAND, CALIFORNI A A Transamerica Company V . RECORD OF CHANGES VOLUME DATE OF CHANGE DATE CHANGE ENTERED ENTERED BY CHANGE NUMBER I 1: in T w l C)/ l l Perm CAT.189 1t/77 t
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MANUAL o"astAsso cAteFo'ameA seers a teaaume.va comoea, b . - . . . - ~~ SECTION 1 INTRODUCTION PURPOSE. The purpose of this instruction manual is to assist the owner and operating personnel in the operation, ma ntenance, adjustment and repair of the Delaval 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 the subject equip-ment. Should any questions arise which may not be answered specifically by these instructions, they should be referred to Delaval Turb'no . inc., for further detailed information and technical assistance. SCOPE OF MANUAL. This manual cannot possibly cover every situation connected with the operation, adjustment, inspection, test, overhaul and maintenance of the equipment furnished. Every of fort is made to prepare the text of the manual so that engineering and design data is transformed into the most easily understood wordir 3. Delaval, in furnishing this equipment, must presume that the operating and maintenance personnel assigned thereto have sufficient technical knowledge to apply sound safety and operational practices which may not be otherwise covered herein, in applications where 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. Notes, cautions and warnings, as used in this manual, are intended to convey the following meanings. I
- a. NOTES - Operating procedures, mnditions, etc., which it is essential to emphasite or highlight 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 muld result in personalinjury or possible loss of life if not wrrectly followed.
CUSTOMER ASSISTANCE. DELAVAL Engine and Compressor Division maintains a staff of factory trained service personnel who are available at nominal rates to assist or advise in the installation, 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 DELAVAL Engine and Compressor Division, Service Department, furnishing complete infor. motion including serial numbers. s l em 11
m,c. ,c- - _z m v.m - -- INSTRUCTION DELAVAL ENGINE AND ' ' ' MANUALFOR COMPRESSOR DIVISION h[1g,$,7 ' g ENT ERPRISE 55485TH AVENUE ..r..O ;fp// c g , E f { ENGINES OAKL AND. CALIF 94621 '. i o PARTS MANUAL. The Parts Manual furnished with the engine contains eng.ne specifications, parts hsts and part numbers for all furnished equipment together with instructions for orderirsg spare and replacement parts. Assembly drawings are also ancluded in the manual to assist in the identificatron of pists, however, part numbers appearing on the assembly drawings should not be used when ordering parts. Always use the part numbers appearirsg en the appropriate Group Parts List in the Ports Manual. ASSOCIATED PUBLICATIONS MANUAL, The Associated Publications Manualis a companion publication to this instruction manual, and contains manufacturer's instructions, bulletins and parts hsts apphcable to parts and equipment not manufactured by DELAVAL Engine and Compressor Division, but which are furnished with the engine and which require servicing and/or adjustment. GENER AL ENGINE DESCRIPTION. The Model RV engine is a four stroke-cycle, turbocharged, af tercooled V type engine, built in 12,16 or 20 cylinder arrangements. The engine is available in either diesel or dual fuel versions and may be equipped to operate on heavy (residual) fuel. The angle of the Vee is 45 degrees. Trunk type pistons, removable wet type cyhnder liners, pressure lubrication and mechanical fuel injection are features of the RV 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, nonles and orifice size and angle are all carefully matched to the engine and the fuel to be used to give maximum thermal efficiency. Engine rotation and cylinder bank designation are determined while facing the engine at the flywheel end, number one cyli_nders4*.ays heirig the pair farthest from the flywheel __ n U I
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MANUALFOR CCMPRESSOR DivtSION M*.p,% 4_ f f ENT ERPRISE 550-85TH AVENUE OAKLAND. CALIF 94621 393 ',; thp 1d W ENGINES [ th & .hhh L m .o .M p SECTION 2 INSTALLATION GENERAL The installation of a DELAVAL Engine and Compressor Division " Enterprise" engine may vary from site to site, therefore, 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 l I each customer which detail the dimensions and installation requirements for that particular unit. FOUNDATION DR AWING. The foundation drawing will be accurately dimensioned and rnust be carefully observed. Carelessness il locating foundation bolts, pipes, conduits and drains will cause difficulty during installation and alignment. It is essential that the foundation be constructed to standards of the highest accuracy. INSTALLATION DRAWING. , The installation drawing details the measurements for machinery location, distances required for normal maintenance tasks and the overhead clearances necessary for piston removal. In addition the drawing will indicate the location and size of connection points for pipes and the electrical requirements for alarm and control mechanism. ! SYSTEM SCHEMATIC DRAWINGS. I Electrical and flow diagrams are furnished for the various systems. Flow diagrams specify pipe sizes and the type and location of fittings and apparatus. These represent minimum requirements. To insure compatibility, any changes should Q be approved by DE LAVAL Engine and Compressor Division engineers before installation. HANDLING AND SHIPMENT. Care must be exercised during the shipment and handling of the engine and associated equipment during installation to avoid damage. 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 crankshaf t. I l k I f> d 1 l G. R/R V.7a 21 I
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a 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 template 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. Insert 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 conciete. A s pgested method is to use reinforcing rods welded to each sleeve or on top of each anchor plate in both rows of teohs, 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, sligrunent 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. MATERI AL: WOODEN PLANKS SECURELY N AILEo ToGETHE R i e p 9 s 1 1 I I 1 I I 2 a 6 *s N AILED TOGETMER H
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%TV PLAN VitW SE CTions A- A Figure 21. Suggested Foundation Bolt Tennplate FOUNDATION BOLT ASSEMBLIES.
The foundation bolts are so designed that the anchor studs can be removed from the anchors after the foundation has been poured. This permits the engine to be placed over the foundation without any interference or danger of damage to the studs. Once the engine is in place, the studs are installed and screwed into the anchor assemblies. ( n V O/m/mvis t.7a 22
m INSTRUCTION =A= s ~~~ A o coMPRisso2 olvistoN s6o - esth !.VEhut oAKLAho, CALIF oRNIA neelt 0 F @-- A teenamee ta Comp 3*y 1 ('j PREPARATION FOR INSTALLATION. Before landing the unit on the foundation, the surfa:es 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 gecut. The machined tsottom f aces of the engine base must also be cleaned thoroughly._ Remove engine foundation bolts. Place steel plates at sacking sMieons, Tev~el plates and grout in place. PLACING ENGINE OVER FOUNDATION. Position engine over foundation and insert four toe lacks, one at each corner of the enaine. 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 thiscould 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.
- a. R,emove shipping skids, thoroughly clean mounting rails and then lower engine to grad (Be sure the foun
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ation bolt holes in the enaine base are correctiv ahoned wi*h the fnundationhlt sleeves in the foundation for easy
%taliation of the foundation bolts. Q Clean sole plates and chocks with a degreasing type solvent. It is recommended that after the sole plates are washed, they be primed with a primer recommended by the yout manufacturer. Lubricate the threads of the jacking screws with a mixture of powdered graphite and engine lubricating oil. The lower end of the jackingscrews , should be coated with wax to prevent the epoxy grout material from bindir.g to the screws.
- c. Place sole plates and chocks in position under the engine as shown in the foundation drawing. Installsole 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. Lubricate lower threads of the foundation bolts with standard paphite and oil mixture, installbolts 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.
- e. Level and align the engine, following the crankshaft alignment on DELAVAL Engine and Compressor Division Form D 1063. Record defisction readings on the form. Insure that all sole plate jacking screws are so adjusted
, as to distribute the weight evenly on all sole plates. When leveling and alignment is satisfactory, saug down the found-ation bolt nuts to prevent movement of the engine during installation of the driven equipment and grouting. V) [ e/m/nvist.74 23
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MANUAL OAKLANO, CALIFORNIA 9442t a 1: ansa *ierica Compa% 0 CRANKSHAFT WEB DEFLECTION AND THRUST CLE ARANCE PECORD CUSTOME R ENGINE MODEL SERI AL NO. Use this form to record crankshaf t deflection and thrust clearance information. Thrust clearance should be measured by the deal mdIcator method Oeflection and thrust clearance should be checked and recorded immediately after grouting or chocking the unit. the day before unit start vo. ef ter 7 days (168 houest of continuous operation. and each 6 months thereaf ter. Deflection and thrust clearance checks made af ter the unit is in service should be made while the engine is hot. 6 e.. within 4 hours af ter the unet has been shut down. Record the temperature of the oil m the engme tube oil sump tank or engme base. When an engine in which the connecting shaf t is sohdfy coupled to the flywheel is grouted on a concrete foundation. the desired deflection at crank position No. 3 is aero to plus (+) 1 mil (one thousandthl m all cranks encept the crank adiacent to the flywheel which should be mmus (-) 1/2 mil. This def 6ection allows for thermal distortion of the conuete foundation. When an engme is mounted on a steel foundation, i e , marine mstallations, appropriate compensations for thermal distortions of the foundation will be based on the locations and temperatures of fuel and lute:cating oil tanks adiacent to the engine foundation. If the deflection m any crank in an engine in service exceeds 3 m is, corrective action must be taken. Also. (f the total deflection value in any two adiacent eranks eaceeds 3 remis, corrective action must be taken. E semple. a e2 mits m any crank with a -2 mits m the nemt adiacent trank adds up to a total of 4 mils deflection between these adiacent eranks. The enception to the above will be engines that have a fienible couphng between the flywheel and the connectmg shaft. These engines may have in encess of 3 m.ls deflection at position No. 3 in the trank ediscent to the flywheel. In engmes with soled!y coupled connectmg shaf ting.encessive deflection at positions No. 2,3, or 4 in the crank adjacent to the enternal shafting usually indicates mesalignment between the connecting shafting and the engme crankshaf t. Set the deflection gauge at sero at position No.1 and turn the crankshaf t in the direction of normal rotation. Position No.1 for placing the deflection gauge is as follows: ALL INLINE ENGINES 15* AFTER BOTTOM CENTER 0 HV, HVA & GV8 ENGINES 38 AFTER VERTICAL BOTTOM CENTER RV ENGINES 52' AFTF R VERTICAL BOTTOM CENTER Record oil sump temperature and thrust clearance and sign the form. ma catom er.aur,si consiert.iair
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INSTRUCT 10ll =vm c=*o COMPT.ESSol Division J~A
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' OUNTING FLYWHEEL AND CONNECTING SHAFT.
M Carefully clean and de burr the bores and mating surfaces of 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.
- a. Apply a thin coat of anti-seize lubricant such as "Molykote" or Lubriplate" to the mating suefaces of the flywheel and the flange, then mount the flywheel on the engine crankshaf t flange. Make sure no dirt is allowed between the mating surfaces while the flywheel is being mounted. Install three retaining plates (see figure 2-3) and draw the flywheel up on the flange until it is seated. i
- b. Bring the connecting shaft into position, lu-bricate the mating surfaces with anti seize lubricant, align the half inch locating hole in the connecting shaft '.
flange with the locating hole in the flywheel and move qQ the connecting shaf t into engagement with the flywheel. y
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Keep dirt from entering the mating area. Use two long I one or one and one quarter inch diameter temporary :
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bolts with washers and nuts to draw the connecting shaft to the flywheel until it is seated. Check with feeler y gauges between f ace of connecting shaf t flange and fly- y Z. wheel to be sure the flange is fully seated and square _ , , jQ with the flywheel. g D "'
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- c. Special tapered aligning dowels and a fly- -
# wheel bolt reamer are available from the DELAVAL l
I Engine and Compressor Division Service Department for
*" ja E*D" l 3 use in aligning and fitting the flywheel bolts. Lubricate "" *-a* n l J the two aligning dowels with a thin coat of anti-seize gun lubricant then tap them into two opposite flywheel f bolt holes, aligning the bolt holes with those of the shaf t flanges. Do not drin dowels up hard. Ream two
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flywheel bolt holes with the special reemer and measure diameter of reamed hole to the nearest 0.0005 inch, and compare diameter of seamed hole with diameter of Figure 23. FlywheelMounting bolt. Reamed holes should be approximately 0.0005 inch larget than the bolts to allow for an easy tap iit. Do not drin the bolts in with a sledge, hydraulic ram orjack.
- Coat bolts with an anti seite lubricant and fit into reamed holes. Lubricate threads with powdered grephite and engine oil, assemble nuts on bolts and draw up tight. Remove two temporary bolts and aligning dowelsand fit remaining bolts. Torque all bolts to the torque specified in Appendix IV.
GROUTING. Check alignment of crankshaft, then align driven equipment. Tighten foundation bolts on driven equipmentmoder. stely with lacking screws in place, then recheck entire alignment including crankshaf t. Record crankshaft deflections on Form D-1063, Crankshaft AI/pment Record. A DELAVAL Engine and Compressor Division service representative l must be present to supervise alignment procedures. I
- a. Pour and vibrate the grout under the engine and driven equipment. It is recommended that a representative I 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.
O b. After grout has cured, back off the sole plate jacking screws one turn each and torque the foundation bolts
% to the specified value. Snug all bolts in a criss<ross pattern, then apply a light torque to each, using the same criss cross pattern. Continue applying torque in increments and in the same pattern until the final torque value is reached.
l t e/m/Rv.74 25 l
INSTRUCTION =vamc-CoMPRis5oR o8 Vision
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MANUAL o"^KL ANo. CALIFORNI A 94a21 a 1,sasameats Cogag PIPING SYSTEMS. DELAVAL Engine and Compressor Division furnishes suitable piping diagrams to the purchaser or his designagent, recommendmg minimum pipe sizes for all service lines. In addition, the following should be observed in the f abrication and installation of piping not furnished with the unit, but procured from other sources.
- a. Piping must never cause deflection in the mounting of reciprocating or rotating auxiliary equ pment nor 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. N
- c. Chiil rings should not be used in welded pipe joints as they tend to retain scale, welding slag and beads which can come loose as the pipe becomes hot during operation.
TRE ATMENT OF PIPING. It is strongty recommended by DELAVAL Engine and Compressor Division that allfubricatingoil and fuel gas system piping be pickled by a company specializing in this kind of work. Such a company will have the necessary equipment and possess the technical knowledge to completely clean and prepare the pipe for service. Piping which is furnished by 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:
- a. Accessible welds inside carbon steel pipes and fittings must be visibly inspected and the welding beads ground of f. All fabricated steel pipes, valves and fittings must be blown clean with steam or air to remove loose scale, 6
sand and welding beads, and be cleaned by the following proceduie before the pickling process. (1) Wirebrush the entire surf ace, including the interior with boiler tube brushes or a commercial pipe cleaning 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, Mihtary Specification MIL-D-1679f to one gallon of water at 200 F0 (93.3* C) to insure complete removal of paint and grease. (3) flinse parts in warm, fresh water at 120 0F (48.9 C) 0 to prepare them for the acid treatment. (4) Pickle fabricated carbon steel pipes and fittings by submerging them for 30 to 45 minutes in on acid bath containing one part of sulpnuric acid,660Baume to 15 parts fresh water, supplemented with an inhibitor. The acid batn trust be maintained at a terrperature between 160 0 0 F (71.1 C) and 1860 F (82.2 C).While the parts are submerged, agitate the bath. At the end of the pickling procedure, rinse parts in warm, fresh water. Af ter the rinse the parts must be momentarily submerged in a cooling solution containing four ounces of sodium carbonate per galim of water, then rinsed in co!d fresh water and dried by air blast. b immediately fol!owing pickling and rinsing. coat both the inside and the ,Cde of the fabricated steel pipes aN fittings with a rust and corrosion preventive compound and seal the ends :.; prevent entry of dirt. The compowJ must be solubfe in the lubricating oil that will be used, and compatible with it so as not to contaminate the oil. Ord nary lubricating oil will not prevent rust in the pipes. Mechanical cleaning will not completely clean the pipes, the*efore, this method is not acceptable. Apply the compound by spraying or floodmg the pipes-swabbing with rags c,r mocs will leave lint Note The above procedure is a minimum requirement to produce acceptable clean piping. Substitute methods may produce pipes and fittings of equal or better cleanliness. c/m/nvaa ' 3-6.
- INSTRUCT 1011 on vau - -
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MANUAL o"autANo. ca'tn"o'nNia oesat a new,,,a co.re, i JACMET WATER SYSTEM. The jacket water system is individual for each engine. The recommended water treatinent is sodium dichromate and boiler compound. Refer to Section 6 of this manual for the suggested method of treatment. The jacket water system is shown in schematic form on Drawing 09 810 76001. Note that the off-enaine components are mounted on the auxiliary T _ module and consist of the standpipe, a heater, a keep warm cump. the jacket water cooler, a thermostatic valve, the lutiricating oil cooler and the auxiliary jacket water pump. Connections are provided for raw water flow through the
- jacket water cooler Flexible couplings are not recommended at customer mnnections because of the potential f ailure hazard during operation. All piping must be properly supported to minimize pipe vibration and flange loading.
l l O f I i osav.7ecoineses 27
INSTRUCTION auva r=t= = coMTREEso2 olvtStoN
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3AyQA-3 - 1 oAEL Asso. c"AutonmeA gesti MANUAL a trouw hem COOLING WATER SYSTEM. There is no separate cooling water system provided with this unit. Rather, raw water from the owner's supply is piped i, through the jacket cooler to provide the cooling medium for that cooler. Refer to the Jacket water piping schematic . drawing. 09 810 76001 for connections. i 1 I i e I e I i. l l osmv.?cooinesee 28
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%# FUEL SYSTEM.
tion The fuel injection equipment on the engine must be maintained in asclose hand lapped to extremely clean a co must be taken to keep water from mixing with the fuel.h Fuel injection equipment istaminents tolerances and, therefore, every precaution must be taken to keep dirtf llormaintained. ot er conThe fuel injection pumps or nozzles. Filtration equipment must be of the highest quality and ca oil system is shown in schema *ic form on drawing 09 825 76001. . B e i I o 20 DSRV 7000100004
m - INSTRUCTION <=v' - 0 a - CoMPIf SSoR OtVistoN MO - esth AVENUE CAKLAho. cALtFORNIA seest a 1,sesamenca Compaa, n LUBRICATING OIL SYSTEM. Tne lubricating oil system is of the dry sump type, the lubricating oil supply being contained in a separate sump tank. The system is illustrated in schematic form on Drawing 09 820 76001. Observe that all off engine components are contained in an auxiliary module. All procedures and precautions contained in the drawing notes should be observed during installation. , PLACING LUBRICATING OIL SYSTEM IN SERVICE. Before the engine is first started, the assembled lubricating oil piping system should be thoroughly flushed with oil. Disconnect the pipe between the duplex filter and the pressure strainer,and arrange a temporary bypass from the filter discharge to the sump tank. This will permit circulation of oil through the pipes without filling the internallubricating oil system of the engine. Several thicknesses of cloth sack should be secured to the outlet of the bypass to catch debris as it is flushed out. Likewise, the flushing operation should be done for the keep warm" portion of the system by disconnecting the pipe between the keep warm filter and the keep-warm strainer and arranging the same type of bypass back to the sump tank. Although the sump tank and the engine base will have been thoroughly cleaned and sealed at the factory before shipment, the base and tank should be inspected again during installation to ensure cleanliness before filling with oil. The auxiliary lubricating oil pump can be used for pumping oil during flushing operations. The pre lube pump must be used for the keep-warm circuit. Flushing should continue for at least ei@t hours if care was exercised during installation and hook up to keep dirt and debris from being introduced into the system. As much as 24 hours of flushing may be needed if the system is dirty. When oil is circulating through the system, the pipes should be pounded thoroughly several times with a heavy hammer to loosen any dirt and debris. Hot flushing oil will clean better than cold oil. Piping around the oil cooler requires special attention to ensure that the pipes and oil cooler are properly flushed. Precautions must be taken to ensure the complete removal of testing fluids, water or other liquids before attempting to flush the cooler. O Note if it is certain that the connections between the strainers and the main engine oil headers have not been disconnected since the engine lef t the factory, the following paragraph may be omitted. Consideration should be given, however, as to the conditions and environment to which the unit may have been subjected in determining the advisability of performing the following procedure. Disconnect jumper tubes between engine lubricating oil header and main bearings, and between main '; earings and auxiliary headers. Secure a fine screen such as a nylon stocking over each main header fitting to catch debris that may be washed through the system as it is flushed. Cover rnain bearing fittings and open ends of auxiliary header feedert to prevent entry of dirt. Engine oil should be pumped through the open system for atleast four hours to be sure that any foreign material remaining in the headers is removed. Reassemble internal tubes and brackets as required. l l l l l O_ psav Mooinecos 2 10
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l INTAKE SYSTEM. Is , Each engine has an independent intake system, the combustion air being piped from outside the engine room th a remotely installed air filter. An inline silencer is fitted in the pipe just ahead of the turbocharger air intet. The air filter protects the working parts of the engine from the entry of dust. Filters should be efeaned at regular intervals to maintain adequate protection against abrasion and wear. , I i 1 . i 1 1 1 i l sin /nv.ta 2 11 1 .
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=va < =~< = 6 INSTRUCT 1011 cowe:.ss'soa oiviseow 0 _
eso - eso avssue MANUAL oax<a o. cauroa ia . >> y ar< - ~ ~ c t EXHAUST SYSTEM. Each engine is provided with an individual, independent exhaust system. The water lacketed, multi pipe passage manifold discharges directly into the engine mounted turbocharger (s), and the gas then discharges from the turbo-charger (s) through exhaust piping and a silencer to atmosphere. As few bends as possible should be used when. laying out exhaust piping. Necessary bends should be of long radius. If three to six bends are used, the entire pipe should be increased to the next nominal size. If more than six bends are necessary, pipe site should be increased two nominal sites. The length of exhaust piping is not critical, however, if an unusually long pipe is used, the pipe size should be increased to reduce back pressure. A length of flexible metal tubing should b* installed in the exhaust liae as near the engine as possible to allow for movement, heat expansion, and for isolation of vibration.The exhaust line should be tagged to minimite heat radiation in the engine room. A separate support should be provided so the weight of the exhaust silencer and line is not borne by the engine. k 9 J 4 I J i 1 mv.u 212
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M ANUAL FOR COMPRESSO? DIVISION ,{T/f.'j! } f f ENTERPRISE 55045TH AVENUE ENGINES OAKLAND. C ALtr. 94621 h,us'M '!' , [ N u sM.K a a ety _a ,.W *t+,_'- b STARTING AIR SYSTEM. 2 Compressed air from the starting air tanks at 250 psi (17.6 kg cm ) is applied to the upstream side of the starting air admit valve where it is blocked until a starting signalis applied to the pilot of the starting air admit valve. When a start signal is applied to tha starting air admit valve pilot, the valve opens and admits starting air to the starting a,ir mani-fold on the engine and .o the gear d.sven starting air distrit,utor. Timed pilot signals are sent to the air start valves on the engine in the correct sequence, and as each air start valve opens, starting air is admitted to the cyhnder, causing that piston to be forced downward, rotating the crankshaf t. The starting air tanks are provided with isolating valves and pressure relief valves. Refer to the starting a r schematic drawing for the location of filters, strainers, regulators and valves, and for the direction of air flow. D c x R/R VlM/N1 7s 2 13 l 1
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_ l _ ... -. 1 INSTRUCTION oeuvau~oi i a o CondPItsson otyistog D 3u a f.i. I MANUAL c"aua"mo, c"a'w"o'nnia an " ini . .,,. o c ...,' L _ _ __ ___ _ . _ . . _ s"/ SECTION 3 OPERATING PRINCIPLES PART A - GENERAL WORKING PRINCIPLE. ENTERPRISE engines operate on the four stroke cycle principle. The complete cycle for each cylinder consists of the intake, compression, power (or expansion) and exhaust strol is, and requires two complete revolutions of the Crank-shaft. n'e' [ ewYO. .D,,,. .'.".',.."T.'. j
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' 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 cylmder 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 statts upward,the intake wafve 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 nonle which stomites the fuel and sprays it in a pattern that will achieve optimum combustion of f aciency.The heat of compression ignites the fuel. POWER STROKE. The burning fuel air mixture expands and forces the piston downward. This downward thrust 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 l and exhaust gases start to leave the cylinder. l 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 l , scavenging purposes. l ( ! l V l l l o/n/nviol.va 3A1 l 1
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p l G U PART B - LUBRICATING OlL SYSTEM GENERAL. An engine driven pump draws oil from the sump through a strainer, and discharges it to a thermostatic valve where, depend.nq on the temperature of the oil, it is either passed through the lubricating oil cooler, or directly to the filter. g 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 esicess discharge pressure, and a pressure regulating valve controls the pressure in the engine fubricating oil header. Refer to the lubricating oil system schematic drawing for the relative location of components and for the direction of flow. j ie
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figure 381, Oil Preaure Regulating Valve 8 PRESSURE REGULATING VALVE. Lubricating oil header pressure in the engine is regulated by a pressure regulating valve, mounted on the pump dis-charge piping to that the pump discharge is directed to this valve before reaching any other system components. Set at 50 psig, it senses header pressure and regulates the bypass volume to maintain 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.
- a. 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 themain 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 atthe adjusting screw end of the assembly. If the sensed pressure rises above the set point, the lands of the spool valve will jg clear the lands on a sleeve. Od then flows from the intet section to the outlet section of the regulating valve and back to the engine base to bypass a part of the pump discharge to reduce the pressure in the header.
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- c. A drilled passage connects the inlet section of the valve to the annular space around the spool valve atthe adjusting screw er'd. 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 l
pressures, such as when starting with cold oil, or because of an otestruction 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 spool valve and the excess oil will bypass through the spool valve and theexces oil will bypass through the outlet side of the valve 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 oil spillage from the buffer 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 header pressure in the valve sensing chamber. Turning the adjusting screw in will increase header pressure, and backing it out will decrease pressure,
- f. Normal lubricating oil pressure is 50 psi, measured between the engine lubricating oil strainer and the
' engine oil header which is also the pickup point 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 I
supply end of the engine and the shutdown sensor under all conditions of engine speed and lubricating oil temperature. , i l 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 care.
fully watching the result of oil analysis and the pressure drop across the oil filter. Change periods will vary with the operating conditions to which each individual engine is subjected. During the first two of three days of engine operation after initial installation, or after 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 temove any debris and 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 I the situation. i
- a. Check the oil level in the sump tank, or engine base.
I b. Inspect strainer, filter and lubricating oil cooler. A leak in the coolet may be detected by a sudden increase in oil consumpt6on, and by the presence of oil in the cooling water systens Leakage may occur in the packing between the tubes and the tube sheet, or may be due to tube erosion, depending on the construction of that particular cooler.
- c. Inspect all enternal and internal piping for tightness and freedcm from obstructions.
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- d. Dismantle and inspect pump. Refer to manufacturer's instructions on the Assoc /atedFublications Afanual.
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THIS MANUAL CHANGE IS APPLICABLE TO THE MANUALS AS INDICATED BELOW' . WHEN INCORPORATED INTO THE APPROPRIATE MANUAL (S), THE CHANGE SHOULD BE RECORD'ED ON THE RECORD OF CHANGES SHEET IN THE FRONT PART OF THE INSTRUCTION MANUAL, VOLUME I. ENGINE MODEL: DSRV-16-4 SERIAL Nots): 76001-2849, 76002-2850, 76003-2851, 76004-2852 PURCHASER: TEXAS UTILITIES SERVICES INC. DISTRIBUTION: Customer (25)I Gibbs & Hill (5)I Sve. Dept (2)1 File (1) ADD THE FOLLOWING PAGES TO THE INSTRUCTION MANUAL, Volume I FOR THE ABOVE LISTED UNITS. TRUC A 3 C 1 TH OU H 3 13 SECTION 4: REMOVE SHORTAGE NOTICE 76001-2 AND INSERT OPERATING INSTRUCTIONS, PAGES 4-2 THROUGH 4-5 SECTION 8: REMOVE SHORTAGE NOTICE 76001-3 AND INSERT APPENDIX VII, j PAGE 8-8, ALARMS & SAFETY SHUTDOWNS. e t i l. i s 4 5
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v PART C - CONTROL SYSTEM.
. GENERAL.
The following is a description of the local engine control system and its operation. The system will start, stop, protect l and monitor the integrity of the diesel / generator in the various modes of operation under guidelines specified by the various regulatory and standards committees. REFERENCES. i The Associated Publications Manual contains manufacturers' literature covering the various components of the system. Of special significance are the Delta Switchboard company's publications, which describes the switchgear and the local I generator control panel. Also significant are the ARD Corporation's publications which give a clear, concise explanation of the functions of the various pneumatic logic elements as well as a parts breakdown and repi, r procedures. When ordering spare parts for the syst6m, refer to the Parts Manual for the correct part numbers. DR AWINGS. The drawings provided with these instructions include schematics of the pneumatic and electrical systems. interconnec-tion diagrams, and layouts and connections pertaining to the pneumatic logic board assembly, showing the location and orientation of components on the board, the circuit diagram and checkout procedures. Refer to the control panel group parts list 02 500 f or 76001 in the Parts Manual for a listing of drawings applicable to the system. OPER ATING MODES. There are two base modes incorporated into the system, the NORMAL mode and the MAINTENANCE or STANDBY mode. In the NORM AL mode the unit may be started in response to an emergency start signal, or manually to exercise O it on a routine basis. The MAINTENANCE mode permits maintenance or repair. The unit will not accept a start signal 1 h while it is in the M AINTENANCE mode. A selector switch is present at the Local Engine 0ontrol Panel which permits mode selection. CONTROL OPTIONS - REMOTE AND LOCAL. All control operations, such as starting, stopping. and running the diesel / generator, as well as loading the unit onto an energited bus, are normally initiated from the owner's remote control room equipment. However, a Local Generator Control Panet is also provided with each unit,which will fulfill these functions in an emergency condition, or whenever i local controlis desired. Signals generated from either the owner's remote control equipment ur from the Local Generator Control Panel are interfaced witt. the pneumatic and electrical control circuitry at the Local Engine Control Panel. A
- three position control selector switch is included at the Local Generator Control Panel,which provides Aemote or Loca/
control selection, and also includes a Maintenance position for routine maintenance or repairs. Selection of the Atmote position allows initiation of normal or emergency start signals from the remote location, as well as remote control of voltage regulation and speed / load setpoints. Locs/ position on the control selector switch transfers control of these functions to the Local Generator Control Panel, and isolates all remote control. Local position provides both normal and emergency Statt capabilitiss at the local panel, as well as local oontrof of loading procedures. Selection o f Maintenance position isolates all remote control and all starting capability, both remote and local. Maintenance position on the l control selector switch is used in conjunction with MAINTENANCE mode to insure that the unit cannot be started while repair or maintenance procedures are being carried out. RFMOTE NORMAL START, if NORMAL mode has been selected, and the control selector switch at the Local Generator Control Panel has been placed in the Memote position, the unit will accept a manually injected normal start signal from the remote location, provided the unit's entire protective system is permissive. The unit will start, come up to rated speed and voltage, and a ** Ready To Load" signal will be transmitted for use of the owner's synchroniting equipment. Both the speed / load and voitty regulation setpoints are adjustable f rom the remote location. Note that the unit will responti to a itsrt signal a penv.tesetnesoa 3-C 1
i INSTRhCTION = uv-- cownssoon oivissoas s0 ]IMe 4v Ui t NIAHAL o" m' * .e"m ",, a ses p s,,m- c...' PART C - CONTROL SYSTEM (Continued) pnerated by the owner's equipment in response to a power blackout, if NORMAL mode and Remore control have been selected, and provided the unit's entire protective system is permissive. While running in this mnde, the unit's safety shutdown system is completely operational, and system malfunctions will be displayed on the , owner's annunciation equipment. , REMOTE EMERGENCY START. If NORM AL mode has been selected, and the control selector switch at the Local Generator Panel has been placed in the Remote position, the unit will accept a maintained remote emergency start signal, injected either manually or in response to a Loss of Cooling Accident (LOCA) signal, provided that d c power is available, and overspeed and generator / switchgear malfunction protection are permissive. The unit will start, come up to speed and voltage, and transmit a
" Ready To Load" signal for use in the sequencing equipment. The governor will automatically be c! aced in isochronous operation. When the unit is given an emergency start signal,the setpoint of the governor and the automatic setpoint of the voltage regulator are returned to their preset values. Fif teen seconds after going to normal, the preset signalis released to allow the operator to control voltage and load. If the unit is undergoing its periodic " Exercise Test" at the moment an emergency start signal is received, or at the moment a LOCA signal is received, whether the unit is starting.
running disconnected, running loaded, tripping on a fault other than overspeed or generator /switchgear malfunction, or coasting to a stop, the control system will cause the unit to return to its rated speed and voltage, and willdisarm all protection except overspeed and pnerator/switchgear malfunction. If the emergency is corrected and the LOCA signal is terminated, the control system will keep the unit running loaded but with full shutdown protection. Once this is done, however, it will require the receipt of another emergency start or LOCA signal to disarm the shutdown system again. This f eature prevents an operator from operating the diesel manually without shutdown protection.
' LOCAL OPERATlON.
ln the unlikely event of a Control Room Evacuation, or at any time when local control of the unit is desired, rotation [ 4 of the control selector switch from the Remote position to the local position will permit all control operations to be i carried out from the Local Generwtor Control Panet. Note that selection of local control disarms all remote control, ) ehminating the possibility of redundant or contradictory control signals. In addition, removal of the control selector switch from the Remote position activates an annunciator point in the remote control room, alerting the remote oper.
; stor that the unit is in local control. If Local control has been selected, and the unit is in NORMAL mode, the unit will accept a manually injected start signal from the local panel, provided the entire protective system is permissive.
l The unit will start and come up to rated speed and voltage. A " Ready To Load" signal will be pnerated, and both the i speed / load and voltage setpoints are adjustable from the local panel. While being operated from the local panel, the unit will not accept a LOCA signal. However, the unit will accept a manually injected Local Emerpncy Start, provided l , l, that overspeed and generator /switchyar differential protection ordy are permissive, and d c power is availab!e. A two position switch is present at the Local Generator Control Panel. If an Emeryncy Start is desired, the switch must be
- turned from the " AUTO" position to the " START" position. The unit will start, come up to rated speed and voltage, 1
and transmit a " Ready To Load" signal to the synchronizing equipment. When the unit is given an emergency start, i the setpoint of the governor and the automatic setpoint of the voltay regulator are returned to their preset values. Fifteen seconds af ter starting, the preset signal is released to allow the local operator to control voltage and speed.
- Governor operation is placed in isochronous when the unit is in the emeryncy condition. If the emergency is corrected, and the owner wishes to keep the unit running but with full shutdown protection, turning the start switch to the
! " AUTO" position will restore the protective system to full operation. STOPPING THE UNIT. f I A stop signal must be initiated from the previously selected control location. If remote control has been selected, I depressing the Remote Normal Stop pushbutton will cause the unit to shut down, provided the circuit breaker has been opened. Depressing the Remote Emeryncy Stop pushbutton will stop the unit and automatically trip the breaker, if local control has been selected, depressing the Local Normal Stop pushbutton will stop the unit, provided the circuit brealier has been opened. Actuation of the Local Emergency Stop pushbutton will cause the unit to shut down, and will automatically trip the breaker, in addition, a unit shutdown genetaged by the protectrve system will automatically j i trip the breaker, 1 i i osavieseinesee 3-C 2 ,
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. MAINTENANCE LOCKOUT.
Selection of MAINTEN ANCE mode, for routine maintenan;e, inspection or eepair procedures,is accomplished so as to af ford maximum protection for the plant and also for maintenance personnel. Two distinct operations must b,e carried l out to place the system in MAINTEN ANCE mode. First, the control selector switch at the Local Generator Control Panel must be rotated to the Maintenance position. This isolates all remote control and disarms all starting circuitry,
! remote and local. Second, the mode selector switch at the Local Engine Control Panel must be turned momentarily to the MAINTENANCE position. Note that the mode selector sw.tch is provided with a key interlock, which permits only authorited personnel to change the mode of the unit. While in the MAINTEN ANCE mode, the unit may be turned over on starting air without starting by means of the Engine Roll pushbutton at the Local Engine Control Panel. The barring device may also be used in MAINTENANCE mode to turn the engine over manually,if a return to NORMAL mode is desired, the barring device must be disengaged and locked out, and the mode selector switch must be turned l momentarily to the NORMAL position. In addition, t,he control selector switch must be removed f rom the Maintenance position, to either the Remote or Local position before a start can be accomplished. ! STARTING AND PROTECTIVE SYSTEMS.
The engine starting circuits are duplicated in total, and can receive d c power from two separate conduit entries if desired. Further, auxiliary devices are arranged to that, even if they fail to function as intended, the unit will start and generator voltage will build up. It is possible that starting air will not be shut off as intended af ter a start if certain devices fait, but the balanced design of the engine's air start valves will keep them closed as soon as combustion occurs. The unit's protective system is a hybrid electro. pneumatic system. Since g:neumatec devices function better than other types in the diesel environment, vital shutdown fun.tions are performed pneumatically. All faults, both alarm and i shutdown, are displayed on a solid state, dual rate flashing annunciator with horn silence prmeisions. Handof f contacts for use with a remote annunciator or mimic display are provided. When running as a result of an Emergency Start signal or a LOCA signal,even though most of the shutdown system is not able to effect a unit trip, the action of the individua' tripping devices is monitored and displayed on the annunciator so that the operator will be aware when a vital device has acted. Statuslamps, separate f rom the annunciator,are used to show the condition of the unit as it proceeds through a starting sequence. PANEL ELECTRICAL CONTROL (See Drawi g 09 500-76001), The local engine control panel electrical circaitry is shown in schematic form on sheets 3 of 8 through 8 of 8 on the referenced drawing.
- a. Starting circuitry is shown on sheet 3. Note that there are two redundant circuits, each having a separate d c power source. These circuits are physically spaced as f ar apart as possible on the panel. Solenoid valves SOL.1 A.
i SOL 2A, SOL 1B and SOL 28 are located on the engine, and when energited admit starting air to the starting air headers on the engine. They are controlled by relays R4A and R4B during normal starts, and directly by the emergency start signal during an emergency.
- b. The redundant " Remote Emergency Start" and LOCA signal contacts are from the owner's equipment.
The " Local Emergency Start" signal mntacts are from the Local Generator Control Panel. When any of these contacts closes, en emergency start is initiated. provided pressure switches PS 40A and PS 408 are closed, indicating that the unit es in NORMAL mode, and if tachometer relay SSI is not transferred (i.e., if the unit is not runnmg at 200 rpm), and if pressure switches PS-3A and PS 55 are cloud, indicating that at least 150 psi starting air is lef t 6n the receivers. These latter pressure switet es are present so that, if for some reason the unit does not fwe (valve closed in the fuel supply Ime, for instance), there will be enough starting air lett for several manual starts. In additbn the contacts of the Remote / Local /Memtenance canirol selector switch shown must reflect appropriate control location selection corre-sponding with the source of the input signal. Refer to section f. below for further discussion of the control selector switch.
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- c. Note that upon application of an " Emergency Start Signal", or upon receipt of a LOCA signal, solenoid valves SOL 6A and SOL-68 become energized, causing the shutdown system to disarm, except for overspeed and j generator /switchgear malfunction protection. SS1 transfer at 200 rpm will cause solenoid valves SOL 7A and, SOL 78 I l to energire, activating pressure switches PS 33A and PS 338, which cause the starting air solenoids to de energere. Note
! that if SSI fails to onen at the prescribed speed, combustion will close the air start valves and no damage is dr.ne. 1 I d. At a Normal Manual Start, either of the switch contacts shown (local or remote) will close, which causes relay R4 A and R48 to energire for five seconds. A Blacitout signal, generated by the owner's equipment, will have the same effect. Golenoid Valves SOL 3A and SOL 38 will be activated by R4A and R48, arming the shutdown system.
- e. Note that the mode selector must be in NORMAL mode for any of the above to take place if it is in the MAINTENANCE mode, the engine roll button, on the Local Engine Control Panel only, is operative. Pressure s. witch
) PS 40A will be closed on the line 9 contact shown, and the unit can be turned over on starting air without starting, a y i 1 l useful maintenance feature, j f. Contacts of the Remote / Local / Maintenance control selector switch comprise permissive which must be satisfied for mode selection, starting, operating and stopping the unit. As shown on sheet 3 of the referenced drawing.
Local position must be selected at the Local Generator Control Panel in order to arm tne Low Emergency Start pushbutton at that location. If Local Manual Normal Starting is desired, the Local position must be selected. If the Remote position is selected on the control selector switch at the Local Generator Control Panel, the relay RX/1 A i contacts shown will be in the no'mally closed position, allowing a start initiated from the remote control equipment. Note that selection of Memote position disarms the local starting circuits. Conversely, when either the Local or Mainte-nonce positions are selected, a relay RX/1 A will be energized, opening the normally closed contacts, and remote control is isolated. The mutually enctusive nature of the switch development is designed to prevent contradictory or redundant ) input signals from separate control locations. The control selector switch must also be placed in the Maintenance 1
; mode to permit switching of the unit from NORMAL to MAINTENANCE or STAND 8Y mode fe' repair purposes.
Functional development of the control selector switch is presented in chart form on sheet 3 of the refe<enced drawing. Use the chart as a convenient cross reference for R/L/M control selector switch development in the control ci cuitry. ]!
- g. When the unit receives a start signal, pressure switch PS32E closes, latching relays R1 and R1 AUX,6f pressure switch PS 90 shows the unit not tripped. The field flash solenoid valves, SOL 9A and SOL 98 are energ red by pressure switches PS 33A 1 and PS 3381, which are activated by SS1 transfet at 200 rpm. Note that as in the start
' circuits, SSI failure will not prevent field flashing, due to the presence of time delay relay contacts TDI A and TD18 j which are energized by R4 A and R48 for a timed period. Time delay TD4 is present to reset the M1 relays should the unit fail to achieve " Ready To Load" status for any te.non.
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- h. The tachometer relay SS2 contacts shown transfer when engine speed teaches 450 rpm. When the under.
voltage relays VR1 and VR2 indecate correct voltage levels, the contacts shown will close, energiring relays R11 A and M118, and energiring solenoid valves SOL SA and SOL 88. Contacts of the R11 telays are used as permissives in the owner's equipment to close the generator brealter, putting the unit on line. Signals generated by the actuation of the SOL 8 solenoid valves transmit a " Ready To Load" segnal for use of the sychronising controts. l 1. The two R2 relays shown on sheet 4 of the referenced drawing are responsive to the latchmg of R1,but
- there is a 80 second time delay (TD3) before R2 latches. Contacts of the R2 relaysere used to disarm various alarm functions which are normally in a fault state when the unit is stopped, starting or stopping _
I
- l. Status hghts, which allow the operator to monitor the condition of the umt as it proceeds theough a start sequence,are shown in schematic form on sheet 4 of the referenced drawing These status lights are actuated by contacts I of the starting relays in some cases, and by pressure switches which function in the pneumatic control system. Status ligots are provided at the Local Engine Control Penel, and contacts are provided for use in the owner's remote control equipment.
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- k. The annunciator system is represented on subsequent sheets of the referenced drawing Note that an alarm sounds when a contact opens. The annunciator points and alarms are interfaced with pressure swi;ches from the 8 pneumatic system, level switches, control relays, and contacts from the switchgear and generator rQuipm'ent. For specific details on the annunciator, refer to the manufacturer's pubhcations in the Associated Pub /karion' sAtanual.
NOM 8ER SETTING FUNCTION PS 3A, C 200 psi f alling Starting Air Admission - Lett Bank PS 58, C 200 psi falling Starting Air Admission - Hight Bank PS 9 A A, A, C, D 25 psi rising Unit Tripped PS 10A, B, BB, E, F, G 25 psi rising LOCA (Loss Of Cooling Accident) PS 138, D 25 psi rising Barring Device Engaged PS 14C 4ti psi f a' ling Trip - High Temperature Jacket Water PS ISC 45 psi f alling Trip - High Temperature Bearings PS 16C 45 psi f alling Trip - High Temperature Lubricating Oil PS 17C 20 psi rising High Dif ferential Pressure - Lubricating Oil Filter PS 18C 23 psi rising High Differential Pressure - Fuel Oil Filter PS 19C 45 psi f alling Trip - Low Pressure Turbocharger Oil PS-20C, D 20 psi falling Low Pressure Turbocharger Oil i PS 22C, D 15 psi f alling Low Pressure Jacket Water PS-23D 25 psi rising Locked Out with Delay PS 24C 45 psi f alling Trip - Low Pressure Lubricating Oil PS 25C 45 psi falhng Low Pressure Lubricating Oil PS 26C 45 psi fathng Trip - Vibtation PS-27C 45 psi f alling Trip - High Pressure Crankcase PS-28C 20 psi f alling Low Pressure Fuel Oil PS 29C, D 25 psi rising Trip - Overspeed PS-30A, B 25 pse rising Field Flash PS 31C 25 psi rising DC Power Available PS 32C, D, E 25 psi rising Starting PS 33 A, B, C, D, E, F G, 25 psi rising 200 rpm A 1, A 2, A 3, B 2, B 1 PS 34C 25 psi rising Ready To Load PS 36C, D 10 psi f alting Fuel Pump /Overspeed F ailute PS 40 A, B, BB 25 psi rising Maintenance / Normal f Table 3 C.1, Preneure Switches osavveee m eson 3C5
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y i, s.- <. co r. - i o PART C - CONTROL SYSTEM (Continued) SOLENOlO FUNCTION OPER ATED BY SOL 1A Starting Air Admission R4 A or Emergency Start SOL 1B Starting Air Admission R4B or Emergency Start SOL 2A Starting Air Admission R4A or Emergency Start SOL 28 Starting Air Admission R4B or Emergency Start f SOL 3A Shutdowns Activate Remote or Local Normal Start pushbutton SOL 3B Shutdowns Activate Remote or Local Normal Start pushbutton SOL 5B Maintenance Lockout Mode Mode Selector Switch l SOL 6A Shutdowns De Activate Emergency Start or LOCA SOL 6B Shutdowns De activate Emergency Start or LOCA SOL 7A Up To Speed Tech transmitter contact SSI A SOL 7B Up To Speed Tach transmitter contact SSIB l SOL 8A Ready To Lnad SS2A and VR1 SOL 8B Ready To Load SS2B and VR2 SOL 9A Field Flash PS 33A 1 or TDI A > SOL 98 Field Flash PS 3381 or TD1B SOL 10B Normal Mode Mode selector switch SOL 11 A DC Power Panel Circuit Breaker SOL 11B DC Powcr Panet Circuit Breaker SOL 12B Stop Stop pushbuttons Table 3 C 2. Soknoid Vokes
, RELAY CONTACTS TIME FUNCTION TDIA TDIA N.O. 1 second Provides power to Field Flash solenoid TD1B TDIB N.O. I second Provides power to Field Flash solenoid TD2A TD2A N.C. 5 seconds Provides power to R4A TD2B TD2B N.C. 5 seconds Provides power to R4B TD3 TD31 N.O. 80 seconds Provides latching power to R2 relay:
TD4 T041 N.O. 5 seconds Provides reset power to R1 relays TD41 N.C. 5 seconds Provides latching power to R1 relays (Note: TD41 is a single pole, double throw relayl TD4-3 N C. 5 seconds Provides power to Unit Failure To Start alarm Table 3 C 3. Time Delay Metsys v) osav teseistesea 3C6
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,3Ilf"ehJ INSTRUCT 10ll a=vu~maao D COMP 71$5on DivistoN sy _
a 6%0 = ebth AVENut a treassmrica Compa5 QNUAaL oARL ANo. CALIFORNIA eesti g __ PART C - CONTROL SYSTEM (Continued) RELAY CONTACTS FUNCTION (WHEN ENERG1 ZED) R1 R11 N.O. Ener;;tes TD4 at " Unit Failure To Start" R12 N.O. Energizes TD3 R13 N.O. Energises " Start" remote status lamp Energises " Stopped" remote and local status lamps
- I RI 4 N.C.
R1 AUX RI AUX 1 N.C. Shuts off Jacket Water Pump and Heater in " AUTO" RI AUX 2 N.C. Shuts of f Prelvbe Pump and Heater in " AUTO" RI AUX 3 N.C. Arms High Temperature Lubrecating Oil Trip Alarm RI AUX 4 N.C. Arms High Temperature Bearing Trip Alarm RI AUX 5 N.O. Energises " Shutdown System Active" status lamp RI AUX 6 N.C. Provides reset power to R1 at " Unit Failure To Start"
- R2 R21 N.C. Arms Low Pressure Turbocharger Oil Left Bank alarm R22 N.C. Arms Low Pressure Turbocharger Oil Right Bank alarm R2 3 N.C. Arms Low Pressure Turboct arger Trip alarm R24 N.C. Arms Low Pressure Lubricating Oil alarm R2-5 N.C. Arms Low Pressure Lubricating Oil Trep alarm R26 N.C. Arms High Pressure Crankcase Trip alarm I
R2 AUX R2 AUX 1 N.C. Arms Low Pressure Fuel Oil Alarm R2 AUX 2 N.C. Arms High Temperature Generator Stator alarm R2 AUX 3 N.C. Arms High Temperature Jacket Warr OUT Trip alarm b R2 AUX 4 N .C. Arms Fuel Pump /Overspeed Drive Failure alarm O R2 AUX 5 N.C. Arms Governor System Trouble alarm Arms Vibtation Trip alarm R2 AUX 6 N.C. R4A R4A 1 N.C. Provides power to st' art circuit at Emergency start
- R4A 2 N.O. Provides power to start circuit at Normal start R4A 3 N.O. Provides power to start circuit af ter start valve released
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R4B R4B 1 N.C. Provides power to start circuit at Emergency start
- R4B 2 N.O. Provides power to statt circuit at Normal start R48 3 N.O. Provides power to start circuit after start valve refeased R7 R71 N.O. Provides power to R15 at alarm RB RB1 N.O. Activates " Loss of a c power" alarm
- R9 M91 N.O. Activates " Loss of d c power" alarm
- M9 2 N.O. "d c power available" customer contact R9-3 N C. "d c power available" customer contact RIO R10-1 N.C. Provides power to FuelOil Transfer Pump No. I m " AUTO"
- 7 R10 2 N.C. Provides power to Fuel Oil Transfer Pump No. 2 in " AUTO"
- R10 3 N.O. Provides power to High High Level Fuel Oil Day Tank alarm R10-4 N.C. Provides power to Fuel Oil Transfer Pump No.1 in "H AND"
- R10 5 N.C. Provides power to Fuel Oil Transfer Pump No. 2 in " HAND"
- Table.1C.4. Molays
'These contacts perform desceebed functions when relay de. energized.
O U oenv.?osetitessa 3C7
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' RELAY CONTACTS F UNCTION (WHEN ENERGl2ED)
~
. R11A R11 A 1 N O. .
l R11 A 2 N.O. R11 A 3 N.O.
"' ""'I*"*"'**"
R11 A 4 N.O. l R11 A 5 N.C. l R11 A 6 N.C. .
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R11B R1181 N.O. R11B 2 N.C. R118-3 N C. R118 4 N.O. R1185 N.O. R118 6 N.O. .
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R14 R141 N.O. R14 2 N.C. .
" ^**"* *'""8'"" '"'"*"*#*"I'*"
1 R15 R151 N O. Provides power to alarm horn on alarm
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R15-2 N.O. R15-3 N.C.
"" * ** " *"' "8 " * ' *"
R16 RIEL N.C. Activates Low Temperatu'e Lubricating OillN alarm i R1&H N.O. Activates High Temperature Lubricating Oil IN alarm R17 R17.L N.C. Activates Low Temperature Lubricating Oil OUT alarm R17 H N.O. Activates High Temperature Lubricating 0.IOUT alarm
=
R18 R18 L N.C. Activates Low Temperature Jacket Water IN alarm R18 H N.O. Activates High Temperature Jacket Water IN alarm R19 R19 L N.C. Activates Low Temperature Jacket Water OUT alarm R19 H N.O. Activates High Temperature Jacket Water OUT alarm Activates High Temperature Generator Bearing alarm R20 R20H N.C. RX/1 A RX/1 A 1 N C. Provides power to Remote Emergency Start pushbutton and LOCA
- RX/1 A 2 N.C. Provides power to Shutdown Deactivating solenoid and start circuit at Remote Emergency Start or LOCA
- RX/1 A 3 N C. Provides power to Remote Normat Manual Stas t and Blackout Start
- RX/1 A 4 N.C. Provides power to start circuit at Remote Normal Manual Stari or l Blackout Start
- RX/1 A 5 N.C.
RX/1 A 6 N.C. To Oimi Runny and "Oimi Not Runnenf mnote Nicating lighn RX/1 A 7 N.C. . RX/1 A-8 N.C. . l Tabir 3 C 4. Metoys (Contmuodi l O i *These contacts perform described functions when relay de energised. I ! osav.wooin oa 3cs I
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asaas aa .c. c...e, MAR AL oautamo.catisoamin seert y a e,rs. PART C - CONTROL SYSTEM (Continued) RELAY CONTACTS FUNCTION (WHEN ENERGlZED) RX/1B RX/181 N.C. Provides power to Remote Emergency Start pushbutton and LOCA
- RX/18 2 N.C. Provides power to Shutdown Deactivating solenoid and start circuit at Remote Emergency Start or LOCA
- RX/18 3 N.C. Provides power to Remote Normal Manual Start and Blackout Start
- g RX/18 4 N.C. Provides power to start circuit at Remote Normal Manual Start or Blackout Start
- R X/18-5 N.C. Provides power to Remote Normal and Emergency Stop pushbutton
- RX/18 6 N C. Provides power to Stop solenoid at Re. note Normal Manual Stop
- RX/1B 7 N C. Provides power to Stop solenoid at Remote Emergency Stop
- R X/18-8 N.C. Spare contacts
- RX 1/2B RX 1/201 N.C RX 1/2B 2 N.C.
RX 1/2R 3 N.O. RX 1/28 4 N.C. V ttage Adjustment Control customer contacts
- RX 1/2B-6 N.C.
RX 1/28 6 N.C. RX 1/28 7 N.C. RX.1/28 8 N O. -
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RX.2/2B RX 2/281 N.C. k RX 2/28 2 N.C. RX 2/28 3 N.C. RX 2/28 4 N.C. Governor Adjustment Control customer contacts
- RX 2/28 6 N.C.
RX 2/28 6 N C. RX 21281 N.C. RX 2/28 8 N.C. _ Table .1 C 4. Relays (Continued)
- *These contacts perform described f unctions when relay de-energited.
1 osav.teooinesee 3C9
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PART C - CONTROL SYSTEM (Continued) . LOCAL ENGINE CONTROL PANEL (See Drawing 00 500 76001). The locat engine control panel houses those control components which are not engine or remote'y mounted.or mounted on the generator control panel. Access to the panelis through hinged doors in the back and removabfp access panels on either side. A 60 point annunciator is mounted in the upper portion of the face of the pant!. Beneath this, and at eye level, are ten pressure gauges which monitor lubricating oil, turbocharger oil, fuel oil, jacket water, com-bustion air and starting air system pressures. An electronic temperature indicator with digital readout and integral linearisation and cold juncture compensation is used to monitor thermocouples inserted in the engine exhaust, lubricating oil and jacket water systems. Temperature alarm sensing is done in the lubricating oil and jacket water systems.
- a. Status lamps are provided as follows in both local and remote locations.
- 1. Shutdown System Active - lights when relay RI AUX energized.
f
- 2. Unit Available Emergency Status - lights when the following conditions have been met.
(a) Starting Air Pressure Available (b) Mode selector in NORMAL (c) DC Power Available - sufficient circuits to start . (d) Overspeed device not tripped ( (e) Generator differential protection permissive
- 3. Starting - lights when pressure switch PS 32C activated 4 Running - lights when pressure switch PS 33C activated
- 6. Ready To Load - lights when pressure switch 34C activated
- 6. Unit Tripped - lights when pressure switch PS 9C activated
- 7. Stopped - lights if relay R1 is not energind
- 8. Start (Remote location only) - lights when relay R1 energized
- b. There are two level gauges used, one to indicate fuel oil day tank level and one to indicate lubricating oil sump tank level,
- c. An engine hourmeter is provided which is responsive to relay R1. A tachometer is also included, reading the speed in rpm directly from the speed transmitter. A remote output is available from this transmitter by remoong the burden resistor and cennecting on the 4 20 M A terminals.
Note Since overspwd protection and generator f ault trippings are the only active trips during an emergency, "two out of three" logic is not used. Overspeed shutdown is inherently safeitom nuisance tripping Generator fault tripping is derived from the owner's own equipment, and the generator control panel circuitry. 3 J oenv wooineena 3 C 10
I INSTRUCTIOli o-- CoidPIIsSo'3 oivisioN 0I5 sQ m S 640 - etih AvsNUE MANUAa[, oARL ANo. CALiroANiA tes21 a framme'ica CoasP, PART C - CONTROL SYSTEM (Continued)
- d. Delaval engines are arranged so that the engine-driven fuel oil pump is driven from the free end of the overspeed drive assembly. For nuclear service, an AC booster pump is used in parallel with the engina driven pump.
If the drive f ails the operator would have no indication that there is no longer overspeed protection. An annunciator is provided which senses the loss of engine fuel pump pressure and, therefore, alerts the operator of 'nossibt'e loss of overspeed protection. AUTOMATIC SAF ETY SHUTDOWN SYSTEM (See Drawing 09 500 76001). Refer to Sheet one of the referenced drawing The shutdown system is a network of vent on fault pneumatic devices which are arranged in the various systems of 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 of f fuel. This shutdown signal is automatically vented af ter the unit has rolled to a stop, retracting the cylinder and readying the unit for a restart. Note that the sensor network is always pressurized; it is merely the shutdown signal which is inhibited in the emergency condition. Upon application of starting air, several things occur directly from the air start header. The governor oil pressure is pneumatically boosted, and the Stop/Run valve is pressure driven to the RUN position. Note that only the overspeed trip and generator fault trip remain active in the emergency condition. Shutdowns are placed in two groups, Group 1 shutdowns being those which must be "GO" in order for the engine to start, and Group ll shutdowns are those which would be in a shutdown (venting) condition until the engine is running. Lubricating oil pressure, for instance. Group ll shutdowns are locked out during engine starts for a fixed period of tirne. The Shutdown Logic Board,1 A 6147 (1) 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 still giving panel indications of an existing shutdown condition. The logic board functions as follows. (
- s. If the MAINTENANCE mode is selected (assuming that 60 psa control air is present at all points marked
( $ ), solenoid valve SOL 5 A is energized momentarily, admitting a 60 pi control air signal to the pilot of valve Pp. which shif ts to allow passage of a 60 psi signal. Valve Pa maintains its actuated position af ter the momentary pilot signal is terminated. Control air is transmitted to Port 5 of the Shutdown Logic Board where it is applied to port "A" of element NOT 6. This signal acts to inhibit the control air signal from Putt 4 from passing through NOT 6 which prevents pressuritation of Port 10 of the Board. Since Port 10 normally fills the Group I shutdown line, which must be charged prior to starting, the unit is thereby prevented from accepting a siart signal. The control air signal from valve P, is also transmitted through a shuttle valve to pressurite hne E 89. Referring to Orawing 09 695 76001, note that hne E.89 pressure actuates the pilot of a three way valve (18) causing control air to pass through a shuttle valve to line E 90,where it extends the shutdown cylinder (6),which moves the fuel racks to the "no fuel" position. Referring again to Drawing 09 500-76001, note that the control air signal f rom valve P is also directed to the pilot of vafve P ,
. venting the barring device lockout and permitting manual operation of that device, in addition, control air actuates the PS-40 and PS 23 pressure switches, thereby transmitting the MAINTENANCE mode signal to the electrical circuitry.
- b. If NORMAL mode is selected, assuming that the barring device is disengaged and locked out, solenoid valve SOL 108 is energized, venting pressure on valve P,. Port 5 of the Shutdown Logic Board vents back through the valve, and the signal at port "A" of NOT 6 is lost. The control air supply signal at Port 4 is free to pass theough NOT 6.
as well as pressuriting the "B" ports of elements MEM-15, AND 11 and AND 7. In addition, control air is transmitted t to Port 3, and to the "A" ports of elements AND 19 and AND 23. Output from element NOT 6 pressurites port "B" of MEM 13 and port "B" of AND 17 and also passes through a metering orifice (10) to pressurite port "A" of NOT 18, port "B" of AND 14 and Port 10. The Port 10 output arms the Group i shutdowns. Note that selection of NORMAL mode also vents pressure in hne E 89, tetracting the dutdown cylindet and allowing movement of the fuel tacks. In l, addition, pressure is lost at the MAINTEN ANCE mode possure switches,and the NORM AL mode signalis propagated in the electrical circuitty. l t v) I f. l i osav noomosee 3 C 11 i
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- c. A M ANUAL TEST START, initiated from either the local or remote location, whichever as in control, will cause solenoid valve SOL 3A and SOL 3B to energite momentarily, transmitting a signal to Port 12 o' the Shutdown Logic Board. The PS 32 pressure switches, which transmit the " engine running" signal to the electricil c;rr.wtry, are also activated The signal at Port 12 is transmitted through OH 4 to the "C" port of S'R 22 whu h converts the momentary signal to a constant output f rom the "C" port of MEM 13. Note that this output pressucites port "A" of AND-17 and, due to the presence of control air at the "B" purt of that element, there is an output at port "C"ot AND 17. This output pressurites port "B" of element NOT 9, causing an output from pori "C" of that element. This output pressurires Port 9, which locks out the vibiaswitch trip during a start sequence. In addition, NOT 9 output n metered through a 0 028 mch orifice and element OR 5 to feed the Group 11 shutdowns at Port 2. TN Group li senwrs are in a ventmg condition until operating pressures and temperatures are achieved, and therefore will not bt able to effect a unit trip at this time,
- d. Note that the output of AND 17 is also passed theough an orifice / check (21) and an accumulator at Por I which delay the signal for approximately 90 seconds. This delay is known as Group 11 lockout. Durmg this time the engine builds to rated speed and operating temperatures enr1 pressures. As this occurs, the Group 11 sensors close and the metered signal begins to f ell the Group li shutdown hnes. Af ter Group 11 lockout timing is completed, port "A" of NOT 9 is pressurized, termmating the output of that element, causing Port 9 to vent, which remstates vibraten protection. The delayed signal also pressurises AND 14 and OR 5, allowing Port 2 to be fed through orifice (10), the same orifice that feeds the Group 1 shutdowns. At this time the Group 11 shutdowns are fully charged and the unit is running with full shutdown protection.
- e. If an unsatisfactory condition should develop which would trip one of the sensors there will be a loss of
'. pressure at Port 2 of the Shutdown Log;c Board in the case of a Group li shutdown trip, or at Port 10 in the case of a I
/ Group 1 shutdown. Both ports follow the same vent path, af ter Port 2 vents the "B" por1 of OR 5 and the "B" port of V AND 14. Pressure is then lost at the "A" port of NOT 18. Due to the action of the metermg orifice (10), pressure is maintained at the "B" port of NOT 18 and the element conducts a signal to the "B" port 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 the "C" port of MEM 15. Smce control air is present at the "B" port of AND 11, the MEM 15 output transmits through AND 11 and pressurires Port 8. Port 8 output is conducted through a shuttle valve to ime E 89 where it entends the shutdown cylmder, cuttmg off fuel dehvery and shutting the unit down.
- f. Note that AND 11 output is also passed through an orifice / check (3) and two accumulators (181 at Port 6.
causing a timed delay. When this delay is completed, and shutdown has been accomplished, a signal es passed through AND-7 which is transmitted to the reset port (port Al of S/R 22, causing a loss of pressure at port "B" of NOT 18 which terminates the shutdown signal. Element AND 7 also transmits through OR 8 to the reset port of S'R 12 which vents Port 8, retractmg the shutdown cyhndet and readying the unit for a restart. g A shutdown due to engme overspeed is accomphthed m a ditferent manner. Refer to Orawmg 09 695 76001 which shows the unit in the shutdown state, depressurised and de energired. A 60 pse conteof air signalis preient at bne E 53 and, if the engme is running, the Stop/Run valve (13) will be in the RUN positen, blockmg the passage of control air. Control air is also fed through an orif sce (11) and,if the overspeed trip valve (101 es not trapped, pressure will build on the pilot of a three way valve (12) which shifts to prevent the passage of control air. When the overspeed ttip valve is actuated, the three way valve vents, allowing the passage of control air through the valve which actuates the sensors on isne E.20 and also entends the air shutof f cylinder thereby closmg the butterfly valve in the air mtake manifold and cutting off combustion air supply to the engine. Note that control air is also passed theough the Stop'Run valve (13) and through a shuttle valve to ime E 90 where it activates the " Unit Tripped" sensors, and also estends the shutduwn cylmder (6) which moves the fuel racks to the "No Fuel" position. The engme is stopped due to both fuel and air starvation. 1 (v/ oanvasoomeena 3 C 12
- u. - - - _- _ ~ _ _ . - - - , - -
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- h. If a normal stop signal is applied from either the local or remote location, whichever is in control, if an emergency stop is applied from the appropriate control location, or if a generator /switchgear malfenction occurs, solenoid valve SOL 128 is energized, admitting 60 psi control air to Port 11 of the Shutdown Logic Board. This signal is transmitted through OR 16 to the "C" port of S/R 12 which causes an output from port "C" of MEM 15 This output is transmitted through AND 11 to Port 8 which pressurires line E 89 and entends the shutdown cylinder, readying the unit foe a restart, a , i. Upon receipt of a maintained emergency start signal, solenoid valve SOL 6A and SOL CB will become
; energized, admitting 60 psi control air to Port 7 of the Shutdown Logic Board. This signal is transmitted through element OR 8 to the reset port of S/R 12, which vents MEM 15 AND 11 and Port 8, venting the shutdown line and allowing movement of the fuel racks. The Port 7 signal is also transmitted to the "B" ports of elements AND 19.
. AND 23 and OR 4. Since control air from supply is prewnt at the "A" ports of AND 19 and AND 23. these elements j
g transmit a signal to the "A" ports of NOT 20 and NOT 24, inhibiting those elements. The Port 7 signal at OR-4 is conducted through the Group 11 charging circuitry, and both the Group 1 and Group 11 sensors are charged. Note, however, that the normal shutdown path, which passes through elements NOT 20 and NOT 24, is inhibited. So that while the sensors fed through Port 2 and Port 10 are stillactive and continue to monitor the condition of the unit and display f ault indications on the annunciator panel, these sensors will not be able to effect a unit trip. Only the overspeed trip (described in section g. above) and the generator /switchgear malfunction trip (described in section h. above) are active durmg the emergency condition. I. i a i I osav townteena 3 C 13
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RIANUAL o'"AR L Aeso. CALiro'neet A asses a 1,aawae*us Coa'eaa, l 3 d PRE START PROCEDURE. When starting a cool engine af ter a shutdown, it is very important that the f ollowing procedure he carried r ut prior to attempting a start, and prior to placing the unit in NORMAL mode.
- a. Ensure that Three position Remote / Local / Maintenance Generator Selector Switch at the Ge.terator' Control Panel is in Maintenance position.
- b. Ensure that MAINTENANCE mode is selected at Local Engine Control Panel.
3 , c. Barring device locked out. i
- d. Open indicator cocks on all cylinder heads.
- e. Push the " Engine Roll" pushbutton on the Local Engine Control Panel, allow engine to roll at least two revolutions. then release pushbutton,
- f. Inspect all mdicator cocks. If liquid has been ejected from any of the cocks, the source must be found and the defect corrected before proceeding.
- g. Close indicator cocks.
1 PLACING UNIT IN NORMAL MOOE. The following must be performed to return the unit to the NORMAL mode from the MAINTEN ANCE mode. 6
- s. Check levels of fuel oil and lubricating oil day tanks.
- b. Select the fuel oil transfer pump to be used if the day tank requires filling Select either HAND of AUTO operation, as desired.
CAUTION ' 2::: - _ ---
' If HAND operation is selected, operator attendance is required to avoid overfilling the tank.
I
- c. Check Prelube pump and heater, Auxiliary Lubricating Oil Pump. Jacket Water keep warm pump and heater, i . Auxikary Jochet Water Pump, Fuel Oil Booster Pump, and Air Compressors 6n AUTO.
t
- d. Check a e and d c power ON.
- e. Check that Barring device is disengaged and locked out, i f. Check starting air pressure.
j g Ensure that emergency shutdown devices which require manual reset (the overspeed trip. for 6nstance) are 1 reset. i
- h. Motate mode Selector Switch at Local Control Panel to NOMMAL,
- 4. Check " Unit Available Emergency Ststus" indicator lamp ON.
v osav reestneene 42
_= INsTaucTion == s&O = BSeh AvsNV( c F.Ju r; MANUAgL oAllL ANo. CAlefonNI A setet A treasame esa compaan pd i STARTING PROCEDURES. . REMOTE NORMAL MANUAL START. To start the unit manually f rom the remote location while in the NORM AL mode, perform the following , t
- a. Ensure thet Three Position Remote / Local / Maintenance Control Selector Switch on the Generator Control Panelisin Remote position.
- b. Engage the Remote Normal Manual Start pushbutton. As soon as the engine has fired once or twice, telease l
pushbutton.
- c. If the unit's entire protective syste n is permissive, it will start come up to speed and build voltage automat-ically. A " Ready To Load" indicator light willilluminate for use in the owner's sequencing equipment.
I STATION POWER BLACKOUT START. If a Blackout signal is received from the ownet's equipment, a start signal will be automatically transmitted to the Local Engine Control Panel, and the unit will start, if its entire protective system is permissive and if the Remote / Local / Maintenance Control Selector Switch is in the Remote position. The unit will rome up to speed automaticatty, voltage will build up and a " Ready To Load" signal will be generated for use with the owner's loading controls. I REMOTE EMERGENCY LTART. O in the event of a station emergency, a maintained Remote Emergency Start signat may be applied manually from the e owner's remote control room or a Loss Of Cooling Accident signal (LOCAL may be generated by the owner's senting equipment if the unit is in the NORMAL mode, and the Three Position Control Selector Switch is in the Remote position, the unit will start, come up to speed and build voltage automatically, and all shutdowns will be disarmed, encept for overspeed and generator /switchpar malfunction. LOCAL OPERATION. Although the unit es normally operated from the remote location, a local Generator Control Panel en provided which is capabfe of performing all starting running. loading, and stopping functions. If a Locat Normal Manual Start is desired, periorm the following
- a. Ensure that Three Position Remote / Local / Maintenance Control Selector Switch on Generator Control Panet
. is in Local Positson.
- b. Ensure unit is in NORMAL mode.
- c. Engage Local Manual Normal Stert pushbutton, i
- d. If the unit's entire protective system 6s permissive, the unit will start, come up to speed and build voltar l ,
automatically. Loading operations may be performed at the Local Generator Control Panel ofwe " Ready To Load signal is received REMOTE CONTROL ROOM EVACUAT10N, in the event of a Remote Control Room evacuation, the unit may be given en emerency start signal from the Local Generstor Control Panel, in order to etfect a local emergency start in the event of such an emerrney, perform the followeng a Ensure that Three Position Remote / Local / Maintenance Control 5 elector Switch at Local Generstor Contful O Panelis en Local Position. I v) Demy tetet/ testa 43
__ -. . _ _ _ . . _ _ _ _ . . _ _ _ . _ ___ . - .m - _ m ___m I
- n l INSTRUCTION ~v At i == = ,0 3I@M S il,_. J coannesson oivissose see - ettii AVElliue aaJ w a tesmw.cs Co%aas MANUAaL oAHL A8eo. CALePoftfe.A start qD __
- b. Ensure unit is in NORMAL mode. .
7 l
- c. Place the Local Emergency Start switch at the Local Generator Control Panel in the START position.
' d. The unit will start, come up to speed and voltage, and a " Ready To Load" signal will be generated. All l protection will be disarmed, except for generator dif ferential and overspeed. Loading operations m4y tw cartifd out at i I the Local Generator Control Panel. l 8 TOPPING PROCEDURES.
, LOCAL MANUAL STOP.
It the unit is being operated m the Local Control position for any reason, the unit may be stopped by performing the j followmg
' a. Reduce the load on the diesel generator gradually to no load.
- b. At no load, trip the generator and field breakers, disconnecting the generator from its energited bus.
- c. Allow engme temperatures to cool to the desired level, and actuate the Local Normal Stop pushbutton at
; the Local Generator Control Panel.
i 0 REMOTE MANUAL STOP. if the unit is operstmg m its normal condition, with the Three Position Remote / Local / Maintenance Selector Switch I in the Remote position. and in NORMAL operstmg mode, the dieselgenerator may be stopped by performing the following I
- a. Reduce the load gradually to no load.
- b. At no load, trip the generator and field breakers, disconnectmg the generator from its energited bus.
J 6. Allow engine temperatures to cool to the desired level, and actuate the Remote Normal Manual Stop j pushbutton. EMERGENCY STOP. o I Perform one of the following operations to stop the engine in an emerpncy situation. J
!,* a Open mam circuit breaker and depress stop pushbutton in local or temote location, accordmg to Control Selector Switch position, i
i b. Actuate "Emetyncy stop" pushbutton in temete location if Generatot Selector Switch is in Memote position. 1
- c. Actuate "Emerency Stop" pushbutton at Local Generator Control Panel 6f Control Selector Switch is m l
Local position
- d. Manually place the Stop-Mun valve on the engine to Stop.
- e. Place Governor Load Limit Switch to seto load.
f f. Manually trip to ovetspeed devies g if none of the above procedutos week, the engme may be stopped by pushmg a fuel pump levet towards the engme block. Thes will #otate the thatt and out off pump delisety. Hold the levet until the engine stops i j esaw noemesse 44
\ l INSTRUCTION oravau c s-cournissoa o'~ivision 0 GlJU,Jul 3 AdP-seio - esen avs~us MANUAL oax<*~o. cau ea~ia eai y r..~.~. c.-,. ,
i y _ STARTING, STOPPING AND OPERATING PRECAUTIONS. As soon as the engine is running, all gauges should be checked for proper opsr sting pressures and temperatures as shown g in Appendix 11. Use only compressed air for starting. Substitution or compressed gasses, especially oxygen,may result in a violent explosion. I f I I I i I Demv.fJoot/teced 4$
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ft"e'."IJ.<,i,oenia MANUAL ~o. c Y . ... Ov SECTION 5 MAINTENANCE i . GENERAL. Units employed as a source of on site emergency power at nuclear power stations will esperience relatively few operating hours during the span of their normal service hfe, 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
' d::tates that there must be a' maintenance program in use which is desegned to ensure the necessary high level of reliabihty of the engine, generator and associated equipment to secomplish this.
MAINTENANCE CONCEPT. The precise number of hours a standby dieselgenerator unit wit! be operated in any given time period cannot be g known in advance. Under ideal conditions the complete enginegenerator installation will be operated only in periodic testing situations. although certain systems such as the lubricating oil and lacket water " keep warm ** circuits will be operating all the time when the unit is in standby operaton. Operating houri, 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 bawd on operating hours and/or teactor refuehng shutdown, whichever comes first. To formulate en effective schedule, certain suumptions must be made. e s. The diewigenerator will undergo periodic esercise tests, the frequency of which will be determined by g regulations issued by the U S. Nuclear Regulatory Commission and other cognisant authority.The frequency of testing is assumed to be no less than once every thirtyone days.
\
- b. The periodic esercise test will involve startmg the unit, beinging it to tated speed applying some load, running undet load for a period of time, shedding the load and shutting down. It is assumed that the test will be of a j minimum duration of two hours.
- c. The plant will be shut down on a periodic basis for refuehng of the teactor.
- d. The maintenance actions will be performed by personnel who are treined and quahteed to do this sort of g wor k.
RECORD MEEPING. s The keeping of records can greatly assist in the evefustion of engine pesformance and keeping operating personnel informed of the current tunnmg condition of the engine, Comparison of prewnt and past log sheets and charts may reveal g'adual charges in temperatutes, pressures, noise and overall performance, all indicatori of the engme's condition which can be of assistance in planning future overhaul and repair schedules. The maiority of engme peoblems are proceeded by signs and 6ndications. Petformance trendt are not easily detectible, however, unless data is recorded in a O mannet that makes these trends apparent. Charts and curves can perform this function. Etwntial to any technique which depends upon the recordmg of observations is the careful and accurate charting of data Becauw of the few operating hours esperienced by an engine 6n nucteet standby service, dets should be plotted at Irequent mtervals during thow periods of operation to obtain auf f acient data to readily reveal oporat.ng trends. The following parageaphs illustrate some of the information that can be obtained from charts and curves. O
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l I INSTRUCT 1011 ouavat ~i~iA- m3 Q COMPielESOR oivisione us - esen ave wue "d ' O M aasaaaa yve R R U R L oaat**o. catitoRNtA saart a 1, se*<a ca.eea, v __ _ _ _ _ . . _ e j
/
T omstee ss wee j# a Peeeewee f tut - D A6L V AND MONTHL V SUMM AMV g a. If lubricating oil pressure starts to f all of f but the temperature remaint constant,it would ind*cate that the bearings are starting to west to excessive clearances, that the lubricating oil pump is wearing escentively, or that the relief valve is not functioning properly. It could af 60 itxhcate encessive fuel dilution. If lubricating oil pretture starts to fall of f and the lubricating oil temperature files, et mqht indicate that the heat enchanger equipment is plugg.ng up t A sudden increase in lubricating oil temperature with an increase en the amount of vapor from the crankcase ventilation discharge may indicate some overheated internal part of the engine. A sudden increase in lubricating oil temperatures requires an immediate reduction of temoval 8 of the load of this is possible. The cause of the temperature increate must be determined and rm cortected. l O e f eMt - D Att V AND MONTHL V SUMMAMV 5 , b. If lubricating oil consumption starts to increase it could mean that the piston c61 control tings are starting to foul, et have worn sucettively, if this is the case, oil 66 being burned and thould show up 6n the enhaunt ag e hght i blue of grey smoh e. It could also mean that the intake or enhaust valve guides have worn estettively. A thitd post.bahty 66 a leak in the lubricating oil coolet This can be checked by lookeng for evidence of oil m the coobng watet. l .. 8 l . lI
> 3 TsMt - DAsty AND MoNtHLV tuMM AMV / \
( ) c. Il cranbcate vecuum starts to y towards a politive prettute if may 6ndicate that the comptettion #6ngt on the pistons have worn escesolvely. This may be checked by taking a set of comptestion tards, menveNo tn M7
1
. IllSTRUCTION - -- 0 -
co"wcassoon oeviseen ~ A-
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j IIAllllAL o"a'a t ase. c"ap'e"o'mena esses at .m. ~cre...~ l I l
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tout . ca Lv Amo woNfMLv suwwant t l d. If jocket watet tempetetute starts to f 6w 61 could mean that the lacket water toolet 65 steetmg to fout l
~
Howevet. 61 must be remembeted that the AMOT tempetetute velve starts to open five derees forenheit before the 6et ] j pomt. This means that the controlled outlet tempeteture may vmy 16o F, depending upon ambient weather conditent, g i if inlet tempeteture statto to drop,6ndicating e yeetet tempeteture dif ferentief actote the engins,6t could meen one et } , more of the followml 1 I 4 (t) Poot combustion. (2) Leeky head gothettel.
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l l 6 (38 88""'d P*"lSI' (4) Foutty wet 6ng of jacket wete sytwm. (61 Faulty wete pump. , I
; MAINTENANCE SCHEDULIS. ) The following meintenence schedules ete recommended. Ineeettien intervels ete optimum, however, opetetmg esperience must be u6ed to determine the ult 6 mete tu6tability of the tchedule. Where espetsence indictie move feestuent l 6nspection is desirable, the inepecten intervel thould be thottered. Unlew otherw6se Meted,tne followeg mtpection j *g 6ntervels se uesd.
1
- e. DAILY - Opetetions wheeh ete to be peformed on a deity bee 6s, ondesenslent of anyne opweting houts
! e , b. WE E K LY - Opeteteene which me to be pertotmed weetly, regardlew of engme operatmg heues. ! c. MONf HLY/tXERCllt TEST - Opeteteens wheth should he pettotmed each Iime the unit underones iti i pereodice enerctw test, but 6n no esse low freituently then enee e month
- d. ANNUAL /t ACH PLANT SHUf 00WN - latpectione that shoute he perfetmed on en ennuet betit, et et l plant shutdown let rosetor fefuelms The intereel mey be edlutted to meet pient thutdown tehedulet I
- e. SI ANNUAL /ALTERNAf t PLANT SHUfDOWNS - To be performed et etternete teettot refueleng I shutdowns, et b6 annuel%
i f. PlVE YE AR$ - To be por formed et the nesteet pient shutdown pweed to e five yeet inwteet i me,te. ,e sa
l l e INSTRUCTION =aai~ ~ comene soon o wie ose
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l na a mana a a see - et.a ave e.ve , gliARgAL oaaiasio. cautowa Meei a i . .. q . c ... . , [ i. 4 b.... NUCLE AR EMERGENCY STANDSY ENGINE is wee sv MAINT ENANCE SCHEDULE $.I,*.".'"*s...ni.n,i,., e . . . .i.. ee.ne .. ve.. .... ~ ,e.. . e I l 3 coMeoNtNT onoue DetSt L INGINE p set,oi st Nep:qog _ t: A B C D MAINf tNANCf ACflON t i __ f Obseewe and recotd lube 6catme oil and jacket wetet temgetetutet (Only et unit opeteting in standby mode with keep *sem pumps on) XX Drein alllow point water collectott, **Y" strainers and eit receiver tenkt 6n tietting sit lyttem. xx Check engine end sunil.ety equipment for oil, watet and fuel oilleek6 xx t
.i ensusi e.m ii we ii m.pn6 am.es. emuurii_a-Check level of tubricetmg oilin tump ten 6, governot and pedettel bear 6ng O
. ______._. t Check fuel pump recht tot freedom of movement through futilimet of travel.
Do not disconnect from piernot. XX l ChnA overetion of sit strengufetion velve end actuating cylindet. xx g ,i Turn on electrical fuel oil boostet pump for e shott time end circulele fuel g through tyttem Chece strainett far cleon fueli O . r l Clean and mNwet "Y"siteineti m itatting sit eyitem. Note. 6f fouting of itteinett l 46 tuch that more f teteuent inepecteott in 6nsfecated, shottett 6nspection 6ntervel. O i _ I l l Chech tubeteetme oil feltet preteute differentiel. O l l Inspect and clean sit felter in otett6ng est distributot, il conditions wettent. I , inspect more frequently. O l l ( Drain wetet end/or sludge ffom iubriceting oil full flow fillet. O l l I- if dif feientist preuute mdicatet. cheek steelnet teteens in fuel 06l and l e lubt 6 cat me oil pt enut e ett e net, XX .
.- _ __ _ _ - 4 Chech lubricat6ng oil for fuel dilution with e einonimeter. O j
Send lubtitetieg oil temple to laboretce y fot snelytit. XX l i Of ein lubtscetmg oil ty6 tem. Cleon temp etd titaineel, f ofill with tiew 061. O Check pH factot of jectet wetet. Cettett M noteteety M tocommended by them6 cal tweeliet. flotemmended pH il S M e 9 7ti O _ _ l m l l l 1 l l l Hi#WINI 70 $4A 1 _ _-
i j _ . . . _ _ _ . . _ . _ _ _ INSTHCT105 _~ ~ *_~ om..e.n_ FT ELL,c,"[ MANUAL o"m'a'a a'se."ca"u'to'.se4 easet m~~ . m . c ai x _. _- ._ ___ - _.. _ . .. . . . __ _ i u no NUCLE AM tMtMotNCY STAND 8Y INGINE ^ " ',3 ,, l MAINTINANCE SCHEDULE 8 7;,a',7', ,, , p,,,,,,,,,
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e e . a e .. . . .... - 8, towe0NaNT cnovo onts L INoiNr ec ac.a..el - e nt aus N_cv c.oot a ! j __ MAINf tNANCr ACTION A e c 0 t e _ 1 Memove altenete lef t side doori emi enemme inside of engme for any shnormal
; condit,ont. xx l
Check hydveulic valve lif teel foe oletetion erwi swopee erf# uttment. xx i e Memove fuelinutttw nutstn, steen, te et ami temttell. XX
- I _ _ ,
1 - ) 6 Cheth connecting todt and link eod beer eng cleetentet utmg the *0wmp" method. xx j _ -____ Check emi tetoed evenhthefi deflett ons. xx j i , i Visually entreet foundation for fWeekt en bomi between tale plates and yout. xx i g i Cheth foundelion bolti foe to#tett to#que. Motorque et notettery then tetheth t 0 cenh thef t deflections. XX j !. _ . _ -____~ r ( Chech lutwitating oillett et poet for pluyed at broken lion xx jl _. ,__ .__ __-
. Memove com enveti and cytendet head tevett inteett samt, tapfell, tellet6, [
fP tothet semt. puth todo. Hw6egt and eelve gwedet xx i t
) Desin ytvetnut eil, tieen, fluth, tetell with nevi oil, if tweetteev, repleee ytveenot desse towel no x
!; . _ . . __ x_ _ _
'y Memove tuebotheepe til. Di6estemble and eteen xx i^ Cheth cold tomtention psetturn,ines6 mum Iwing senivtes and te6e en wwletatot ! e t4td if and.catwi. temove cytendet heedt, ymd veien. Cheth eelen eewilinct. xx inteett pe*t for ynetel sendition Chet4 bothfedi and replete worn yett I l eueedieg mee mum eleconee. xx l, Memove fwel inlat.on pumet Diwu,enbee, steen, eep .t end asnett u nuestetv. xx Memove end pietet itom heet eetheapt6 and 6nte#cooleet. t semitw and steen l M neepMery. xx Chnh mein becings xx j m --
latpett inte6 e ed feltet ett distributeen plete. Chengt til en feltet, xx j _ _ _ i j meevises se H$
INSTRUCTION 0$ "c J .M imi - on, n .a.m. ov~o.vi io,, tv-
^~
n MANUAL causa'm'o", c"ator"o'.wia sea 21 a 1.. .... i . c , w., ! e PRESERVING ENGINC FOR SHIPMENT OR STORAct. The following tnittuctions are fo# preserving an ope able eng'ne foe shipment, storage or enactivating for en in tel nete period of time, , a COOLING SYSTEM AND WAf tH PUMPS - Defore shutting an eng ne down, add a wate' soluble hquid such si Tenaco Soluble Oil "C", to the watet system and circulate for about 16 minutes, then drain D>iconnect the watre line from its tource and tes; with a bhnd flange to prevent wate, teepage into the evitem Hemove engne wate, headet and make oute all water has treen temoved from around the hners Dra.n all watee hnen and when sure the system in dey, reconnect alllines and eng,ne header to form an airtight nyttem
- b. F Ut L SYSTEM - To preweve the fuet svitem, d nonnect the fuelI.ne ahead of the eng.ne fuel tranite pump and show eng ne to burn about five ganoni uf Tectyt No t,02 C before shutting down Can the fuel hne to the e eng no Dra.n all fuel eanks and nwey enodes with Tectyi No 602 C Dtain all othe fuellines
- c. LUBRICATING OIL f,VSTEM - Unng an aunihary lutnicating oil purop, circulate a misture of 60%
lubricating oil and 60% Tectyl No LO2 C, then drain if the tuebocharget has a separate lubricating a,e system. cir-cutate s ?,0 50 tvustute of lubncating cit erst Tectyi No t'02 C, then dea'n. e d CH ANKCA$t, CAM GALLERY, CYLINDtM HE ADS AND FUtL INJCCTION PUMPS - Remove camshaf t coveri and speav camt, taptett, etc with 100% Testyt No t,02 C and replace cam cuves Hemove eranh case doo's and uway 100% Tectyl No 602 C all over the inode of the crankcase then replace coveet Memove cyhndet L head covvi and etway 100% Tectyl No t,02 C on tocher semi, etc. nemove fuel inietten pumps and unay f 00 g Tectyl No 602 C down on the tappet parta est up on the fuel pump cup (pluryt followed then reassemb'e For all non twinted patti, such si the fuel each thef t on the outode of the eng ne, Tectyt No. 602 C un t>e spearmf on if ( } (' gwotection 6e required for only a short time, that 6e two or three montha Be sure the esswsted parts are cleaned and d'yed before unesving This mahen a good test for such paeto as beim joints Fuelpump #acht requ re a httie gerate on the ede of the pump body Io twevent the comieund from entot66g the pump texjy and stiching the pump tachi l e GOVE HNON - Tbe eng.no yveenot lutwiuting oil thould be d'ained arut tofilled with new oil
- f. OPENING - Air 6ntebe and eehaust openings to the engine thouU be tested with gehett and bbnd flanges of the metat tys* All other such oranings to the eng ne should also be wa%1 with gathets and blind flanget g SHIPPING AND STOM AGt - in addition to the above initeurtions, the eng no muit be stoemt m a build.ng out of the weathe elements Whde in shipment the engine must be twetected by a ta'paulin o' boned when
.%pioid o,v wai
$PtCIFICAfl0N FOM PH0f tCTIVE MAf tHlALS MAf tMIAL MANUF ACTUMt Tectvt No 602 C Valvohew Oif Company F e eedom, Penne ytvanes Soluble Oil"C ' - Use 3 to 6% Teeaw,Inc.
m6stuve en the toohng wate# f soavm to GS
m InsinucTiou - - - - 0 6 - consema s.oon oeviesase ens-en. Avee.ve Q MA uAL oAmt Asso, Catitonesia seN1
- A teensme 46 ce*saa O
- PMtStMVATION EOUlpMENT. In the foregoing instructions it is recognited that many times it is necellery to apply protective materials under difficult feeld conditions A common peint brush may be used for applying preservative to accettible parth, and a hand operated pump sprayer with a pointed discherge nottle of the type commonly used to spray insecticidet may be used for inaccettible points. If desired, a small oil pump may be tigged with a motor drive to make a convenient mechanical preslute optey unit. Shop comptMtot sit imot usually certy too much moisture to be late for this purgone, and thould not be used. TOMOVE WRENCH TlOHTENING PMoctDUMES AND VALuf t. Torque figures given in this manuel see bued on the une of a thread lubricant composed of equal parts by volume of engine lubricating oil and Dinon Number 2 powdered medium fleke yephite, of equel. They do not apply to dey I threads, or to ehteeds lubricated with " Super Lubricants". Dry thread torque readings can be el much at 60 percent bn ettor, l i PMOctDUMt. i
; e. Lubricate threads with oil and yephite mistute and tighten nuts hand tyht.
- b. Tighten all nutt by enugging the first nut, then moving to the one farthest removed and continumg m a crittetosi pattern until all nutt are taug P
- c. Unless otherwiw spec 6fiert, apply 20 percent of the required torque to each nut in the teme sequence et i
descrebed shove, then repeat procedute for 90,30,90, and 100 percent of the preactobed totque value.
- d. Active nute which are loc 6ed with sotter pmt must be brought to the specified torque value before
; ettemptmg to aben the cettet holet. If the settet pio hole in the bolt it halfway between the t iott 6n the nut or beyond, the nut should be tightened to mehe ebenment. If the cetter pin hole in the bolt 64 short of the half *ey pomt the nut may in bec6ed off to the nestett point where it will eben.
10MOut VALUtt. l' See Appetsfia IV for torque wench values to be used when torquing the vet 6out eng no poets.
!. PMt STMillt0 87U08.
I Cylindet heed stude end mein bestmg eso stude on Model MV enginet see pre attested when installed tether then totqued with a wench beceute of theit life,losetion and high torque requ6rements, This it accomphthed by litetcheng the stude with a hydeeuht tool, then tetemme the stud nut 6. When the tool 65 temoved a pro determined ettest rememt 7 la the stud Fof this type opph44160n pro strettirig ONett cetteen adventeget. i : e, Lett phylieel eMotf it required.
- b. It is estet to seesmplish in esefined stees.
4 f J Dvitel se 56
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l r INST RUCTION DELAVAL ENGINE AND D' MANUALFOR COMPRESSOR DIVISION [ f f i ENTERPRISE 550-85TH AVENUE % ENGINES OAKLAND. CALIF 9462t bd uid O 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 apphcable, bolt sites are shown in parentheUs. Torque item ft th kg m NUT, Foundation Bott (heat treated steel') . . . . ..... . . . . 3800 . 525 6 NUT. Main Bearing Cap Stud (1 %")* * . . .. .. . . . . . . 3000 415 NUT. Base to Crankcase Thru Dolt . . . . .. . . . . . . 7000 . . 968 CAPSCREW, Crankcase to Base (1") . . . . . . ........ 285 . . 39 4 NUT, Cylinder Block to Crank case Thru Dolt (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. Cyhnder Head Stud (2 8NC)* * . . . . . .. . . 3300 . . 456 4 NUT, Spark Plug Tube Retainer . . . . . . . . . . Minimum 60 . 8 29 Manimum 65 . . 8.98 NUT, Fuel lnjectiun Norsle Retainer . . . .. . . . . Minimum 75 . . 10.37 Maximum 80 . . 11 NU T, Fuel Pump Stud . . . . . . . . .. . . . . . . 80 . . 11 CAPSCREW. Fuel Pump 8ase (Allen) . . . . . .... . 120 . 16 6 NUT, Camshaf t 0 earing Cap Stud . . . . . . ... . . . . 200 . 27.6 CAPSCREW,ldier Gear Mount 0 racket . . . . .... . . 120 . 16 6 NUT, Flywheel Dolt . . . . . . . . . . ......... . 4500 . 622.3 NUT. Crank shaf t Counter Weight (13" Crank pin) . ... . . . . 24b0 . . 338.7 CAPSCREW, Rocker Shaft . . . . . . .. . . . 365 . 50 5 UAP5 CREW, Sub Cover to Cylinder Head . . . .... .... 120 . . 16 6 Camshaf t Gear Retainer Nut . . . . . . . . .. .. . . . 1800 . . 2489
' Heat trasted bolts are identified by the figure "4" stamped on and of bolt.
Not applicable if pre stressing method is used d
av T4 85 in si am f
DELAVAL ENGINE AND 1 <. INSTRUCTION MANUALFOR COMPRESSOR DIVISION .-f ENTERPRISE 55M5TH AVENUE ar., f g ENGINES OAKLAND. C ALIF. 94621 I 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. Bolt Site & Torove No. Threads (f t Ib) (Ka rn) 3/8-16 . . . . 12 1 66 3/8-24 . 15 2.08 1/2-13 . . . . . . . 30 4.15 1/2-20 . . . . 35 4.74 5/8-11 . . . . . . . . . . . . 60 8.29 5'8-18 . . . . 70 9 68 3/4-10 . . . . . . 100 . 13.83 3/4-16 . . . . . 115 15.90 7/8-9 . . . . . . 160 22.13 7/8 -14 . . . . . .180 . 24.80 1-8 . . . . 245 . 33.78 1-14 . . . 290 . 40.11 11/8-7 . . . . 335 . 46 33 11/8-8 . . . . 355 . 48 00 1 1/8-12 . . . . . . . .395 . 54.53 11/4-7 . . . . . . .. .480 . 66.38 11/4-8 . . . . . . . . 500 69.15 1 1/4-12 . . . . . . .550 76 07 13/8-6 . . . . . . . . .620 85.75 13/8-8 . . . . . . . . .680 . . 94.04 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 a,av ra 85A
1 1 1 a INSTRUCTION omvauN=Ni No coMPRISSoR DIVISION - 650 85th AVENUE MANUAgL OAKLAND. CALIFORNIA e4e21 A fransamenta Company l'
\v)) ' SECTION 6 ' DISASSEMBLY, INSPECTION AND REPAIR 6
6 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 e 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. I RIGHT e ANK
' ~ ""
LH FR m , FLYWHttLINDI 8 E~ : :
! p p _ .)
f ' '.".I L LE FT B ANK O GEARCASE END(FRONT) FLywHtEL E ND QRt ARI C Figure 6 A 1. Engine Rotation and Cylinder Designation ASSEMBLY OF PARTS. g 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 g from which they were removed. This applies principally to cylinder liners, 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. e USE OF ASSEMBLY DRAWINGS. Reference may be made to the assembly drawings in the Part Manus / to assist in the disassemtdy and assembly of various engine components. I Note Do not use the part nurrbers on these drswings for ordering replacement parts. The Parts Manual should af ways be used for this purpose. A v aviavi.7s 6A1 ,
I l 4 i INSTRUCTION ouava's o a j coMPRsteonsvlSeoeso'as - Q - o'" nut A=o, cau" cone.ia seami i MANUAL a t,.... ,,o c .,,,, 1 1 ia PART A - GENERAL (Continued) ! l i e SPECI AL TOOLS.
, Refer to the 590 Group Parts List in the Parts Manual for a listing of the special maintenance tools and equipment ; furnished with the engine.
{ l CLEANLINESS. i , j Care must be exercised to keep dirt, grit or other debris from entering any of the lubricating oil or cooling water , i system as well as from the bearing surf aces of pistons, shaf ts, etc. l,
, TOROUING.
j Make reference to Section 5 for the correct method of torquing nuts and bolts, and to Appendix V for thespecified jl torque values. f 8 I
; , I a
f I 1 l 4 l
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1 1
;e i
Is I 1
!* i I
1 1 f 1 I i l l - i j i esu 6A2
- --.- .. .- - - . . _ . _ _ : == : - . - . - . . . . - - - . _ - -.- - - -
= : : -- -- -------- - - - - - - - - - - - - - - - - - -- -
INSTRUCTION DELAVAL ENGINE AND MANUALFOR ENTERPRISE COMPRESSOR DIVISION
$50 85TH AVENUE g f f ENGINES OAKLAND. CALIE 9462',
8 PART B - CYLINDER HEADS AND VALVES (Continued) I VALVES. l . 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. The intake { valves on dual fuel engines also serve as gas admission valves and are so constructed that an enlarged portion of the I valve stem fits into the lower portion of the valve guide to form a gas admission valve. At the proper point of the intake valve opening stroke, gas is admitted through ports in the valve guide to mix with the intake airstream. ) l6 VALVE SPRING REPLACEMENT (Cylinder Head Not Removed). ]' Valve springs may be replaced without remov-ing the cylinder head from the block. Remove q* II rocker arms assemblies then bar engine over , I until piston of cylinder being worked on is at 2 I
- I top dead center. Attach valve spring removal .
4 - tool to the two fuel injector studs as shown in *
.1 ..
}' Figure 6 B 2. Make sure the nuts are rundown O <
^
[ , !I far enough on the studs to hold securely. Tight-
,[ p ,
en nut on cross arm, making sure the cross arm g . t is not bearing on the top of the wedges. Tighten ., a nut until valve springs are compressed. Lif t the l valve by its stem and remove the two keepers
^ ~
48 j O from each valve. Back off on compression nut on tool, then remove tool from cylinder head. Springs may be lif ted off valve stems. Spring N ja g i installation is the reverse of removal. D / v figure 6-82 Valve Spring Removal Tool l 1
* ~ ~ "
l ' ', E "~[9,,U.7 0 ,5 VALVE REMOVAL FROM CYLINDER HE AD. , With cylinder head removed from engine, install a6
-f*' j. [
valve spring removal tool as shown above, and f *
/[ * ,
remove valve springs. Remove valves from com-l' r ; bustion side of cylinder head. i )
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l l INSTRUCTION DELAVAL ENGINE AND ' MANUALFOR COMPRESSOR DIVISION
$50-85TH AVENUE ;: '*
( ENTERPRISE . ! ENGINES OAKLAND. CALIE 9a62t <7
' PART B -CYLINDER HEADS AND VALVES
' CYLINDER HEAD REMOVAL.
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 l may be replaced with the cylinder head installed on the engine provided the piston is at top dead center to prevent the valves from falling into the cylinder. To remove a cylinder head from the engine, proceed as follows.
- a. Drain jacket water from engine.
l
- b. Remove cylinder head cover. ,
^+
l3 i c. Remove air jumpers. [.,
- d. Disconnect exhaust and intake air mani- j-j, i' . .
folds.
%U
' e. Disconnect fuel injection lines and nonle .h l drain fittings. u 7 ! J, t f. Remove rocker assemblies end push rods. J . ( Remove hydraulic valve lif tersif engine is so equipped. <
.' s i
' l
- g. Remove fuel injection nonles and holder ' r, -
, assemblies. 'I h. Remove cylinder head sub-cover.
l Attach lif ting fixture to the fuel injection N.
;g 1.
i, studs as shown in Figure 6-B 1. Attach an overhead # hoist to the hfting ring of the fixture, , ,
~
j ,s.
- j. Remove cylinder head stud nuts and .
L. 4. - [, ' .- washers. Figure 6 81. Cylonder Head iIfting Flu ture
- 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. I ! INSPECTION. 1 1 Clean inside of combustion chamber. Bar engine over until piston is at bottom dead renter and clean and inspect upswr l portion of cylinder bore. Clean gasket surfaces of engine block and cylinder head. livmove intake and exhaust valves. Reface and reseat as necessary, following the procedures outlined in subsequent paragraphs. I I 7 i.,
! mvlavl.va 6B1
__- __-_:_a_'________
- _ - _ _ - _ _ - - _ . :~_'__-_.--. .__- --
INSTRUCTION DELAVAL ENGINE AND e. MANUALFOR COMPRESSOR DIVISION P ENTERPRISE 550 85TH AVENUE , s.' 3 ENGINES OAKLAND. C ALIF. 94621 1 D l PART B - CYLINDER HEADS AND VALVES (Continued) l I* VALVE INSPECTION AND RECONDITIONING. i . 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 operati m unless there is an indication of blowby, in wtuch case the valves should be rescated Valves may be re faced on a standard valve re facing machine, or on an ordinary lathe. The scating should be enactly 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 wheel es used, e the wheel should be dressed for exact trueness before the final grinding cut is taken. Remove just enoughmaterial to eliminate pits and to make the seat run exactly true with the stem, if the valve guide is worn, a new guuta should tw l . installed before te f acing valve seats. Re seat head with a valve grinder. If a grander es not available, use a 45 degr ar s j hand teamer. Face just enough for trueness and removal of pits. Limit width of viive seat to 10'32 I 1/64 inch
'8 (1.51 1 0 04 cm) with a 45 degree tool if the engine is equipped with valve totators, the rotatars must be replaced whenever the valves are serviced, i
CYLINDER HEAD INSTALLATION. Use new seals when the cylinder head is installed on the engine block, Make sure all areas are clean and free of dirt or other f oreign matter,
- a. Attach lif ting finture to cylinder head .
and hoist head in place over cylinder head studs.
., N r= e d \
- b. Caref ully lower head into place, taking 'f
- care not to damage stud threads or seals.
1 j c. Luhricate cylinder head studs and nut threads with a 50 50 mixture of graphite and lu. hI g j (
! bricating oil. Assemble washers and nuts on studs 4 lk .,
I and run down on the threads. '1 i . I 6
- d. Tighten nuts in increments, and in a M' ,
crits-cross pattern, following the sequence shown
,' in figure 6 D 4. Torque to the specified torque '
value. This procedure will pull the head down I* , I evenly, # / I { j h utpont l he A - ;M figure G W4 Tightening Sequence for Cyhnder Hest Stud Nots I I l l l 2 t. E
=
I n avimavi n 003
INSTRUCTION DELAVAL ENGINE AND A ,. M ANUAL F OR COMPHE SSOR DiviblON Frt St '[,' f f ENTERPRISE SSG85TH Av[NUE ; E E
,q ENGINES OAKL AND. C ALIF 94621 ? 4 /"y (/
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'O I PART B - CYLINDER HEADS AND VALVES (Continued) 8 HYDRAULIC VALVE LIFTERS.
e ll the engine is equipped with hydrauhc valve hf ters. the hf ters are installed in laith the euhaust and intake valve e rocker arms, between the adiusting tetew and the swivel pad. Preuute oil from the engine lubriutirv; oil system is supphed to the hf tets by means of drilled pan.Nes m the tocher arms. When the cam follower rollern are on the base twcle (of f the lohet) the plurwjer in the valve hf ter assembly
'N [ k et entended by a combination of enternal oil pressure and plunger spring force. At the valve 15 hfled from its trat by Ngr " - '
, s. the rocher arm, the valve hf ter plurujer as forced into its 1 ,
' barrel, increasing the spring force and slightly increasitwj g 's the internal oil pressure. This causes the hf ter check valve to close and trap the oilin the pressure chamber. When the A
cam follower toller retuent to the base circle, force on the t , u, valve hf ter plurger 66 redoced, internal oil pressure and
\ , Ir h
, % ;.,,- toting force entend the plurger, the check valve comes off j . an>= its seat stuj oil flows into the pretture chamber to replace b t
/
, any that was tott when the plurger was depreued
~
ll e' s N ,\ /, ,u VALVE LIF TEli MAINTENANCE.
> s r q)/- lhe valve gear thould requite httle maintenance ur der
,m
, O' ,mrm.i operai nu mtwsii.ons. smce bydrauhc hfiern com pensate for small arrulunts of wear in the valve mnhanism, (V) < s
,.n...,u.... ," it is not ner.euary to mas valve ediuttments as of ten as
#l',*eU..m. / would t>e necentary with tohd valve littert. If runne thould C '.'.",,')Y e n . Il develop 6n the valves it it usually due to one of the follow e' Y.Tl ing teatons.
L ::: " "'l.' ?.'".. m e d [iN8 a insufficient od supply to hf ters. l Frgurr 6 8 5 Hydrauhc Valve ldter t> Air or air bubbles in the hf tet me hanism. 6 C. Incorrect erf luttment screw settervj e d. Ditt in the hf ter mer.hanism.
- e. Lacquer or varnish depositt in the valve hf ter tnnhanism due to the lubricating oil corwhtW)nt it it not nnestary to remove the hf tert from the tother arm suembhes to ( etfutm a toutine adsustment. Whert such an arfl uttment it to be marfe, omit the followiry two paragraphs erwl protecel directly to the paragraph on adiuttment LIFitil ItEMOVAL AND DISAS$tMilLY.
If at is nnettary to remove the hf tets from the tother samt for irispection andlot cleamtvJ, or when instalhng new hfter mnhanisms, the following pror.erfute thould be followed a Remove the adsutting nr.tews and pull valve hf ter ettembhet from cavity in twivel ved with a m.eJoetic pick up tool. Ox ( l x / v emvlo/HLI to O ll-4
INSTRUCTION DELAVAL ENGINE AND
- MANUALFOR ENTERPRISE COMPRESSOR DIVISION 550 8:,TH AVENUE l'
6 3 f f
, ENGINES OAKLAND CALIF. 94621 o l
V) .. .. . . . . . . 9 PART B - CYLINDER HEADS AND VALVES (Continued)
- b. Intert a sof t wire in one of the plunger fill holes then niide the plunger out of the barret, taking care not to let the ball check valve and the valve retainer drop. flemove the spring from the barrel cavity and wash all iteint in kerosene. Use lacquer thmner to remove lacquer and varnish deposits caused by lubricating oil conditions. Do not use grinding compound or a hard tool to clean the barrel or plunger at this may scratch the surf net which Me built to close tolerances. Wipe all parts with a clean, lint free tag.
t c. The condition of the unit may be best determined by performing a leakdown test. 56erifications for a new umt require that, with the unit completely assembled and filled with kerosene, the plunger thould travel 0.125 inch m e one and one half to three seconds when subjected to a 50 pound load. Plungers are not mterchangeable in the tweel e the units are factory attembled for a specific leakdown rate. 6 AS$[MDLY AND INSTALLATION OF bFTEftS.
' AttemtWe lif ters in the reverse order of ditattembly, insure that all parts are clean, free of dat or other foreign matter, and do not stick of band. Fall and purge the attembled umt then installin the engine at follows:
I a. Hold the check valve off its seat by inserting a sof t wife about 3/8 inch into one of the fill holes, then submerge the umt in clean SAE 10 or SAC 20 grade oil. Push in and release the plunger repeatedly until air is no longer espelled from the attembly. This will purge the umt of air and fill at with oil.
- b. Remove the wire from the fill hole and remove the attembly from the oil. The plunger thould entend 1/8
,[ h inch froni the barrel and thould not comptent when pushed m by hand.
l (! With the rocher arms completely attembled and installed on the cyhnder escept for the hydrauhc valve c. hf ter attembbet aad adjusting screwt (the twivel pad attembly it held in the rocker arm by a roll pm), fill the cavity of the twivel pad with clean oil. [ d. Intert the valve lif ter into the twivel pad cav'ty. The rocker atm must be kept in a rwar horisontal poution af ter the hf.e has been inserted to keep the hf ter submerged irt oil install the adiutting screw and tm b nuti ADJUSTMENT 4 Af ter the lif ters have been installed, or if a periodic adjustment is to be trwie, har the eng.no over to puutiun he cyhnder being worked on at top dead center on the compression stroke and adjust hflert by one of the following methods. The first method (Method "A") 6nvolves advancing the adjusting screw until it just contacts the hf ter, but does not comprest it, then advanc6ng the screw one additional turn. The alternate method (Method "ll") et in com pletely collapte the hf ter, then back off one full turn from the point where the valve just tests. f ather method. if
' properly done, will accomphth the name thing it must be bept in mind, however, that cold od willincrece the time requited for the hf ter to leak down to complete collapse when using the letter method, I
- a. ME T H00 "A".
(1) Hold the rocker attembhet tight against the pushrods to remove all play, then advante ad i utting screw by hand until the end of the screw just contacts the lif ter under it, taking up all the glac k 6n the valve opetaling gear, Make lure the twivet pad tests squarely on the vatve item. Due to variatloot in threadi, the feet of turmny the adi utting screw 64 hot tensitive enough to make art accurate deterrninatlori s. to wher) all glack hat tren eemoved, there fore, the feel for taking up the lle(k has to be on the pushrod or trt,tt (mtermediate) tod and the twivel pad onthe g adjusting screw, Ldt each tw6 vel pad by hand to make sure that all clearance 64 removed lietween the twivel pad and
; i the valve stem.
e s v t. A l 005 o m'avlD*l.l f t
91' INSTRUCTION DELAVAL ENGINE AND M ANUAL FOR COMPRESSOR DMSION f fj f ENTERPRISE 550 85TH AVENUE l" ENGINES OAKLAND. C ALIF. 94621 PART B - CYLINDER HEADS AND VALVES (Continued) r (2) Turn the adjusting screw one full turn (0 070 inch) with a wrench and tighten the locknut. This will locate the lif ter plunger near the middle of its 1/0 inch travel,
- b. METHOD "D".
(1) Advance adjusting sciew with a wrench until the valve begins to hf t of f its seat,then elvance adenting 8 screw at least two additional turns. 8 (2) Wait approuimately ten seconds (longer if oil it cold) then back of f on adjusting screw until valve tests. The point at which the valve teats may tw easily felt by the reduced torque required to turn the screw (3) Note the polition of the wrench at the point where the valve just tests, then advarge screw at feast i one half turn. 8 (4) Back out adposting screw until valve just tests, if the position of the wrench 18 the name at (3) above, I the lif ter it fully collapsed, if not, repeat procedure until the position of the wrench in the same each time the valve te sts. (5) Back out ad i usting screw one full turn from position where valve tested then tighten lotlinut.
- c. Swivel padt thould now to free to tw rotated by hand. If they cannot im rotated, the avf utting t screw h.n collapsed the lif ter to the end of its 1/8 inch travel and the valve has teen blted of f its teat.
- d. Swivel pad clearance thould tw tuch that the pad cannot be rwhetf on top of its valve stem, if the twivel pad can to rocked it meant that the hf ter is either fully entended and not at the rmd po.nt of 6tt travvt, or that it hu not been completely purged of air. This may tw due to an improper adjustment caused by burrs or d.rI on the etpnting screw threads, or taceute of encomplete pu'0'ng of air from the attembly, f
i 0 i l w m i ,. ooo
--i--1_ _ _ ----- -- - - - - - - - - - -
INSTHCTION = A= t =l= COesent teon ofwesoff Q A = MANUAL o'"oa t48so',"C Au"to'nesis seest a t,euae u Ceepen i e PART C - PISTONS AND RODS GENERAL. -e Pistons and trie6e attahed i3ds may tw temoved from the engine by hiting them straight out of the cylit*ler lir*ers.
's To prepare the engine tot pit on temovel, temove the cyhnder heads and the engene side doors ediacent to the pistons
,e and tods to be pulled. If, however, it is only desired in temove of inspect the connectit g rod bearings, the cylindet heads need not be removed. Follow the ptocedure in the nett peregraph,
'hN,(v. e -
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f .g . 6
- i
', l i
1, 1*iin
- q Q a
Qv. ? :
\
< (
;, 1 Pitf 0N a Pit tDN pin gx
,,,4 g g
/ /. g
-1 >
3 LINM NOD s N i' e Matte M M00 y' , ,
/>
y . si 0, l3 i,
.e LiNM.MO.D ux .i ROLT S*
. i
, 7 LiNn m p .h g
{ ge e
.oc..
L .o.iNo o .o.e ,t s. toeDOL m eit.T - a, - ,
\ '
le Ops AmiNn tHe L L Me t AINE M MtNG /* a la Lows es est Amino tHELL e \ "** ,4' I s II
' " ' ~
I$ (SONsc ENosiot ook7 le Loc M we nt 9 - h d ei t i l j *' le uret M se AmeNG eHeLL go naAniNosHa6L uonet \ / il 7 cons M ein si e, g, ,; ,g flgrure 6 C l. hstone and Connecting Moth j CONNECilNG MOD Bt AMINC SHtLL MEPLActMENT,
], With engine side door covets ediscent to the leet 6ng to be replaced removed, proceed at follows.
Il e. Looten all connect 6ng rod telts thghtly, but do tiot remove, <g b. Bloth tranhthef t to prevent furthet movement,
- t. Install connecting rod leddle enti plate on metter tod tide of engine. Adjust jechirig ettew to hold metter
,e fod in pine apettist tranh pin,
- d. Attuh cheln puffer brothet to 66de of trenh4 \ ,
I eme, then ettKh ths66 pullef.
\ \ gge g
- e. Attach theint to eeth end of lieh p6n with 'g ,t" <**
copletown. Attoch doen pullet to thesn end tehe up tieth \g j
' .) j . '[
M necettety to hold the link tod fermly ageentt the erenh. , j[ pen. g( \\ sT '4 i wtGeGG , ,h ' 8: f, PlMe e pieton heidet 64840'ef fing In the l#euef SY \e 4 '
*' s.
$ntl of eeth tylindef linet, then Intfall t w0 )eeh 6tt) M4efft i I
- 4, g ,
, 3 wiet in enn eyhnde, kn* end esita en pe=e to eete+n t o-the spetet fings.
== ,j
, es i.) 4' t ].
) e. Adiutt feeh6ae #6ae ow*mWW lateine tuews t, tit,, t,.e. ,,n. .t 6,,u. -t t..et .f ,tett.n. ,,ue.
===.=
it 6n 64** 6n the l+ ret, #4pire a C A JIowiny #syWeenset feint Anaisement l av re SCl , ___________ -_ _ _
, insTascTies ot~,6o.- ,D 6 .
t aaguaa to w nee.so ens-e. o.v.e.o= ave =ue Regygg, 04Mt A40, CALiPoelseA seNs a l'easeme*44 Ca*#4*v 1 PART C - PISTONS AND HODS (Continued)
- h. Memove sin tetts which attah lenk est ten to metter tml, Slack off them puller to allow link tod tan to temg cleet of tweemg shell. Adjust lothing f 6ng enomtdy lacking screw at necettery to peevent hmding. . j
! 6. Back off on connectmg tod leddle lerk6ng setow until mettet emt is clear of crenhpm. i
- j. Suppott lower twee6ng shell by hand amt remove lock 6ng cl6pt. then remove teth tweemg shellt. i i
- k. Inspect clean and replace twering shells twfore working on any other teetmet. Only oeie set et a tmw !
I thould tw temoved. j l
- 1. lottall tweting thelle and lock 6n place with thpt. i
] I
- m. Ute connecting fod seddie leching setow to position mettet tod firmly seeinst testing shell. Lothing tmg
) ettemtdy stui jacking t(town may be used to ediust vett6(el position of tod. It may tw necettefy to totets the testing , I theilt thghtly to help with dowel engagement. ' Teghten the6n pullet and guide link tod les 6nto engagement with the crenhpm emt the tettsted joint of i n. f j the metter tod. } '
- o. Imtell connecting rod telti and Iorque to the value spec 6fied in Appenefia IV.
j 1 i p. Memove all tools amt tdoth 6ng from engme. l6
! LINK MOO AND Pitf 0N MEMOVAL.
With the cylendet heeds temoved and the engine side doort removed, het engerie over until metter rod piston in et top deed tenter, then tdoch eterihthef t to prevent furthef movement. Melet to fegute 6 C 3 for Imtellation of the Heclel l i toolt that eve required for p6tton end fod removel. I e Atleth pitton pult6ng tool to l'te c#own of ;
the 16nk tod petton. ,
I l b. Ptete e piece of one half lath plywoort vettl e .I I g. . /, a ) telly on 6cmet side of outet cylemlet heed studt to pre- , vent pitton from et#meng into conteet with Stutit. 5 I {Jg , g
\k l
i I g. luttend a nne ton cepetity the6nfall from h y\ ,* L 7 . .) " j.9 plant etenh hoch and etteth hook to 66de left6ng hole k F t r 1 n of ,uii.,,g t of. E'\
\ \ g/N r
- d. Atteth the6n pullet hese6et and them pullet 3 l
io mette, ,.d 6 4e .f e,e,* eets. ,,,,, me h 7 y,[g[ . t 4 e. im,,1 eetm.c,mg f t e mete 4. ,( ; feestet ted tHis of eten6tene. Adhett to held fed enug age net eten6ehett. , MMK'e'_/(.(4k).IE
. .,,,,,, Q'
_e 1
- f. Atlerh e ehem to somh end et 16nh p66 wHh A)
(V esmtreet sad eenneet other enset to ehem puolet ensi tehe up eli eleeti in she66. hpere d CJ fee 4 /nefoMest for .L.:q Aeders emtlied Med av pe SC2
~ , . _ . . . _
oELAVAL ENolNE AND CoasPREsSoR DtVisioN - 660 - e6th AVENUE MANUAgL OAKLAND. CALIFORNIA 94a21 A Traatamenca Compa9y S G 9 PART C - PISTONS AND RODS (Continued)
- g. Remove six bolts (see figure 6-C-1) which hola link rod box to master rod then slack off on chain puller, allowing link rod box to swing clear of crankpin. .
- h. Use chain puller as necessary to position connecting rod while clearing box from crankshaft. Ad- ,
just until link rod is in line with the axis of the cylinder . j liner.
. e
- i. Coat walls of cylinder liner with clean lubri- ,/
cating oil then place a piece of 3/32 inch compressed , , h $#
't I asbestos ga*ket material between link rod box and liner [
wall to prevent box from scoring liner wall. Coat side of *. gasket material which contacts liner wall with clean g\J
/ 7m f
y, y+\
\, ,,i q,r' lubricating oil.
j, / e x p q [x i J. Carefully hoist piston and rod out of liner \ ,. s ~ f" "" j 4 with I ton chainfall taking care not to allow piston to \( ( , Wy bind in liner (see figure 6-C-4). ! sou . m - ' 1{A ' .1 ' Y ,
- k. When bottom end of connecting rod box is , _J ,
j clear of liner, move piston and rod clear of engine and f
\
lower to floor or a suitable stand. Figure 6-C-4. Lifring Piston and Link Rod From Cylinder Liner. PISTON AND MASTER ROD REMOVAL. Attach special tools as shown in figure 6-C 5 and take
. up slack with chain puller to hold master rod in place against the crankshaft. I lp avesse
- i. 4,
- e. Loosen connecting rod saddle assembly then ,,,
e
?f
- i. slack off on chain puller until master rod swings clear , '; J , elh
- of crankshaft and is in line with the cylinder liner bore, b it may be necessary to adjust the position of the piston g
\
g'\ 1
,j
'/ ,/
and rod with the chainf all. i \ '* 5 ,/ t / ma nce i W l, \\
.s l
'l c,,
- b. Rotate crankshaft approximately 30 past **
w ~h! '! v m top center, away from master rod to permit rod to clear s"sJUE& in s[b . j' ) { crankshaf t journal, ,;
\q m_ .s y h. .o==ausa
- c. Pull piston and rod in the same manner as piston ar'd link rod were pulled (see figure 6 C-6).
Figure 6 C 5. Tools Installed for Piston and Master Rod Removal. f h g I ' ( s ,M m v.74 , s 6-C-3 '
; ; 7.. - -... g - . . . . -
Of LAViL ENGINE ANo CoMPpFSsOR olVisioN 2 i
%0 - 85th AVENuf A TransameMa Company ANUAa( oAxLANo. CALIFORNIA e4821 N
/N l
V) ' PART C - PISTONS AND RODS (Continut:d) i REMOVAL OF A SE12ED STUD. ' When it is evident that a bolt has seized in the cdnnecting ' rod box, do not attempt to force it. The following pro-g cedure is recommended for the removal of a seized con-go. m __ M necting rod bolt. O' - necting rod at its closest point to the engine side door and block the crankshaf t to prevent movement. , n,,,,, ,
- b. Leave at least one good bolt in position to
, hold the master rod and connecting rod box together j while the seized bolt is being removed. 8 j' c. Form a shield of asbestos gasket material around the master rod to catch molten metal and slag
'b i and prevent it from falling into the engine base.
~
- 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.
O Figure 6-C-6. Lifting Master Rod and Piston 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.
I
- g. Install the tools and fixtures necessary to remove the link rod and piston.
3
- h. Remove the remaining bolts and carefully disengage the link rod 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 cylinder liner.
e
- 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.
- j. Clean the debris from the area then remove the link tod and piston assembly from 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
- m. Reassemble the link tod and connecting rod box and place the piston and connecting rod assembly in the f
k- ) engine in the normal manner. Use new locking devices when assembling the link tod to the link pin. av.n 6 C-4
m - - DELIVIL ENGINE AND COMPRESSOR olV,s40N ~ l I 660 - 06,si AVENUE
,"*w MANUAL oAKLANo. CALIFORNIA 94621 @ A Tranumenta Company g
I PART C - PISTONS AND RODS (Continued) 1 DISASSEMBLY. 3 With piston and rod suspended from a hoist an't with the weight of the assembly resting lightly on the piston crown, e remove piston pin retainer rings from grooves on ends of piston pin then slide piston pin out of piston. Lif t rod assembly clear of piston. INSPECTION.
) Carefully inspect piston, rod, pin and bushings for wear and/or damage.
I 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. I i ....... i
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g : usar xN _ , , Los 8,.., p, eoitoss vi,a Figure 6-C 7. 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, not from the 0.007" deep relieved area. Must be within tolerances (A, Fig. 6 C 7). (v n v.n 6C5
~
INSTRUCTION 33333gg omvAu - A. Co#PRissoR oIVisGI sac - 06th AVE 8dut J[ AyA
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.i RNUg4L oAKLAfeo. cAllFonfelA seats
' A Traatamenca Company O
PART C - PISTONS AND RODS (Continued) 1 (2) Install a heavy spring lock washer in each of the four tie stud holes. Use Enterprise Part No. GA 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. i (4) Lubricate threads of tie studs (end opposite roll pin hole) with a 50-50 mixture of graphite and engine II oil, and thread studs into holes in crown. Torque to 250 f t lb.
' (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 0 rings.
> l (6) Measure skirt spot face depth (E, Fig. 6-C 7).Should be within stated tolerances. 4 e (7) Install O-rings on skirt. Do not twist rings during installation. Use no adhesive, greate or solvent on
' rings. Mineral oil may be used to ease entry of O rings into crown.
4 I (8) Assemble crown to skirt. Observe that there is a dowel pin in the crown which must enter the dowel 7 , hole in the skirt. Check 0-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 cx>llars into a 50 50 mixture of graphite and engine oil, making sure washer faces are completely j wetted. (10) Install thrust washer on each tie stud, then install exactly 13 Belleville springs on each stud, concave j 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. l (12) Lubricate tie stud threads with a 50 50 mixture of graphite and engine oil and assemble hex nuts to f studs. Tighten finger tight. e s (13) Align each washer stack with fingers so outer edge of washer stack is even. Torque each nut to 95 ft ib, then back of f three<luarter turn. 9 (14) Retorque each nut to 85 ft lb and check alignrnent of tie stud roll pin holes with nut slots. Increase torque as necessary to alegn roll pin holes with closest nut slot. Do not exceed 100 ft Ib. (15) Check for proper assembly. Roll pin hole in stud should be even with,or a maximum of 1/32" above i I base of nut slot, if within this tolerance, clean roll pin hole and install roll pin, using loktite, if not within tolerance, check assembly of parts for proper site and correct number of springs sech 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. .
- a. Starting with top ring, spread and slide piston rings up and off piston. Four brass strips, measuring ap.
' proximately 1/32" x 1/2" x 8" may be inserted urujer rings to protect piston during removal and installation of rings. nv-n 6.C-6
INSTRUCTION omvau~c'~s >= 0 [f3 afi-COMPREsSoM DIVis60N ~ ~
"~"
MANUAL " - '".'CAu f o'RNI A 94421 oAELAND A f rammeo Co*We ( ) v i PART C - PISTONS AND RODS (Continued)
- b. Replace piston rings in reverse order of removal. Intermediate corroression 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 a
a the cutting edge down. i
- c. Rotate the rings in the grooves so gaps are staggered around circumference of piston.
PISTON RING GAP AND SIDE CLE ARANCES. I 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 e bottom of the liner. Piston ring wear is usually indicated by excessive ring gap clearance. Refer to " Appendix ill" in Section 8 for correct gap clearance. If the femmmended gap clearance is exceeded by 1/16 inch or more, the bore I of the liner should be measured with an inside micrometer. If the bore at any point is worn more than shown in
" Appendix 111" the liner should be replaced. Liner wear is usually limited to the last few inches of ring travel near the e top.
I PISTON PIN BUSHING REPLACEMENT. I Use the following method to replace the piston pin bushing in the connecting rod.
- a. If an arbor press is < ailable, press the bushing from the rod, otherwise, carefully split the bushing with a hacksaw and drive it out of ik .2d. 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.
'}
V
- c. Fill the container with liquid nitrogen. Nitrogen level should be approximately one inch f.om the top of 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.
I ' 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. 8
- e. When the nitrogen stops boiling, remove the bushing from the container and insert in the bore, taking 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 rnust be done quickly before the bushing expands due to heat pick up.
LINK PIN BUSHING REPLACEMENT. I If the link bushing requires replacement, proceed as follows.
- a. Remove the bushing ic,ck pin, split the bushing with a hacksaw to relieve stress, then drive bushing out of connecting rod box.
- b. Clean the connecting rod box, removing all burrs and rough surfaces.
- c. Place new bushing in a suitable container such is a bucket or a deep pan.
g i ) w/ 6-C 7 In tl tna nv.n
=Avm~m<A= 6 INSTRUCTION COMPRESSOR Division MANUAL '" - *"o."CALifo'RNI oAKLAN A 94421 & Tra%4mems Compaar ! 4 V
e PART C - PISTONS AND RODS (Continued)
, d. Fill container with liquid nitrogen. Nitrogen level should be approximately one inch from the top of the bushing to allow for handling.
- e
' e. Lay the connecting rod box on its side on a suitable support. Three pieces of 11/2 inch rough stock, laid perallel on a piece of metal plate, will provide adequate support for the box and act as a stop for the bushing so that it will be flush with the side of the box when it is inserted.
t Wear suitable gloves when handling bushing to avoid injury to the hands. Gloves should be of a i type approved for protection against extreme low temperatures.
- f. When the nitrogen stops boiling, remove the bushing from the container,
- g. Insert the bushing in the connecting rod box, taking care to line up the bushing cutouts with the internal I surface contour of the box. Insure that both ends of the bushing are aligned with the side of the box. This mustbe i 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,
- a. Insert link rod pin in connecting rod box bore and position link rod on link pin.
- b. Apply a lubricant consisting of a 50 50 mixture of powdered graphite and lubricating oil to the threads of the link fod to pin bolts. Torque bolts to specified torque and secure with lockwire.
- c. Place piston upside down, resting on its crown. Lift connecting rod with rod turning plate then lower I end of connecting rod into piston, aligning piston pin hole in rod with that of piston,
- d. Insert piston pin through piston and rod. Clean piston groove and the outside end of the piston pin retainer g rin0s and insert retainer rings into piston grooves at either end of piston pin. Apply "Locktite" to ends of retainer
] rings to prevent rings from rotating in the groov.s. I I bv nv n 6C8 in ti ine
m - - h DELfN*L sNolNs ANo COMPRESSOR DIVIsloN - 660 - 06th AVENus MANUAgL oAKL ANo. CALIFORNIA 94a21 M A fresamems Compey
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[V \ PART C - PISTONS AND RODS (Continued) ' PISTON AND MASTER ROD INSTALLATION. e Install a piston pulling tool on piston crown then suspend 6 piston and rod from an overhead hoist then proceed as follows. c
- a. Lubricate walls of cylinder liner with clean E
, lubricating oil. \ V. e' .. liner.
- b. Install piston ring fixture on top of cylinder
""" - .. 1 i \ \ ' _" . ,
f-
- c. Place a piece of one-half inch plywood verti. '/ j cally on inner side of outer cylinder head studs. r3 .
(( '
) --
, d. Position crankshaf t with crankpin approxi. rnately 30 past top center, away from master rod side. ,'(' \ ,. 'g , [ ,
- e. Position piston and rod over cylinder liner.
C 1='
/ ~
- f. Lubricate one side of a piece of 3/32 inch "
'! j -
, asbestos gasket material with clean lubricating oil. Wrap around lower end of mnnecting rod with oiled side to-e U) 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.
g 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.
l 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.
- j. Install connecting rod saddle and plate on master rod side (see figure 6-C-5) and set to hold master rod tight against erankpin.
I Do not rotate crankshaft until link rod has been assembled and bolted to master rod. Block crankshaf t to prevent movement. y v
)
av.n 6C9
INSTRUCTION - vauNci- ~ CotAPRisSOR olvissoN
"*^""" "
g ] Aga- - o"m" ANo, CAUFoRNIA etagt 1RANUAL g 1,a lama cwa % V 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.
- a. Attach chain puller bracket to master rod side of crankcase and attach chains in same way as was done for removal (see figure 6 C 3) and draw connecting rod box into engagement with crankpin and master rod. Make I sure serrated joints are properly engaged.
8 b. Apply graphite and lubricating oil mixture 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). I
- c. Install connecting rod to box bolts in lower holes and assemble washers and nuts that are lubricated with I oil and graphite lubricant. Torque nuts as specified and insert cotter pins.
' d. Remove all installation tools, brackets, fi.xtures and other installation equipment.
6 CYLINDER LINERS. The water contact type cylinder liners fit into the cylinder block. Three sealing rings are recessxi in grooves at the lower end of the liner, preventing water {
, , from entering the crankcase. The silicone seal goes t into the lower sealing ring groove.
LINER REMOVAL. m, n. O m Remove the cylinder head. piston and connecting rod, ! j r N C then disconnect lubricating lines from lower end of .- liner. Install liner pulling tool, Part No. 00 590 01-OV \
)
to the bottom of liner and attach a chain hoist to the "7 'l lifting pad on the tool. Pull liner straight out of the block. It may be necessary to use blocking and a f hydraulic jack to break the liner free of the cylinder block. , LINER INSTALLATION. I Installation of the liner is the reverse of removal. To prevent damage to the seals, they should be installed J in the grooves af ter the liner has been lowered ap. figure 6 C.9. Liner Sea /ing Rings I 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 installing. The bottom seat is silicone and should be handled carefully to prevent tearing or nicking. It is essential that liners be replaced in their original positiuns in the block and that the scribe marks on top of the liner be aligned with the mark on the block. O b
"V" . _ _
6 C 10
m oELA. VAL sNGINe Aho " COMPRESSOR DIVistoN 640 - a6th AVENut MANUAaL oAKL ANo, CALIFORNIA 94aat A fraasamenca Compaay v . PART D - CRANKSHAFT AND BEARINGS e
, MAIN BEARINGS. .
Main bearings are made of aluminum alloy, the upper and lower bearings being interchangeable. The upper !!,'!'['df shell is held in place on the bearing cap by twolock ensees aan rings and socket head capscrews. Main bearings are ;j !. y '"*"""'
, front, intermediate and rear, the number of inter- ,
mediate bearings being determined by the number of g cylinders. Bearing caps are secured to the engine base Q - j Q by studs (see figure 6-D 1). Oil passages through the g g g bearing cap provide for bearing shell lubrication. To prevent axial movement of the crankshaf t, thrust rings are attached to the rear bearing caps, each se-l, cured with button head capscrews (see figure 6 D 2). I i Figure 6 D 1. Main Bearing Cap
, ajf'
, BEARING CAP REMOVAL.
\ s Main bearing caps are pre stressed by means of a h "-
special tool, normally furnished with the engine. The tool consists of a pre stresser assembly (b.rt No. e
@pe---- J 1 A.1801), and adapter (Part No. 00-590-01-0K) and
/ a spacer (Part No. 00 590-01-0J).
/ /
- a. Remove lubricating oil fittings, tempera-l L
0
/ . 0.
/ -
..J ture sensing devices and locking plates f rom stud nuts.
% suamaut b. Attach adapters to pre stresser assemblies l '/ //[
e and place a spacer over each of two diagonally oppo-1 site stud nuts. l
- 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 I
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.
O tv/ av.x 6-D 1
INSTRUCTION oe u vA u ~o.N A = COMPRESSOR DIVistoN
,0 A A
~
M a unaaa 560 - e5th AVENut 373 M N U R L oANLANo. CALIFORNIA e4att 35 A freesamence Company r\ l (O' s PART D - CRANKSHAFT AND BEARINGS (Continued) ' f. Slowly apply hydraulic pressure to pre.
**"'"~'
stresser assemblies until bearing cap studs have . . . . - stretched sufficiently to permit stud nut to be loosened. Approximately 10.500 psi pressure will -
', 85 . _ . , , , , .
t be required. Use a brass drif t pin through the g , g spacer side opening to loosen nut. Do not turn nut i v e up tight against lower face of adapter as it will ! [i f, j '* bind when hydraulic pressure is released. Do not """' N b Jb.nf'
- exceed maximum allowable pressure of 11,500 psi. l %
y }A. s g. Relieve hydraulic pressure on pre- . w^s
- I IL - N T
7' ^ stressers, remove pre-stressers, spacers and adapters ~g f,,,[ o from stud. Remove stud nuts.
- h. Repeat procedure on remaining studs, g_Qf w pq
) gi
.gg tre, x%
y ,_ following a criss-cross pattern. Remove all stud ! nuts and lif t bearing cap from crankshaf t. I^ M [ N [
"O[\ \-
\ .
t- m 3 BE ARING SHELL REPLACEMENT. Figure 6 D 3. Pre-Stresser Assembly if 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 l (Pa t 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 thell 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 I the procedure to install thrust rings and bearing shells.
1 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. l
- a. Install pins to lock tower stud nuts to studs, then place wedges between lower nuts and the base cavity bottom and side walls. Check that height of stud end is 113/16 inch above cap mounting surf ace to permit proper engagement with the pre stresser assembly,
- b. Lubricate threads with 50-50 mixture of oil and graphite and tighten upper stud nuts hand tight. Place spacers (Part No. 00 590 01-0K) to the pre-stresser assemblies. Use lacking screws to force piston flange tight against top of cylinder. Back off lacking screws 1/4 inch,
- c. Install pre-stresser assemblies on two diagonally opposite studs and assemble the micrometer bar on the units.
79
\
\ s' av n 6D2
m - - DELEVAL ENGINs ANo coMPRIsSon oiVisioN - 660 - 86th AVsNut ANUAgL oAKL AND. CALIFORNI A 94a21 A frae, amerge Company (~h PART D - CRANKSHAFT AND BEARINGS (Continued) 8
- d. Insert micrometer head into the hole in the micrometer bar, making sure that it is fully seated. Tighten knurled knob to hold mictn ..eter 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.
I
- g. Loosen knurled knob and remove micrometer head from the micrometer bar, insure that jacking screws 8 on pre stressers and backed off onequarter inch for each stud.
' CAUTION ' Failure to back off on micrometer spindle will result in damage to the micrometer.
f
- h. Apply 10.500 psi pressure to pre stressers and hold while using brass dnf t pin throur,h spacer opening to
' tighten nut snugly (about 50 ft-lb). Relieve pressure.
Note This operation is necessary to insure proper seating of parts and to minimite the effect of dirt
', or high spots on future readings.
Os
- i. Apply 10,500 psi pressure and hold. Tighten nuts to a snug fit with drif t pin (about 50 f t Ib).
Do not exceed maximum allowable pressure of 11,500 psi.-
- j. Relieve hydraulic pressure and install micrometer head in the micrometer bar. Hun spindle snug against I
micrometer pin and record reading. Subtract the first reading from this reading. This is the amount the stud has I stretched. Stud should stretch 0.056"-0.051". Repeat operation if stretch is not within specified range. I
- k. Remove pre stresser assemblies and repeat operation on next pair of diagonally opposite studs.
l l t l n J av 7a 6D3
l q. INSTRUCTION =ava-i s a o n coaeraisson oivision U~ \" p~- lilAWUAL "a"ua"s*o.*c"auron=ia senat o a n .m.,,, , . , .. , PART E - CAMS, CAMSHAFTS AND BE ARINGS
' GENERAL,
, The induction hardened steel cams are shrink fit on the precision ground camshaf t, using hydraulic expansiori.of the e
cam bore to position them on the camshaf t. Camshaf t bearings are aluminum alloy and are pressure lubricated Cams. camshaf ts arid associated operating gear should be checked periodically for wear and/or damage, f CAMSHAFT BEARING REPLACEMENT.
- e Should it be necessary to inspect and replace camshalt bearings, do the following.
ls a. Remove covers over camshaf t.
,r b. Disconnect lubricating oil line from bearing cap.
e c. Remove bearing cap, lock rings and upper bearmg shell, then roll lower bearing shell out of its saddle. 1 e d. Inspect bearings for evidence of damage or wear. Refer to Appendix lli for permissible wear hmits 6 i
- e. Installet:on is the reverse of removal.
I CAM REPLACEMENT. Cams are positioned on the camshaft at the factory by hydraulically expanding the cam bore and sliding the cam
' ento position on the shaf t, if it ever becomes necessary to remove and replace cams in the field, the following
- procedure is recommended,
- s. Cams are located on the camshaf t by scribe marks on the cams and the camshaf t, placed there durmg manufacture. Circumferential marks locate the cams longitudinally on the camshaf t, and longitudinal marks locate j 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 camshaft assembly, indicating the location of the cams and the distance between each. Make sure the camshaf t and all cams are scribed.
- c. Clean the camshaft and place on Vee blocks oe. top of a clean workbench. Make sure all burrs, dents
)1 i and other irregularities are reduced to the common diameter of the camshaf t, irregularities will prevent removal of I the cams.
- d. Obtain a hydraulic pump unit, such as a "Porto Power", complete with a hose and fattings, and a pressure l l gauge capable to reading up to 20.000 psig.
I Remove camshaf t gear from camshaf t, then connect hydraulic unit to the first thrust ring. Raise pressure e. to approximately 2000 pseg and slide thrust collary off camshaf t. Repeat procedure to remove other thrust rmg.
- f. Connect hydraulic unit to first cam nearest the tapered end of camshaft. 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.
- O <
l m/mv3stwve.Aees.ec : 6E1
INSTRUCTION DELAVAL ENGINE AND MANUALFOR COMPRESSOR DIVISION 550 85TH AVENUE
-~ M g Es f f ENTERPRISE '
s ENGINES OAKLAND. C ALIF. 94621 PART E - CAMS, CANEHAFTS AND BEARINGS (Continued) I l e The camshaft 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 of f the 8 Shaf t with considerable velocity. Arrange a stop plate at the end of the shaf t to keep the cams from Shooting off the camshaf t. I
- g. Remove all cams in order.
I
- h. Wash and dry the camshaf t and the replacement cams. Check that scribe marks are clean, sharp and clearly a 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 f acing in the proper direction, t
e 1. 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 f ar as it will g3. J. Attach the hydraulic unit to the cam and start raising the pressure. A vigorous effort will tw required to i move the cam up the starting ramp to the straight part of the shaf t. Approximately 16,000 psig pressure will be
' required.
~
- k. Move the cam to its correct location on the shaf t. Align the edge of the cam tx)rc with the circumferential scribe mark and align the sadial (longitudinal) scribe mark on the shaf t with the mark on the cam. Release the hydrauhc pressure when the cam is correctly aligned,
- l. Install and position the remaining cams in order, then replace the thrust rings I
f I I I n'd i A I 2 l 0 , } m v.n mv..asei c. ,i 6E2
INSTRUCTION DELAVAL ENGINE AND g MANUALFOR COMPRESSOR DIVISION g ENt ERPRISE 55045fH AVENUE g ENGINES OAKLAND. CALIF 94621 G
' PART E -CAMS, CAMSHAFTS AND BEARINGS (Continued) e 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 tncklash. Refer to Appendin 111 for lucklash clearances. If the prescribed tucklash clearance is exceeded by 0.006 inch, or if damage is discovered, perform the following disassembly I steps to the degree necessary to accomplish the requiied inspection and repair. Accessories are doweled at assembly, if it is necessary to remove a dowel to reposition an accessory, drill and team another dowel hole of the proper site in the accessory mounting flange and in the gearcase. e
- a. Remove the governor, overspeed trip, pumps and other accessories which would interfere with gearcase
' 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. Pemove gearcase from engine. The gearcase is heavy and dif ficult to handle, therefore, rigging must be done very carefully to insure that it is under control at all times.
(1) Reg chainfalls and shngs for handling gearcase. (2) Remove bolts and capscrews, then hf t gearcase from engine. Do not let it drop or swing. Set aside, secured in such a manner that it cannot fall,
- c. Remove the governor drive assembly, and the overspeed trip and fuel booster pump drive assembly.
'A
- d. Insure that tne crankshaf t,camshaf t and idler gears are match marked for proper positioning at reassembly, if a new gear is to be installed, check both cylinder banks to insure that the number one fuel injection pumps are correctly timed. Fuel injection pump timing marks will serve as a reference point when reinstalhng the gears.
- e. Remove idler gear and bracket assembhes, t
(1) Rig a small chainfall and wire rope shng to lift the idler gear and brac.ket assembly from the engine. g (2) Straighten locking clips. Remove top bracket retaining capscrew and replace with a long capscrew e to serve as a guide and safety device while removing the gear and bracket assembly, 1 (3) Remove remaining capscrews and take a strain on t5e chainf all. l (4) Carefully pry bracket assembly free of the abgning dowels at the top and bottom of the bracket. l (5) Shde gear teeth clear of other gears, taking care not to damage any teeth. I (6) Remove long guide capscrew, and move bracket assembly clear of engine,
- f. Remove camshaf t gear assembhes.
(1) Remove cotter pms from camshaf t gear hub reuining nut. A gear puller may be needed to start the gear hub off the shaf t. The gear assembly w.ll 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, loosen hub tetaining nut only far enough to limit this initut movement to 1/10 inch, f i (i av44 6E3
DELAVAL ENGINE AND
, INSTRUCTION M ANUAL FOH COMPRESSOR DIVISION
[]
)
ENTERPRISE ENGINES
$5G45TH AVENUE OAKLAND. C ALIF. 94621 [> 3 l l
(V) PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued) e (2) If the gear assembly will not come loose with a gear puller, use 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 slide gear of f shaf t. I
- g. Remove camshaf t gear. ,
. (1) Protect the front main bearing with a wet asbestos heat dam.
e (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 r crankshaf t with the handling rods. Be sure the exposed end of the crankshaf t is clean and free of burts. 8 INSPECTION. I Inspect gears for broken teeth, or other damage. If gears are damaged, inspect camshaf t with dial indicator to determine if Shaf t is bent.
- a. Clean camshaf t tapers and check fit of drive keys in hubs.
- b. Clean gear seat area of crankshaf t,
- c. If it is necessary to remove the idler gear from the bracket, cut the safety wire and remove tha four bolts that hold the idler gear stub shaf t in the bracket. Remove the stub shaf t then carefully slide the gear out of the bracket.
When reassembhng the idler gear in the bracket take care not to damage the bushings or the gear teeth. j ASSE MBLY.
- a. Install camshaf t gear.
(1) Lubricate camshaf t taper with white lead and lubricating oil, if a new gear hub es being installed, 1 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 camshafI gear to hub bolts, washers and nuts. Tighten to hold gear and hub together, I (3) Using a chainfall and sling, lif t gear assembly into position and slide onto camshaf t taper. Assemble washer and nut, tighten, and install cotter pin. g
- b. Install crankshaf t gear.
(1) Heat camshaf t gear to 3500F in hot oil. Do not overheat. (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 l ,o cools. Allow gear to cool, then proceed. I / T
\ l l v 1
l l av.n 6E4
l M3 i INSTRUCTION DELAVAL ENGINE AND MANUAL FOR COMPRESSOR DIVISION
'4 f f ENTERPRISE 55045TH AVENUE _' 1, OAKLAND CALIF.94621 A ENGINES I \
V
- PART E - CAMS, CAMSHAFTS AND BEARINGS (Continued)
' (3) Set the flywheel to the lef t bank fuel injection 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.
I c. Install idler gear and bracket assembly. (1) Camshaf t, idler and crank'shaf t bears are match marked at the factory. If the original gears are being e replaced, install and align gears with these marks, if a new gear is being installed, the following procedures must be used to insure correct camshatt timing and engine firing order. 8 (2) Lif t the gear and bracket assembly into position with a chainf all and suitable sling. Align with match-e marks (if present) and mesh teeth. The camshatt bear may be moved part of a tooth to allow gears to mesh. 8 (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. 8 3 (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 fuel injection pump timing marks matched.
' (6) Lif t right idler gear and bracket assembly into place and install capscrews. The camshaf t gear may be moved part of a tooth to allow the three gears to mesh.
- d. Adjust backlash clearance between gears.
(1) Make four brass sMms 0.010 inch thick by one-half inch wide and six inches long. Insert shims 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. 1 (3) Rotate the flywheel and check backlash clearance in at least four places around each gear. Refer to i 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. I 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 lif t 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 camshaft timing sequence can result in an altered firing order and an incorrectly operating engine.
- a. Remove number one fuel injection pump on master rod bank.
- b. Bar the flywheel over until the tappet roller for number one fuel injection pump, master rod bank, is on i
the base circle of its cam, avlavws 6E5
INSTRUCTION DELAVAL ENGINE AND MANUALFOR ENTERPRISE COMPRESSOR DIVISION 55045TH AVENUE 3 f f 1 ENG!NES OAKLAND, C ALIF. 94621 g b PART E - CAMS, CAMSHAFTS AND BEARINGS (Continurd)
- 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 tappet, master rod bank, and zero the i
) indicator.
e 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. ,
- e. Continue barring the flywheel until the degree mark for fuel injection for number one master rod bank is detectly in line with the flywheel pointer. This degree mark is shown on the Engine Data Sheet in front of the manual, i 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.
It 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 h 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. Reengage 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 s'otted holes and drill and team for two fitted bolts. New holes for fitted bolts should be moved approximately one inch from the original holes. O (6) Torque six bolts that f asten ring gear to hub to a torque value of 70 f t-lb, plus or minus 20 f t-Ib as required to align cotter pin holes. Tighten and lock camshaf t bearing cap bolts if they were loosened to slip gear
, tooth mesh.
- g. Replace number one fuel injection pump, master rod bank.
I
- h. Bar flywheel to place fuel injection timing point for number one, master rod bank, directly under flywheel pointer,
- 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 degree 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.
- 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 cylir der head valve lash for both banks.
o avuvss 6E6 I
DELAVAL ENGINE AND COMPRESSOR DivissoN - 660 - 85th AVENUE oAKLANo. CALIFORNIA 94421 A framamema Company i
\d PART F - FUEL SYSTEM FUEL INJECTION EOUIPMENT.
Each cylinder is fitted with an individual fuel injection pump and nozzle. The fuel supply to the pumps is fr.om a common header, and a separate high pressure line connects each pump to its respective nozzle. 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 fuel injection equipment mechanicsshould 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 atomized 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 line and drain connections.
' b. Remove nuts from injector studs and remove nozzle retainer,
- c. Lif t or pry the nozzle holder assembly from the cylinder head.
, d. Close opening in cylinder head to prevent dirt or other foreign matter from entering the combustion
( chamber.
\v;
- e. Test the nozzle holder and tip assembly on a suitable nozzle tester, checking for the f ollowing.
(1) Apply pressure and check nozzle valve for popping action. The valve should chatter if it is seating properly, (2) Raise pressure slowly to determine pressure at which valve opens. The valve should open at 3000 psi (211 kg-cm 2) 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 " Nozzle Adjustment" instructions. 9 (3) Dry off spr:/ 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 nozzle tip and check spray pattern for uniform density and a symmetrical pattern. e (6) Nozzles that fail to perform satisfactorily should be repaired or replaced. Refer to manufacturer's instructions in the Associated Fublications Manual for overhaul instructions. l s The penetrating power of atomized 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-I
((s ing nozzle. O/A/RV/OVS 7a S bal
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INSTRUCTION e o~< - oeuva' o~R DivlStoN COMPRESS 0 6 a - l MANUAL o"AKLAND. CALIFo'RNIA 94421 A TeansameMa Company U PART F - FUEL SYSTEM (Continued) 8endia HDL, H4L from L 51o-2 12 11 9 3 [ \\ im w ' _ ll . Qp x
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& w\NGb7;\( \l I4 8 il 4 1 HIGH PRESSuME LINE NUT S SPR AY TIP 9 No22LE SPRING 2 COMPRES$loN RING 6 NO22LE VALVE ASSY. to SPRING SE AT , 3 G AS K E T 7 STOP PL ATE 11 SHIM 4 ASSEMBLY NUT a SPRING GUIDE 12 BODY Figure 6 F-1. Sectional View of Typical Nozzle and Holder Assembly e
NOZZLE ADJUSTMENT (See Figure 6-F 1). Nozzle opening pressure is adjusted by means of shirns (11), located between the body (12) and the spring seat (10). s If the opening pressure does not conform to 3000 psi (211 kg<m2), adjust as follows. t )
- a. Install nozzle and holder assembly on a pop tester then rapidly actuate pop tester handle four to six times to allow needle to seat properly. Pump the pressure up to the point where the pressure gauge needle falls away cuickly.
This point is the nozzle 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) Reassemble and check opening pressure. If fuel leaks around the assembly nut, it indicates poor i lapped fits. Re-examine the parts. (4) Always use a new gasket (3) when installing nozzle and holder assembly on engine. 6 FUEL INJECTION PUMPS. The fuel injection pumps are of the constant stroke, variable output type. Equally important with clean, properly adjusted fuel nozzles are clean, property adjusted and timed fuel injection pumps. Refer to the manufacturer's instructions in the Associated Publications Manual for complete details of the fuel injection pump installed on this engine. I i /~N , ( ) 1 v o/a/nv/Gveaa 6-F 2
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f" . MANUAL o"AKL AND. c"ALIFo'RNI A 94621 A Traawwca Comcaa, d PART F - FUEL SYSTEM (Continued) DESCRIPTION OF OPERATION. i The following is a general discussion p of the operation of the fuel injection i PASSAGE i pumps. , INLET PORTS.-.M W E a
- a. The pumps are of the con. l . g METERING /
, stant stroke design, but the effective j t ,
stroke, or that portion of the plunger SPILL PORT / f I f3 movement in which fuel is actually i [ delivered, is governed by a fuel meter- ! ing helix in the plunger (see figure i 6-F.2). On some pumps there is a , *7 second helix to retard the point of PLUNGER - delivery at low fuel settings. I' BARREL % 4 _.l.
- b. To pump fuel at high pres. Wd sure it is necessary to bring it into a r pressure chamber through an inlet, CROSSBAR i close the inlet and apply pressure for injection, terminate injection pressure b and re-open the inlet to admit more f uel. The fuel iniection cycle is ac' Figure 6-F.2. Pump Plunger and Barre / 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 extends from the end of the plunger to the metering helix on the side of the plunger. This passage allows fuel in the pressure chamber to spill into 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. As the plunger rises, it closes off the inlet port, pressure starts to rise and the delivery valve opens. Fuel
)
n \*; injection continues until the upper edge of the meter. 3 I INLET PORTS CLOSED j ing helix reaches the lower edge of the spill port. Pressure is then release through the passage in the I Lg# , d n /. EFFECTIVE PUMP STROKE 1 delivery valve closes. The effective stroke is the dis-b } ' tance between the upper edge of the helix and the N
,j _
lower edge of the spill port at the moment the inlet e port closes. The rotation of the plunger and its helix, then, determines the duration of fuelinjection, j J i FULL DELIVERY ! j ROTATE C.W. TO . STOP DELIVERY \ . l
~
Figure 6 F3. Eflective Stroke l l l l j I c/m/mv/ove44 6F3
INSTRUCTION onava=~i - O a 6 " COMPRESSOR otVisioN 560 - a5th AVENUE iANU o>u ~o. c*uroa~'a e.en "y u - - .c. ~ , J PART F - FUEL SYSTEM (Continued) 1 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 flow freely with complete absence of air bubbles.
- b. If air is present in fuel oil, loosen nuts on high pressure line connection at nozzle 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 fuel 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 pump.
- b. Disconnect supply and return lines from fuel pump.
- c. Disconnect fuel control rack from linkage,
- d. Remove hold down nuts and lif t pu np off mounting studs.
PUMP DISASSEMBLY. The manufacturer's instructions contained in the Associated Publications Manual provide detailed instructions for the overhaul and repair of fuel injection equipment, and should be consulted when any work is being done on fuel injection pumps. Pumps may be disassembled as follows. 1
- a. Secure pump in the inverted position in a soft lawed 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. Again depress follower and remove 1/8 inch pin,
- c. Remove plunger follower. Take lower spring seat from plunger, then carefully 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.
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1 l J DELAVAL ENGINE Afe
, COMPRESSOR DIVIStoN =
lilAHAL o"AKLAND. CALIFORNIA 94821 A Traawwe<a Company i 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.
i
- g. Remove delivery valve stop and spring. then, using a delivery valve puller, carefully remove dehvery 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<:alibrated.
PUMP ASSEMBLY. Assemble the pump as follows, observing the manufacturer's instructions in the Associated Publications Manual.
- a. Secure pump housing in a wise in an upright position.
l,
- b. Position 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,
- 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 so that tooth directly under timing mark meshes between two teeth indicated by timing dot on control rack, i
- e. Install upper spring plate and plunger spring then carefully start plunger into barrel. It should settlein of its own weight. Turn plunger so 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 and new copper gasket. Install bleed screw and new gasket,
- i. After pump is completely assembled, hold it horizontally with the control rack vertical. The rack should settle to its lower extreme by its own weight.
J. If pump will not be immediately installed, fill inlet and outlet with clean, anti-corrosive lubricating oil and close openings with caps, s e/n/nwavelsene6.l.74 6F5
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DELAVAL ENGINE AND m INSTRUCTION MANUALFOR COMPRESSOR DIVISION $ ' f f ENTERPRISE 550-85TH AVENUE lg ENGINES OAKLAND. C ALIF. g4621 f p U l PART F - FUEL SYSTEM (Continued) I PUMP INSTALLATION AND TIMING.
*o=**- m * -a- Refer to the Engine Data Sheet m the front of the I I manual, and to page 6 A 1 for determinat:an of engine rotation, bank designation (V type engines)
- " : ', and cylinder numbering. The flywheel is marked
-* -* to locate top dead center (TDC) of each cylinder, l '= : ." and is laid out in one degree increments for the
.g twenty five crankshaf t degrees preceeding TDC (see l 4 l
, < x figure 6-F.4L For instance, on a six cylinder inline engine, there will be marks "TDC 1&6", "TDC I
( / , 2&5" and "TDC 3&4", each preceeded by degree , q , A ' marks. On eight cylinder inline engines the mark. 4 4 ' j( " ~ ings will be for cylinder pairs 1&8, 2&7, 3&6 and 4&5. Markings on the flywheel for V type engines
** * * * ~
I follow the same pattern, except that the banks are Figure 6-F-4. Flywheel Timing Marks
'* 9"*' ' * ' " * * * *'* '
a in the front of the manual for the fuel injection point. Install and time fuel pumps as follows. I Before mounting pump on engine, and with the fuel tappet roller on the base circle of the fuel cam (see T a. figure 6 F 5), measure distance from 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 0.197 inch,
- b. Place purt.p on base assembly and install nuts on studs. Torque nuts as specified in Appendix IV,
- c. Bar engine over in the direction of normal rotation . . . , , _ ,
*~
until the flywheel pointer is aligned with the fuelinjection point [,,,,,,**,"",,",,,***** (degrees BTDC specified on Engine Data Sheet) for the cylinder ;~ ~'
, q h served by the fuel pump being installed. ',
I r ,[ s ;- 7
- d. Observe plunger follower timiog mark in pump timing ,,,
wmdow. If the plunger follower timing mark does not line up %,,,,,, A with the index mark on the timing window, remove pump and , , , / ,, add or remove shims between the pump and the pump base ,,,,,,,,,,, I assembly as necessary to that the marks will line up. Re-install the pump and bar engine through one complete injection cycle /****" l to insure that marks do align at the fuel injection point. l Figure 6-F 5. Pump Base To Tappet Adjustment. CAUTION p The timing mark on the plunger follower must aever go beyond the upper or lower edge of Q the timing window, if it does, the pump may be severely damaged. 2 i E B 6 c/n/n w ovsaa 6F6
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( ) V PART G - ENGINE CONTROLS OVERSPEED TRIP (See Figure 6 G 1L A Woodward Model SG overspeed trip governor is mounted on the gearcase end of the engine. At a pre set engine speed (10% 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. sPtiD ADJUSTING sCRtw st avo LIMIT adjusting sCRt* q\gg\s r'- 1gygygyifyyNNNNy 9 iil ii!n a [.- r a i /
/
Alst? SPRING '//
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FEEO ADJu17eNG h M j #s# It RW'NAL SHAFT Livim .. m _s y e
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sTDP sCRt* :g; pyin h sPt(DE R FRING - - PowlR PISTON P LYWt iGHT-
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RELtt8WALvt ,N
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NUNGER o - o w\4 otL iNLtT 2.b' n ]l/ N7WWWAN 7 C tLe vaLvt yu
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N , g N Pitof vaLvt PLu=GER j suw i ,4 I J Pu w GtAR e a w ee**=onona O figure 6 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 needed, will enter the pump through the inlet port.
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0 @~ - MANUAL oANL ANo. C ALIFoRNIA steel A res%s*wega Compaa,
'8 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, therefora, the
, f position of the terminal shaf t. Two opposing forces act upon the pilot valve plunger . the speeder spring force tends ll to push the plunger down and the centrifugal force developed by the rotating flyweights tends to lef t the plunger, l
- c. When the engine is operating below the trip set point the speeder spring force holds the pilot valve plunger 2 down and connects the oil under the power piston to drain. The reset spring. pushing the reset rod against the terminal
- l lever, holds the power piston down. !
I
- d. If engine speed rises above tripping speed the centrifugal force of the flyweights overcomes the speeder ;
spring force and lifts the pilot valve plunger. As the plunger rises, pressure oil flows to the underside of the power 1i piston, forcing the piston up. As the terminal lever is rotated by the upward movement 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. j as allowed by the terminal lever, which rotates the terminal shaf t. The external lever on the terminal shaf t then j I actuates the trip valve. I I
- 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. Oilis then recirculated through the pump as before. ;
I OVERSPEED TRIP ADJUSTMENT. 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 luwers tripping speed. The overspeed set point is adjusted at the factory, and under normal conditions should not be changed in the field, if it becomes necessary to reset the trip { point, follow these steps.
- a. 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 from minimum to maximum droop.
- c. Make preliminary tripping speed adjustment with speed adjusting screw. ;
< 1 j d. Readjust speed droop bracket to obtam approximately ten percent excess range, then readjust tripping l ) speed. The speed adjusting lever can be locked in piece by tightening the high speed stop screw against the speed l adjusting lever.
4 g e. Reset overspeed trip at a speed slightly below the desired reset speed. The servo limit adjusting screw affects only the reset speed. Turn in to raise the reset speed to the desired value. L \ s/n/mv/ove4e SG2 '
_ _ _ _ . _ _ .-__ _ . _ _ _ _ _ _ . . _ . . - _ _ _ . _ . - _ _ _ _ . - . . _ . . . _ _ _ - - - - - - - - - - - _ - ~ . - - - - - INSTRUCTION DELAVAL ENGINE AND MANUALFOR COMPRESSOR DIVISION fr) f i ENTERPRISE ENGINES 550-85TH AVENUE OAKLAND CALIF 94621 ' j;] lO PART G - ENGINE CONTROLS (Continued) i l GOVERNOR DRIVE ELEMENT HEPLACEMENT. Because of its operating environment. the Duna N flexible drive element (part no. AK 007 00 0 in the governor drive j coupling should be changed annually. The element is a wrap around design (see Figure 6 G 2), joined by a split insert
; which permits easy removal arx1 installation.
- a. Remove f asteners all around on both hubs.
- b. Pull end of element at split insert and remove element.
' C. Install new *lement. Use Locktite on f astener ttweeds.
I 1 d. If coupling was en proper alignment before replacernent of the drive element, no additional alignment is necessary. l l l e. If alegnment is considered necessary, it may be accomplished with only a straight edge. l l l 4 g . I l I L 1 l s _. _ l i .,. fogure 6 G 7 ('uverrnor Drove Coutilong i l l l 1
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INSTHUCTION DELAVAL ENGINE AND M ANUAL FOH COMPHESSOH DIVISION [* ENTLHPHISE $54851H AVENUE c- ENGINE S OAKLAND. C %IF 9a621 ,,[ ( \ I PART G - ENGINE CONTROLS (Continued) f LOGIC 00ARD TROUBLE SHOOTING. Trouble shooting of the logic tuards thould be approached in a logical manner, ehminaterq the obvious first. The following steps will assist in the finding of faults in the system. I a. Check that there is proper supply preuute m the system, as sectified on the apphtal:lc system drawings,
- b. Check that all operator contro's are in the correct positions for the selected mode of operatuin.
- c. Che k the tioard for the proper output signals. Since the system in designed to provide a predictable series of output sign.sts, the first place to start trouble shooting it to determine of the output sign.nls that Mwiuld tic present are present, and which ones should not t>e present when the protalem occurs. Chnk out procedures for ituhwnfuel logic toards are d>own on the drawing for that tmiard Also, chnk to see if the tigrials cume on druj of f sharply without gradual inceraws or decreases m pressure unless this is calini for in the che k out swocedures if the increase or decreew is slow, check for leaks, pirxhed tubes, etc. If the proper signals are present, then the malf unction anay t>e m one of the in)wer devices.
f s d Chnk for proper input tegnals to the logic hoard Orxe the determinatuin has been inade that the output tynals from the im>ard are not on eruj off at the proper time, cheth the input signals to the tasard to make sure they are ' correct. Orxe a< pin, return to the control schematic drawingt stuj determine which input tegnals are to be ori and wtuch are supponni to be off when the protalem occurs, Of equal importance is the order in which they g<> on and off. I C Once the output sqnal conibtions have licen checkeaj arxi founel to be trxorrett, arid af ter the iriput signals 3 e ( have been chubed and found to be corrat, then and only then is the circuit lawd to t>e considered for trouble 4tw)otirig Make sure the gwotalem at in the circuit tasard tsefore proteethng CH[CKING LOGIC ELEMENTS, if a log 6c ta>ard is rust performmg properly, the logic elements should t>e chnkesi for proper installation on the tajard before reewiving them. Then, if the furKisoning of an element in tulpect, it mJy Ise removM} and repla(Mt Iciting end the repair of the elements thould be m accordarte with the manufuturer's trattuctions m the Assorsafed fubhcJttorra Afanual, e
- a. Refer to the layout diagram on the appropriate assembly drawing and thMk element locatu>n on the circuit taiarif to mah e cortain that all elements ere m their proper locatont b Chec k for svnper totation of euh element. [lements can t>e rotated 100", providing two ditf erent sw 4.teone that it can auume on the functif The rotatum 16 telected at the time the certuit is drognet stui must sytre w th the c6tcuit pattern layout. [a(h element has an "a" or a "b"lotated on its top covef aruf these letters are to I e orienteil as tiW)wn on the suemtaly drawing Any element that it misto(ated or rotatni thould t>e charycil and the circuit row bnb ed I
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0 av,rwn..u ce m , MANUAL Asso, ca PART H - ENGINE BALANCING e GENERAL. 8 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 l economy and the possibility of emperiencing one or more of the following conditions,
- s. Scored pistons and liners,
- b. Excessive vibration.
- c. Emensive piston, valve, bearing and crankshaf t wear.
, d. Eacmive fuel consumption.
i e. Excessive lutricating oil usage. 9 le CYLINDER BALANCE. 4 The balance between power cylinders on Enterpr6se diesel engines is obtained by having all the fuel injection pumps i toad the same millimeter of tack position when the governor is in a position equivalent to full load. In order to 1 l accomplish this et is essential that all fuel pumps be calibrated in accordance with the fuel pump manufacturer's specifications. The f ael pump rack levers are adjusted during factory test and the lever clamps are then doweled to the i f uel tack shaf t.
. gg-This setting should not be dienged in the field, not should shimming ever be used between I the fuel tack lever clamp and the fuel tack levet to change fuel tack settings for individual ! c)linders. Also, the female rod end whidi connects the fuel tack lever to the fuel tack should not be adjusted. When a verlation in cylindet enhaust temperatures indicates on overloaded or an underloaded cylinder, this conditiort should not be remedied by changing the individual fuel tack settings. Rather, the real cause of the malfunction should be determined and corrected.
FUtL INJECTION EQUIPMENT, Clean fuel is essential to the operation of a diesel engine. Injection equipment is manufactured with close work 6ng J 1 toleeances and. therefore, dirt or other imputities in the fuel can cause pumps or serav nosales to malfunction. Small depressions in injector valve seats, some to small they ere not visible to the naked eye, may be caused by small perticles of diet and will ef fect spray patterns in the combustion chamber Pumps and valves must be checked and cleaned per6odically, The frequency of elooning cast best be determined from emperience, however, care must be taken not to wait too long before cleaning Fuel pumps should deirver enact amounts of fuel according to the millimeter settings of their fuel pump racks. If they do not, obviously the balance of the cylindets will be af fected and the problem must be cesrected. It is recommended that whenevet a fuel puenp is desateembled for any tosson,it be recabbrated in actordance with the manutacturer's specsfecations. ENolNE OUT OF TUNE. Spray noisies are usually suspect if an ovyne is out of tune of smoking Theve are other factors which may also conteibute tw these conditeens. All of them should be con 66dered when evaluet6ng eng no por formance. aiaviel m &H1
~ ~ a INSTRUCTION _ao
_- ~0s%_ ~ IIANUAL c"m."'". c.oro"r a e.sas yn,...-.c....t i PART H - ENGINE BALANCING (Continued) ' a. Ignition timing.
' Short or long burning lag in some f uels. .
b. I c. Cetane rating of the fuel.
- d. Low compression pressure due to leaking valves.
- e. Worn piston rings and/or liners.
h
- f. A change in fuel oil,
- g. Defective fuel injection pump (s),
f
- h. Valve or linkage maladjustment.
s 8 PREVENTIVE MAINTENANCE. All available operating information should 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 thermomuples provide individual cylinder exhaust temperature information. There h 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. TROUBLE SHOOTING. When tr'ouble shooting the engine, all available information should be used to determine the cause of a malfunction. The trouble shooting tables in Section 7 can be of assistance, as well as the preventive maintenance curves and the engine logs. er
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INST HUCTION DELAVAL ENGINE AND 't, MANUALFOR COMPRESSOR DIVISION k ENTERPRISE $50 85TH AVENUE ENGINES OAKLAND, CALIF 94621 f . _ G' PART I - STARTING AIR SYSTEM GENERAL, The engine is started by the timed admission of high pressure starting air to the power cylinders during the equivalent I of the power stroke of the respective cylinders. The air is admitted at approximately top center of the power stroke, and admission continues until approximately the opening of the exhaust valves. The pressure is then relieved, thereby j 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 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. AIR SUPPLY. 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').
OPER ATlON. The on engine portion of the starting air system consists of a remotely controlled, pilot operated diaphragm valve in the air supply line, two camshaf t driven starting air distributors, one for each cylinder bank, an air filter for each distri-butor, and a pilot operated air starting valve (figure 6-11) in each cylinder head. When the starting air admission valve 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 l valves in the distributors (one for each cylinder of the bank serviced) are engaged by air pressure and follow the profile l 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 valves to emit timed and sequenced pilot air signals to the starting air valves. The starting process will continue until 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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PART I - STARTING AIR SYSTEM (Continued) STARTING AIR VALVE REMOVAL. Disconnect pilot air line(s) from valve cap and remove 12 point flanged capscrews holding valve to cylinder head. f '" - Pull valve assembly from cylinder head.
/
gy '2" , VALVE DISASSEM8LY (See Figura 611). ,,,,Mf{ %; 5" " The starting air valve may be disassembled for inspection and/or repair as follows.
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- a. Lift valve cap from housing and remove piston. s -
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- b. Remove roll pin securir.g hem nut then, using a 1 !' 'l f pin spanner c,r other suitable device in the two holes inthe l l valve head to hold the valve in position, remove hex nut l m, e from threaded end of valve stem.
l
- c. Slide valve out through bottom of valve housing. , __
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,e Slide spacers and guides of f valve stem.
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- d. Remove spring, retaining washer and spring j =a n washer from housing. -
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p .. U e. Remove O rings and valve to head gasket.
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- f. Inspect all surfaces of valve, guides, rings and IM k
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l ,,,. ,,,,,, piston. Replace defective parts.
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VALVE ASSEM8LY (See Figure 011). Figure 6 / f. Starring Air Valve Assembly of the valve is the reverse of disasserf6ly,
- s. 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 retalning washer down over short spacer, ensuring it seats on the shoulder of the housing bore. Slide down the spacer and install spring washer.
I
- e. Assemble how nut to the valve stem and tighten. Install roll pin then install piston and valve cap.
VALVE INSTALLATION. Assemble 0. rings and velve to-head gasket to the valve assembly. Insert valve assembly into valve hole in cylinder head. Lubricate throeds of capscrew(s) with a 60 60 mixture of lubriceting oil and powdered yaphite and thread capscrew(s) Into cylinder head. Torque capscrews to ISO ft lbs. Connect pilot air line(s). O V w nv.n 612
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PART I - STARTING AIR SYSTEM (Continued) i TIMING STARTING AIR DISTRIBUTOR. The timing of the starting air distributor should be checked if the distributor is replaced,or if the engine camshaft has been replaced or re-timed. e a. Position engine flywheel with number one cylinder (bank on which distributor is mounted) five degrees bsfore top dead center (BTDC) on the compression stroke. t b. Remove cover plate from distributor and loosen capscrews in elongated holes, i c. Rotate distributor assembly to position centerline of spool valve for nunber one cylinder in line with the TDC scribe mark on the opening ramp of the starting air distributor. Note direction of engine rotation. The spool valve l 1 for number one cylinder is now in position to just start emitting an air signal.
- d. Shop air at 128i psig (9.79 kg/cm') can be connected to the distributor supply port to verify the valve l position.
46 2: AIR FILTER INSPECTION.
), The air filter in the supply line to the distributor should be inspected and cleaned at regular intervals. The frequency
] of inspection and cleaning should be determined by operating conditions and experience. ]g STRAINERS. Low point water collectors, "Y" strainers and air receiver tanks must be drained daily whether engine generator is run or not, inspect and clean "Y" strainers weekly. If the fouling of the strainers are such that more frequent inspections
' are warranted, then shorten the inspection interval.
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comentsson oivisions , NiANUAL o"AKL AND. CAttr"o'RNI A ede21 A fes%4*r44 Co* des N/ 3 PART J - COOLING WATER SYSTEMS i I GENERAL If, for any reason, there is a disruption in the circulation of the cooling water flow, the engine should be shut down as soon as practicable to DreNent a build up of temperatures and possible serious damage to the engine To avoid thermal shock which could cause damage to the engine, do not admit cold water to the cooling system until the temperature of the cooling surfaces in the engine have dropped to approximately that of the inlet water. All coohng surfaces must be kept free of scale or other deposits as any such accumulation will degrade the coohng capabihty of the system and, therefore, cooling water temperatures will not accurately indicate the entent of cooling Any coating of the cooling surfar.es will act as an insulating material and will prevent transfer of heat. A check of the pre *sure d.f ferential between the inlet and outlet of coolers will indicate the need for cleaning of the tubes. JACKET WATER TRE ATMENT, it may be advisable to consult a commercial water treatment company concerning the treatment of jacket water to insare that local conditions are t3 ken fully into account. A suggested water treatment mattrial for jacket water systems is sodium dichromate and boiler compound. Sodium dichromate is an inennensive source of alkaline chromate (CrO4) which has been found to form a protective film on metallic surfaces that prevents attick by the corrosive elements 8 found in the jacket water. Sodium dichromate is an acid compound which must have an alkahne compound such as boiler compound added to convert the dichromate to an effecthe alkaline chromate form. The alkabne chromate con. centration must be maintained between 70C and 1700 parts per million (ppm). Less than 700 ppm can result in ac. ceterated corrosion while more than 1700 ppm serves no useful purpose and is a weste of material. The p$i value of the 1 water must be maintained within a range of 8.25 and 9.75. The minimum pH value is necessary to prevent acid attack !g on the metallic surfaces, and the 9.75 maximum value will prevent corrosion due to high alkaline content in the water. f 1 The chloride content must not be allowed to exceed 100 ppm as the of fectiveness of alkaline chromate decreases as the I chloride content increases. When initiating alkaline chromate water treat *nent for the first time, or af ter the system has I been refilled, the water should be tested daily for alkahne chromate concentration and pH value. When the treatment becomes suble, the test interval can be extended to weekly tests. Atter each addition of chemicals, the water should be circulated through the system then tested to insure that the required hmits are met. Where necessary, an anti freeze coolant solution such as ethylene glycol or similar may be used. CLEANING JACKET WATER SYSTEM. Rust can be removed from the jacket water system by filbng the system with a solution of 76 pounds of ammonium nitratein enough 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 neutrahted.
Sca.e can be removed from the system by using a scale sobrent solution composed of 7 gallons of 200 Baume mutatic 0 (hydrochloric) scid, one 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 thg system for one or two hours, depending on the entent of ths scale deposit. The temperature of the acid solution must be maintained at 1600 F during circulation. After circulat6ng the acid solution, drain the jacket water system and then fill with clean fresh water and flush it thoroughly. Af ter >g flushing, neutralite the system with a solution composed of 20 pounds of soda ash (sodium carbonatel and enough fresh water at 1600 F to make 100 gallons of neutralising solution. Fil' the jachat water system with the neutralising solution and circulate it through the system for one half hour. Maintain the temperature of the solution during circulation. CAUMON The s'ove methods of cleening must not be used 5 systems which have components con-
'taining sluminum.
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INST RUCTION DELAVAL ENGINE AND -
#a' MANUALFOR COMPRESSOR DIVI $lON 3 ENTERPRISE 550 85fH AVENUE j-ENGINES OAKLAND, CALIF 94621 +1 , PART J - COOLING WATE R SYSTEMS (Continued)
ENVIRONMENTAL flESTRICTIONS. Alkaline chromate water treatment compounds, such as sodium dichromate, may be considered environmentally objectionable in some locations, or may be prohibited. In these anstances, nitrate compounds such as sodium nitrate (NANO ) are suggested as adequatesubstitutes. When using NLN0 7 , the concentration must be 500 ppm with a pH 2 of 7.5 to 8.5 to achieve ef fective corrosion control. Nitrate compounds for treating engine jacket water systems are available from most commercial chemical supply houses, and 6nstructions for their use are available from the chemscal supplier. I
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INSTRUCTION onavau m a= a a comenssson oivisioes 0 .
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j MANUAL o"m'ata"no. c"au'to'ami A seeri 9 u,. .... ...., 1 PART K - LUBRICATING OIL SYSTEM l FILTERS AND STRAINERS. l 6 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 erujine j j operatx>n af ter initial installation, or af ter a major overhaul, the strainer at the pump sucten and the strainer at the ! I 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 pressute gauge shows a low reading, the following should be done to the degree necessary to correct the situation,
- s. Check the oillevel in the sump tank,
- b. Inspect strainer, filter and lubricating oil cooler, A leak in the cooler may be detected by a sudden increase ;
j in oil consumption, and by the presence of oil in the cooling water system. Leabage may occur in the packing between le the tubes and the tube sheet, or may be due to tube erosion, cepending on the construction of the cooler, ; '. t
- c. Inspect all enternal and internal piping for tightness and freedom from obstructions. .
-. l
- d. Dismantle and inspect pump. '
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m . OtLdVIL sNolNs AND - L COMPMissOR DivislON 660. eSth AVENus AHR oa ta~o. cateroa~ia e ai y a t . - .<> c.~ r O l O PART K - LU83RICATING OIL SYSTEM (Continued) l LUBRICATING OIL PUMP, 8 A Delaval IMO, constant displacement, rotary screw type lubricating oil pump is used. Lubricating oil in the pump is propelled antally in a constant, uniform flow through the action of but fleree moving parts - a power totor'and tvm idler rotors. The smooth intermeshing of these rotors propells the lutsticating oil in a steady flow without any churning, pocketing or pulsation. There are no timing gears, cams, valves, shding vanes or reciprocating parts to wear or become noisy. The pump is mounted on the front of the gearcase, and is coupled to a carrier aswmbly by a sphned coup;ing The carrier assembly is mounted on the front of the engine base, and is driven by the crankshaft speedup gea'. Once the pump has been placed in service it should continue to operate satisf actorily with little attention other than an occasional inspection Noisy pump operation is usually irv';cative of excessive suction lif t, air in the system, t.vsabgnment or, in the case of an oil pump, excessive wear. 'l REMOVING PUMP (See Figure 6 K 1), e To remove the pump from the engine, do the following.
' a. Remove the inlet and discharge piping as well as any other interf ering piping or accesv) tees.
- b. Position a shng on the pump and attach to a chainf all and take up the slack.
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- c. Remnve 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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PART K - LUBRICATING OIL SYSTEM (ContinuedL I PUMP DISASSEM8LY (See Figure G K 2). . I If it is necessary to disassemble the pump, exercise care to keep the parts clean so that to 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 I casing. Remove two capscrews with lockwashf ra 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 i
plate. Remove eyeholts.
- b. Remove bolts, lockwashers, spacers and thrust plate from suction end of rotor housing. Note location of j each spacer with respect to the rotor housing. Support and remove each spacer as each bolt is removed. Set parts aside ir, 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 shaf t and pull I '
power rotor out of rotor housing. Avoid hitting bushing with end of powee rotor as it is removed inspect power rotor and ball bearing.
' O e. If it is necessary to replace the bell bearing, proceed as follows. Remove retaining ring. Obtain wheel or
( gear puller and small piece of sof t metal. Place sof t metal over end of power rotov shaf t and use puller to remove the bell bearing from belance piston. Discard bearing.
- f. Remove retaining capscrews with lockwasher and separate balance piston housing frc.m rotor housing. Do p not disassemble bushing from holance piston housing unless it requires replacement. This completes disassembly neces-sary for maintenance purposes.
- PUMP MEASSEM8LY (See Figure 8 K 2).
i
- s. If ball bearing was removed, pressure a new bearing into position on the balance piston. Replace retaining
- ring. If a new bushing is tsquired, coat outside diameter of new bushing with locA fire Metaining Compound and insert bushing into belance piston housing.
I
- b. Set rotor housing on auction end and Install new 0 ring. Place balance piston housing on discharge end of rotor housing and fasten down with four capocrews and lockwashers, leaving two holes,180 degrees apart, vacant, l
1
. c. Lay rotor housing on its side and insert power rotor into housing from discharge end. Fasten bearing reteiner to balance piston housing with cap. crews and lockwashers,
- d. lesert idler rotors into rotor housing from suction end. Reeseemble thrust plate to rotor housing with bolts end washers, making sure that each spacer is assembled to the housing les_ its originallocation. Note: The tour spacers l have been machined to cloet toler.+nces to assure accurate spacing between thrust plate and rotor hous ng A minimum torque of 000in. lb applied to each helt should assure proper spacing between thrust plate and totor housing improper i
spacing will toevlt in estelereted e. ear e! Internals. p e. insert two h" n 13 eyebolts intoivacated holes in balance piston housing and lif t internal assembly into (o) m.aion over , ump case. in.eri s embiy into pump ca.e. being ce,efui noi io d.m.ge O.,ing do,ing p,ocess. Fasien internai s em6iy io pump .a.e wah .ap. crows and iockw.she,s. M/#wissaO SJet es?!3e SK3
INSTRUCTION en.= s ~o- .=
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7 ,,,,. < , , I PART K - LUBRICATING OIL SYSTEM (Continued) l
- 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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I 1 CARRIER ASSEMBLY 2 susHING ~ % )]f 3 MOLL PIN a oEAR 6 A e
^ ',[, g , stctlON A A 7 ORIricE Figure 6 K 3. Gear Carrier Assembly p OIL PUMP GE AR CARRIER ASSEMBLY (See Figure 6 K.3).
The pump gear carrier assembly consists of a shaft supported by two bronte bushings, pressed into the carrier assembly l ! with their flanges to the inside. The pump end of the shaf t has an internally splined (supling, attached to the shaft by a roll pin, which accepts the external splire adapter secured to the end of the pump power rotor shaf t. The drivegear is rnounted on the shaf t between the two bushings and engages the speedup gear. The carrier assembly is secured to the ergine block by capscrews and locking clips, and is located by two dowels. DISASSEMBLY AND ASSEMBLY OF GEAR CARRIER ASSEM8LY (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 car ler assembly,
- b. Send back locking clips and remove capscrews. Remove carrier assembly.
- c. To remove gear, shaft and bushings from carrier assembly, remove gear to shaf t roll pin then press shaf t out of gear. With shaft and par removed, press bushing out of drive bracket.
- d. Assembly is the reverse of disassembly. Use new locking clips.
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ofliVAL sNQiNe ANo - CoidPRf S$oR DIVI 5 ion 650 - a6tti AVENUE oAKL ANo, cALIroRNIA e4a2s a sta%ameMa Comssay
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PART L - MISCELLANEOUS CRANKCASE PRESSURE. The crankcase is fully enclosed and theoretically air tight. To remove gases and vapors from the crankcase,and to reduce the possibility of fresh air or oxygen being present, crankcase pressure is maintained at a level slightly below atmospheric, measured in inches H2 O by a standard U type manometer. MANOMET E R. The U type manometer is a primary standard for the measurement of pressure. No other device of fers a higher degree of accuracy of result. The vertical distance ostween 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 liquid 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 l one ounce per square inch will chang.* the indicating levels approximately one inch. As standard scales are graduated in tenths of an inch, very accurate readings are possible. MEASURING VACUUM. Vacuum and pressure,in the sense used here,are the same thing, vacuum VACUUM e being merely the degree to which the pressure has been brought below atmospheric pressure. Vacuum is normally read in inches of mercury, PUMP ] if a vacuum pump were to be connected to one leg of a U type manom y eter while the other leg remained open to atmosphere (see figure E L 1), p [] 1 (*) the pressure on the pump side would be reduced as the pump works. Atmospheric pressure, then being the greater pressure, will force the 1 column of mercury down on the open side and consequently, the column of the leg will rise. The resultant difference in the height of g the column is the measure of vacuum in inches of mercury created by the pump. Figure G L.I. Manometer mth Vacuum Pump OPERATION AND MAINTENANCE. With both legs of the manometer open to atmosphere as shown in figure G L 2, indicating fluid is placed in the tube until the level is at the center, or tero graduation of the scale. If the level of the two columns is less than tero. fluid should be added. If the reading is more than reto, fluid should be removed. Minor adjustments may be made by moving the A . 1 scale to obtain an exact sero reading. Application of pressure to J_ 1 1 the right leg will force the fluid column down in the right leg i 1 and up in the left. The Instrument is then read by noting the E E deflection from aero in both legs, then adding the two. In the 1 1 case of the manometer illustrated on the right side of figure UA N l GL 2, the difference is the sum of two inches below sero and two inches above, or four inches. g 4 4 b
& Figure 6 L 2. Rearling Manometer q
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INSTRUCTION o ev-IN' a= A co'MPRt Esom i V'iloN " 640 - 86th AVINuf k oARL AND, C ALtroRNi A sea 2s A ficatagnea ce*paa, L s _ _ _ . _ _ _ _ 7 ( v PART L - MISCE LLANEOUS (Continued) i i CRANKCASE VENTILATION SYSTEM, The crankcase ventilation system is designed to reduce the amount of fresh air and oxygen present in the crankcase while the engine is running. The system will also assist in indicating the general condition of the engine, particularly , pis*on ting and hner wear,if piston ring and/or liner wear becomes excessive, piston blowby will cause a rise in crankcase pressure and, therefore, will be evidenced by a change in the crankcase manometer reading towards a positivepressure. A motor driven blower is used to draw directly from the crankcase and discharges through an oil separator where oil vapors are removed.The discharge should bc piped outswje the building,or otherwise disposed of to prevent the presence of vapors in the atmosphere surrounding the engine, _ _
- a. Air flowing through the separator passes slowee & Meine through the filter element where any oil particles are trapped. The oil then drains down the side walls of the Dia ne,ee filter element to the bottom of the separator where it then drains back to the engine crankcase. , ,
- b. The blower motor is normally controlled by j a pressure switch, actuated by lubricating oil pressure. "" ~ ~~
The switch, sensitive to rising lubricating oil pressure, reaches a preset pressure during starts and the system is turned on. Refer to the control system drawings for the j r, y pressure at wtich the switch closes l O , f., l tJ c. The filter element in the oil separstor should D be removed periodically and washed in a solvent. Af ter ; washing, allow the element to dry before placing it back ed in the ssparator, Under nortral conditions, the filter { j element should require cleaning no oftener than 1500 on houtt of engine operation. g,,, , I
- d. Crankcase vacuum is controlled by an orifice in the discharge hne. The orifice site is determined in the (y field at the time of installation to suit the specific condi-tions at the site by the Service Representative.
I figure 6 L4. Crankcane Ventilation System CR ANKCASE VACUUM.
- a. While operated at rated load and speed, crankcase vacuum of 0.2 to 0.6 in. 3H 0 (0.608 to 1.27 cm-H3 0) should be maintained.
- b. Crankcase vacuum readings must be carefully taken, logged hourly, and compared with past tearfings. In this way, gradual changes can be detected and investigated so that minor problems can be corrected before they teach major proporttons. Should the logged rearbngs indicate a loss in crankcase vacuum, the cause should be promptly determined and corrected.
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INSTRUCTION on== s e= = 0 3 I "We "T ' ~ os.. oer m ' MANUAL c"a'nm".o."ca'u'r"o' eien sess' T ' ""' ' ! \ .
! PART L - MISCELLANEOUS (Continued) i l
1 I c. Crankcase vacuum readings should tw carefully obwrved during heavy load operations. Should the preuure h
- 30 from a vacuum to a positive reading, the engine should be shut down immediately. The engine should never tw (
l operated with a positive pressure inside the crankcase as this indicates that the suction source for purging the crank- l shaf t has been plugged and/or otherwise obstructed, Or that some condition eu6sts that is creating abnormal heat. lf a ( i hot spot develops in the engine and the oil flows or splashes over it a considerable amount of oil vapor W611 he formed. l l This vapor is emplosive and the engine must be stopped immediately, Allow engine to rest for fif teen minutes to aliow ! l fumes and vaport to dissipate before removing any engine covers. Determine the cause and correct before continuing operation, i l t ,i t l i i e i 1 1
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l l t 1 1 ~ ~ INSTR:3Tl85 as,.e.e u v. o ti.,ai o, ie .o. e, T MANSAL o'".. '.".'i ".' . ee t 9 . , . .. c.... ; l - , SECTION 7 i f TMOUBLE SHOOTING GENEMAL, { Maintenance trouble thooting, to be effective, demando e sound knowledge of the engine in both a theoretical ende : I practical tente. The mechanic muit enelyne the causet and effects, and where the cause is not readily appetent, f e must employ a fine wnte of logic bened upon the use of all tools eveilable. Section I discutted preventive maintenance. [ The tet.hneque of that drogesm 6t, to varving degreet, applicable to trouble shooting as well. To antist 6n determining the coutes of 6mproper performance, this section contains a listing of some of the more common engine malfunctions their probeble cowwt and the logical remedies. i MECOMOE. , i All possible malfunctions and theit probable toutes cannot be occurately foreseen and recorded in advance. Each i I engine will develop and display thetectoristics which may not be common to all enginen of the teme model or type. I Alto, the teme opetetor et mechanic will not always perform the troul/e shooting and repsit woth, it it, therefore, suggested that the ownet ettebhth a detailed repeit and trouble shooting secord system. Enh malfun ction thould { be recorded in a toedily uteble form,littmg the indications and findingt for enh metfunction encountered togethet ! with the receit action required. This tMord will be of etnistence in determining the cause of any future malfunctions ' entf will be a valuable Itaining aid for all opetetott and mechanics. l* l e p i i i l L f E l l i l l i t St#t#W.Pe 7l
1 m a S asuucnon --- Coserne$404 Devlescos sto = sten Aviseus D 6 OAeLL Asup. calif 0fteetA Debit a fransemeens Cemesay MANUAaL l J . 1mouett PotstgLg CAvst ACTION
- 9. 8 ag.ae fede to twea over waen ew e A6e hae we'ves etened Chest sie has vervee.
i
- D. Ace peeeewee too low. Chett seeeewee eteet vaive twe ned ON.
Cheet f ee eleseed steeinee.
- e. Aie steet velve teeteng ee etwet. Meteses eyhacer peeeewee by opening endieeter toets. Memove sie steet volve
, end ee emine. ;
d Aee f.etritweee timing 68 ee oew6ppedi. Adswet tim 6ag i I j e. Penee to conteel egetem OP P. Twen ON. Cheet ead eteveel teateele.
- f. Cecaea ef t eet twhy shif ted.
4
- 3. O agine tweae en ow twt weil met e. P wee has volve etened. Open su twet velvet
- b. Pue4 low 6a det tent. F iH tent.
stee t. Vent evetem by spea+ag twel pump
- 4. Aie 6n twet evotem.
bloodee 68eemt W. P wel liaet elegood. Cleaa hace i e p uoi fitte#e tiveged se diety. Cloen fettere.
- f. o,eie, ead fili evetem e.th eies,. ...
i Wetee 6e,9we.,.es..
,we, seatre .#,6 ese stie n .,,s. ,,- e ,.iv.e.ee,s.
3
- h. Pwel eel eel e# velve etwet open. P ese velve.
- 6. Pwee e.# en w telown evitadee not Orie e' tae thwtdean o'eerente feet eng estese ssag e.e. se paewteet eenfies espeteeem of etewmw8 ster tent opea = open sad held eeset we've bf se eewappedi
). $twet veise Peee. eisen and luefieste.
- 6. A+e sagen e blee b ed. Cheee and eteen teae
- 1. Vale 6e ending seen. Adswet selve eleseease.
m Ves ev toets ween, meseet weave, R. Cvhade* heed geenett looting Peptees with new geteets e Pietoa esage etwet. Meesees esage se eseus**d. weias evoetised esage af noseeeeev Meeless hates of ese#ed es ween..
%e 3. Mw ansag eat.ae tiene te elese. e. P weiIow in dev teat. F iH team .
t Wetes sa twee est. Dee*9 end 668 with eteen 0:1.
- e. Puol iHteve 96wesed end Watty. Cloen feitees.
- d. Iag.no eveneeded medwe e leed.
e 8 emewet has setteseted. Cleet ebetewetion.
!I f. latene eu bioened. Chost and etees 66me.
S. Pepen seised. Aetwee pisten seiswee met es e high f estehed. Mweeing noise Stos earne enmeshofedr. Cheet pistene, teases end soonasevete m. j
- h. Se8ety thwedean eveem. Cheea sadisetees sad tavestisete
- d. 8 agine f woe seeegwaseev when e. Low twee 6e det tent. P HI temk.
fwanoag b. A6e 64 fwet egetem. Vent egetem by spea6ag fwet pwme bloodee sereme. a
- 4. Wete# ta fvet est. O*ese end test with steen e4 d Pwee lease elegged. Cloen hees e Pwei f of.ee e,wge.d sad diee,. Ciese fHi++e.
1
; f. Pues noesie etwet, esegged demoged flestees with spees and seemine 4
es sween, e taleetien twbe seaneettage teselag Cloea 6eiate sad tighten.
- h. P wee nessee bioedee velee ***a. Clees velve.
- 6. lasettien pump datv, demoged se noen. Moeisee with seete end seemeae 8 Inseeseen sweas owt of terne Adewet temaag
- h. Inlettien pweep deas,ee, egg of belente Cheet enhevet te#ae**eew eet of all wetet othe+6 episadees watet locapeestweet see withis j 608 P et one eastate.
- f. Lset of someesssion. See pee agees s i 3 eteve.
en E secesive men. feed og peceewee podwee peeeevee 4 h t _ v sia/nv= N 72
111STRUCT1011 = >va - 6 - COe#PHESSOR DIVIS40ef " ~~ o"m" A.so'. 'm"".,o e.l. .e.g, A110AL 7 ,,....eme , V POSStBLE C AUSE ACTION TROUELE
.ei, waning..nge .h.eb,.., e . , se.. o. . i. 4,.. . . ..oge.o. ..m.g.. or Rop,.c. we,h so.ee an ...mme. e eshaust. worn.
- b. In ection s pueto owt of time- Adsust timeng
- e. Injection pumo del +very out of belance Check enhoust temperatures of all cytendees with othete. Adtvet control tint age until teenperatures see within 608 F of each othee.
- d. A6e 6nteke blocked. Cleas. *
- e. Eng no overloaded. Check lead Redwce of nnneaty.
.l e Pstten tings stuck. F ees. slaan eing grooves and est dee n holes.
j S. g seine het smoky Ib4wel enhawst.
- b. Piston tings oe hners worn. Replus rings as reqwned if necessaev, use oversised rings. Replace Imere of teored or worn,
- s. Lees of tubenestene oil. Check piston renes, ring grooves and haet.
I d. Ceuk er hele an pisten. Replace piston.
- 7. Engine knotat whole tunning e. puoi nossle stuth, slogged, dameged or Replace with opero end esamine worn,
- b. In ection s pump out of time. Aa,wst timme
- s. Peee er we of fwed beme used. Check specifiestions of twel beene used against standard.
- d. Defutive twee toppet. Chec k, eeplace worn parts.
e, Pieten losee 6te lenet. Shut off twet to suspected cyhndet, if knot k decreases, theth piston and eing slestances. Replace worn parth
- f. Loose pisten pm or pm bwehmg. Place piston et bottom deed center. Wath sty bar, shock poston f or loose fit. Replace pm of busheng as necessary,
- g. Sed sonnestme tod beeting Check tteerances.
- h. Defestive meen bearings. Chect eieerences.
Ad. ea. tj 9. L.w .wb,s.e,ing eel p,eesure. e. Low einevenn .. pp. D. Lob, .eting .il ... tie,. ..ogge. Chm ered .ie.e..
- e. Leseo pipias Check and tienten se necesse#v.
t d Leaded fitto' elemente. Clean or replace, j e Stiet6mg rebet volve. Free end clean velve.
' f. Defoeteve lubr64eting ed pump, inspect pump. Repset er repseco.
I e Rehet selve set toe low. Adiust,
- h. weose et weta beerings. Check steateness i
- 9. 8 acessive tubtitet6ag eel peceswee. e. Rehet selve stust. Free end steen.
- b. Dirty lwbestating ed easier er filter. Cleen.
- s. Relief watvo irnproperty ediusted. Adswet.
- 10. High lechet weier enlet tempeestvee e. Jeetet water pressues few. Check and tighten connectient.
l " b. Ase en wetet system. Check water pueno - bleed eie.
- e, pump sustien es discherge slogeod. Check and steen.
- d. Pump aiebound. Open vente en pump or en top of swation.
- e. Water passege toegged with scate. Cleon with recognised toivent.
I' f. Inedeewete heet enchensee toelent, inspo<t and sleen se necessary. g Detty heet enchanger, inspect and steen,
- h. e egine oveeleeded Reducefeed.
> i. Looes piping Chuh and tighten.
- l. Inodoquete een water supply. Chec k.
- h. Ves*oe phees system 119 se aquepped) See Manuf actuee**e Instructione en Assorseted defee tive hableestoons heer'uel,
- e. Cyl6adee misfee6mg Check fust 6ns etter nesties, twee pump. pas I L 8 eseos vibeetion odernoseon velve, eyhndet fwel eutoH.
- b. S tuch valve. Free, re f ece end se emet, et eeplace
- s. Mothen6ce4 probleent invest'gete all systeme end aussheries t 2. E etowve est.awet temperetwese. e. enome evoetoeded. Redutotoed elf tyhndeel. b. Lew manifold est presewte. Insteees pressure,
- s. Pieten that ang. Remove, steen, choc4 eleerenses
- d. Seeting feelves. Inspost end shock steerences.
I e Diety set sleener. Cleen,
- 13. Unegues sehewet tempotetvece e. Hegre sie mentfe'd ear proseute. Redute pe**ewee.
g Chech vetvos, grind and to teet.
# lvende opteed with engme leaded), b, Veive feesego, e, r m,.. lie, poenp oot ., ediottm.nt. Ad,oet.
(O) swRv.u 73
N N DELAVAL ENGINE AND COMPRELSOR DIVI $10N A 2 660 - gSth AVENUE em. MANUAeL OAstLAND. CALIFORNIA 34421 A fransamerica Compaar [ \ m
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ed TROUBLE POSSIBLE C AUSE ACTION
- 14. Resene enhevet temperature in e. Gas admsesion velve. Check and adsult volve.
one cylinder. b. Burned e nhaust velve. Replace valve
- 16. High pro turbine eshaust temper. e E ngine overloaded ReduceIced etwee. b. Low mensfold air pressure. Increase pressure.
- c. Piston sticking. Remove. clean, chech clearances,
- d. Bearing fedure. Inspect and check clearances.
- e. Dirty air cteener. Cleen.
- 16. Low enhe6 st temperetwee en one e. Obstruction 6n gas supply. Check lines and clear.
cylinder. D. Gas cutoff en header closed. Open cutof f.
- 17. E rratic speed var 6ations thwating). a. Insection pump emproperty timed. 76me pump.
- b. Infection nossie tio clogged. Clean notrie.
- c. Inlection norrie 6mproperly edswsted. Adj ust.
- d. Inlection pump plunger stuck. F ree plunger.
- e. Ost levet en governor tow. F eel governor.
- f. Fuel oil pressure low. Increase pressure.
- g. Fuel control regulator. Check and ad;wst regulator,
- n. Governor or link ege sticking. Refer to manuf acturer's instructions.
Lubricate lenkese with engine oil.
- 13. Constant engine speed fluctwarion. a. Governor. See manuf acturer's bulletins.
- b. L enk ege. Cloen and eubricate with engine o.l.
- c. Speed signal air pressure. Check svstem and air suppiv.
- 13. E sconsive venting end/or vepers a. Leeking en start valves. Check volves, repair or replace ftom vent hetes in each end of ster:6ng eer header.
FN I
- 20. Low lock et water pressure. a. Defective water pump. Check and repeer.
[ b. Wever pump serbound. Bleed air. s )
- 21. Low row water pressure. e. Defective water pwmp. Check and repair,
- b. Air en system. Bleed air.
- c. Dirty strainer. Cleen.
- 22. Low compression pressure. e. Worn piston rings. R ept oc e.
- b. 8vened velves. Replace.
- c. Velve tappets emproperty adsusted. Adsust valve clearance.
- 23. Low fues one pressure e. Dirty fdters or stroeners. Check and clean.
D. Relief velve stuck open. Free end check,
- c. Defective pump. Check and repeer.
- d. Aw leek in swetion line. R ec eir,
- 24. E a sessive lubricateng oil s. Worn piston rings or teners. Check clearance - Replace et clearance es
, consumption. e s c essive.
- b. Leak 6n surrip or pop 6eg Repair.
- 25. Loss of trenkceae vocwum. a. Paulty manometer 6ndecations. Check tubing for leeke or obstructions.
- b. Slower motor defective Repair or rootace.
- c. Defective peessure switch. R eplac e.
- d. Loose electrical connection. Repair.
- e. Air leek around evlender heed covers. Check for gasket condition end that cover is tightened evenly.
- f. A6e seen at twet eine entrance to tylencter Check grommet and f uel line gaskets, head sub covers,
- s. A6e seek post velve gu6 des. Cbeck clearances.
- h. Paston blow 6ag by. Check for stuch piston renge.
Check for estess6ve piston ring weer. L Lubr6ceting oil fumkig Check for het spots Thee heavy vapor is very esplosive and the engine showed be stopped smme m dietely. Allow to rest for 16 m6nutes to glion fumes and wepors to reassipete bo
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fore removing any engine covers. l L-G/R/RV-74
INSTRUCTION DELAVAL ENGINE AND MANUALFOR COMPRESSOR DIVISION & ENTERPRISE $50-85TH AVENUE -~f, y ENGINES OAKLAND CAllF. 94621
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x/ T R O UllL E POSSIBLE CAUSF ACTION
- 26. No fuel pump delsvery or 6nsuf f e. e. Fuel tank empty or volve 6n line closed. Ref ell tank w6th fuel. Check whether cient delivery, transfer pump delsvers fuel to tank, Open all velves 6n line,
- b. Fuel inlet pipe clogged or th6td stage Clear pipe. Clean f elter element.
f 61ter element dirty.
- c. Air lock in pump. Vent pump and nossie.
- d. Pump plunger remains suspended in Thoroughly clean all parts, particularly barrel. plunger and barrel. If either are damaged.
replace both with spares.
- e. Plunger spr6ng broken. Replace w6th spare.
- f. Delivery valve does not seat properly. Clean delivery volve and seating if either are damaged replace with spares.
g Delivery velve spr6ng broken. Replace with spare.
- h. Leakage back to suction chamber from Clean f aces. Remove burre and scratches surf aces between top of betrol and from delivery volve seat and barret.
dettvery valve seat.
- 1. Worn or def ective plunger or barrel. Replace with spare.
- j. Dirt causes pump plunger to jam. or Dismantle end clean, control rod rock is coated w6th dirt.
- h. Supply connection leak s. Install new gasket or replace connection if damaged.
- 1. Leekese past spring guide caused by worn Replace defective parts with scores.
plunger or 6mproper seal of barrel in main body.
- m. Hsgh pressure connection leaks. Install high pressure tube only on the cylinder for which 6t was f actory fitted, Replace line 6f cone is damaged.
- 27. f njection nossie velve stocking. a. Dort in nossle. Remove end clean noaste.
- b. Poor lubtsceting qualitses 66 fuel oil.
- Change to fuel or proper specifications
'g c. Nossle body and volve corroded or Replace nossle body and valve with spares N eroded due to sc6d. water or dort in Check fuel and filters fuel oil.
- d. Joent between nossle holder and nossle Clean f aces. Remove bures and scratches not tight. from nossie body and holder,
- s. Nos slevalve worn and loose 6n nossle Replace nossle body and vetve with operes.
body. Check f uel and filters.
- f. Nossle valve stuck 6n closed posetton nr Remove end clean nossle.
nossle orifices closed.
- g. Carbon deposets on nossle. Cleen Rosale.
- ' Check fuel betng used for conformance to approved spec 6ficateons, introduce additive g
in fuee of recomm.nded. s ("Nv) o/n/nviav s.n 75
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f hfh o(Lfvat tasoitot age CotePMt S$OR DevlS40A0 { i. tes - e6esi avaneue MANUAL omat Asso. catsponsetA seats a 1, m.,,o Comsa , l
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APPENDIX Vil ALARMS AND SAFETY SHUTDOWNS The following conditions are monitored by the systems protective network. Th<ne stems erfentified as shut >wns will i stop the unit and open the genesators circuit breaker in Ihe EXERCISE or TESilNG state only. Those items marked
- will stop the unit even of tunning in response to a LOCA segnal.
PUfeCTION AL ARM l Setting! , SHU f DOQ)Settinel _
._Hgh Temperature Bearings _ _. . _ . . _ 228'F...
_Nigh Temperature JacketWater .. 190* F. . . _ . ._. 2000J
.._.High_T f mpgature Lubricating Oil . _ _
_ , 190* F _ _ _ _200 F_ Low Temperature Lubricating Oil- IN 140'_F _ i
! Low Temperature Lubricating Oil - OUT 140 0 F *
. .High TEperature Lubricating Oil _- IN . ,_176 F 0 High Temperature Lubricatine Oil- OUT ,_ _190kE l 0
3 Low Temperature Jacket Water - IN _ _ _140 F. R Low Temperature Jacket Water - OUT _._ 1_40$F
$ High_ Temperature Jacket Water - IN _ _175fF 0 High Temperature Jacket Water - OUT 190_ F l . ..-
1 - j High Pres,sure Crankcase __ _.3 .5 psir ,_ . 3 psit i L.B. Turbocherpr Oil Pressure Low . . . _ 20 psif _ _. . .. ...___.15 piit l
,, R 3. Turboch.arpt Oil Pressure Low J0 psif 16 psif
_ Low Jacket _ Water Pressure _ 15 psif- 10 pef _. I _.High D.if forential Pressure - Fuel O_il Fjlter __.._20 psir g _, ._ . . , , High Dif forential Pressure - Fuel, Oil _Streiner ,20 psir ._ I High Difforential_ Pressure - Lu.be_O liF 64ter .__20 psif , k High_ Differential Pressure - Lube Oil Strainer 20 psit T e. Low Pressure Fuel O I 2Q ptif g Low Preuure Lubricating Oil Rpsif 30 psif I y - l _. O_ __ .. asaw weetnesse S.8 ,
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DIL' VAL INCiht AND i i cOMPRE1&OR DIVilloN a jMLA-
&*4 . Obeh A V6 Nut MANUAgL OAR L AND, CALorORNI A edesi 16 teema.e'4 s (e* seas
)~ - - _ . . . - - _ _ - -
APPENDIX Vll (Continued) F UNCTION AL ARM {$ett. ngl SHuf 00*N l5etting! Overspeed (115% above rated speed] __. _. . . _ _ _ . . _517.5 tpm -
._Dttfin2 D ev. ice .- Engaged
._ Fuel pump /overspeed Governor _ __ Failure.
Local Remote Maintenance Switch , _. _Not.in Remote _, . __ _Lu_bc Oil Level ._ Low __ _ _ Fuel 04 Storage T_ank Level _ High/ Low __ __ Fuel Oil Storarje Tank Level High H_gh/ Low Lov Anyfump switch _ .Not.in AUT_O.
. Jackyt Wa(etL.evel _
_ Low _,_ __
. Y.o.ita2e..Regutstor Transfer _ _ Troubte. ,
e _Golfengtsystem .Over/under frequency _ _Ge.neretor Geound Generstor F seld.Grgund Generator Reverse Power Generator
- Dif fer ential
$ . Gent'Ator .
__. Lost oLF !eld
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ac y , Genet #1gr __ J ve!quftent 2 a . Generator Stat 9t _Juh iempereturr_
. Generator.Deerins _ . _ _t%hlemperstwIr_
.. DC_Coniro!19wer __Lois of
._AC.Conteel 29vver . . . _ . . Loisof d _yoltage, Balance R.elay , _ , _ Operated , _ _
y Blackout Start Owner's signal,_ o LOCA Owner's signal
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RRgRb o4RL Aaso, Catifo8 seia 90009 4 tia%4mnas Cemesay h _ . . _ _ _ I SECTION 8 l APPENDICES
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l The purpose of this section of the manual is to provide a singte 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 lseen omitted from the i tent and, where appropriate, reference is made to the applicable appendia. The following append.ces are contained in this section. ! Appenden i Torsional Stress and Critical speeds l . Appendin 11 Operating Temperatures and Pressures ( Appenden ill Table of Clearances ! Appendia IV Torque Values ! i
! Appendia V Taming Diagram I
l Appendia VI Lubricating Oil Recommendations ; t ! Appendia Vil Alarms and Safety Shutdowns 1 l , e i Appendia Vill Fuel Oil Recommendations ; I Appendia IX Power Engine Factory Test Logs ' i ! 0 1 l, i- i l l i j t i 1 i i f I ' i ( 4 i i mmv.m a1 1
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, .35 INST RUCTION OCLAVAL ENGINE ANO '.{g,. ;.
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n' !.(.' . y g g g i M ANUAL FOR COMPH[550R DivlSION i A 8 SS48STH AVENUE G LNTERPRISC y,$.s.;'- oAnLANo.cAur e4s21 meu e m M . ]% . m[ . ENoiNts .. , (v) APPENDIX 1 TORSIONAL STRESS AND CHITICAL SPEEDS p ..r*
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g.T , W aI g o.mu c r INSTRUCil0N DCLAVAL ENGINE ANO ' W ANUAL FOR tuttnenist COMPHi &&OR DiviS80N
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G APPENDlX 11 OPEf1ATING PilESSUllES AND TEMPEllATUflES PIIC SSUlttS The following prettutet thould tw pf etent for starting Stetting Air Supply 100 - 250 pu . , , . . . 10$$~t7C bgeqtm Starting Air Headet 160 pu , . , , . . . . . . . . 10 65 6g us tm While tunning at rated speed, the operating prettutes thoukt le at follows pga 6n hg b g 't1 t m Lubricating 0d' 40 - 60 81 4 - 101 0
. . . . . . 2 81 - 3 L1 Lubricating OJ at f uetootharget inlet 2$-35 .. ,, 600- 71 26 . . 110-240 Jxhet Watet 10 - 30 .... . 20 4 - 61.1 . . . 010-211 F uel Oil 20 - 30 . . . , 40 7 - 01.1 . . ,
140 - 2.11 F0ft DUAL FUt L ENGINtS (Preilute Defore flegulatori Gat" 40 - 4b 81 4 - DI 6 .
,.. . . , . 281-310 O) v f tMPtitAf urtt$
Whde tunning under teted toed. the outlet femt*teturet thould to et follows , Lubout>ng Oil out of Engine' 110" P - 100" F (16 6" C - 112 28 Cl Jubet Water out of Engine 110" r - 100" f (10 6" C - 82 2" Ci f tMrtit Af 0fttl the enheult temt**storet shown on the title tier see the eveteve foe all tyhtutett during fattory tett unde total eminent eenditient Tomterefutet 66 the field, thetsfoto, mey tetted that a:Heye femtweetute. Ort duet fust eag'nel, ind widuet fylierfst teheult tern (*#etute et nottful if withers peut et feetius 60 t'eg eet of the evetop ishen from ett tyhedert Prettutet enti temsprotutet htted e's ettehhthed et 4 gu ffe to gwng49 opeteteon they thould tw helet w.then (dut of in nut 10 *ttent ludefen thanget in vesiling tettvere immeif>ste invent'gehott erwt tenteet.ori
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l J APPENOlX 111 l ! TABLE OF CLE AM ANCES l M00tL MV EN0lNE
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Ciee'eme When New Mepie,e wnen M E m ^ ~ ~% .'emum 0,* Notee ! Poeten pheL Q9Pme'"i ISthfL CenUme't's JMh't. t Crat'+e'tp l Jolo,, 4shewitvelve ygsg** 0 W 7_ 7 637 0 996 _ _ 7 614, _ _7 $Q, J11 1 09 #, suo o.. lo.c I 00) _2646 _ 100) # 644 t o!0, _7JL , fan
.A' Lee'velegn J 00$5_ ._ 0 014 _ ._000fS. _ 0 019 _ _e r_. .ae m J1) :
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.U.00L 0006 _ 0004 , 0 010 _ ,_0 0IB_ m 0 019 _ ., Lt} ;
, tent *t eoitw on em _ ,0 0016 0 004 0 0030 0 094 _ 0 00% _ _0.01 L 111 commt im6 emio tw e jas __ 0 00JL _0 0:0_ 0 00A. _0 07L 0 01r_ 0 01L til __._.
it'* te*At_av en ee't
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l 1 $48e'n twoog typen6 df t 0 01 P_ 0 011 , .O n t e4, , ,0 047 , 08l14 , _1 669 _ J t)]43)L [ hvia*'ita!Y!!t**"at _ 007L _ 006 L , 0030 _ 0 01e_ 0 61l_ I $$L J21 i Ce_mett Iseco1 to tesa6 ee81,_ ._0.01 I . . _ 0 079 _ ,0 01 R . 00)# _ 0 tie _ J 64L JJL(et _ l Ce**e'_t t.ecfm to semeef t 000)% 0 0ftu O nu49_ _ 0 017 _ _ OltP) . _ 0 **0_ lillaitt' , nWiMt CL t AM AhKF IN LINS M l f ets tienelIsee'edi e t& 0 306 O I79 0 370-0 0 M.,, . ,0 t Atl_ 0 Of f_. 0( _._..=. _.,11., 11i e'J7L ' om,omjoril 0 0te_ _0 046 _ 002L _0 0tL _ ___ J11,1t21 r on i.,, , .... .... .... .... . um_ _4jj3r _. 31 l I
. P:nt_0N MING _C AP CL t AM ANCit __. _
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,.Ce M ' m .em.f M ; Otonvet3 6 4 0 060 _012 f_ 0 Det . Os)10 _ 0 #00 0 90s _ J21_
0+1t eatfe'P4 _d'** vet l 6 0 .0 079- 9 009_ _0 000_ _0]$L ,_0.790_ _0D8_ 121 _PMf ON MI40 l'Dttt t.AM ANCt_IN 0#Mt _ Jtnevfewe'u1M _, _0 00L 0 01t _ 0.011 _ _0 ole _ 0 Oko. 0 Ost _JJi _ ! ,Camt.*Meeayg1 0iaeve No 7 0 ##( 0 Of3 _ _0 OUL _ 0 013 _ 0 070 0 061 _ (21 ' I s Ce*fMf*allg 0*oe,M_3 6 4 0.086 _. _0 0)L 0.009 _ . m eetJ _ 0 070 _ _0091 _ .121 _ 0 ' eaaoat m - 9'a .M l t 6 0 003 _000m _ 0 007 - _.0 01tC _0 01L _0 0$L Jn e
$$1PIM lll Wes Mbef emMef and enep ges.ges t ill W. teeter ese l 1 31 Wee d ellad.eetoe ibwee teetl, sei U . eie se ill Meeewee et bottom et lenet ehett.
! let Mosewe M les of upsw she41; l l f 47) themHer of bewe, pioewed !% lath item less el go de. 106 0,e=Ma et Owe meewsw 3 inenw t'en benem et p de
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x .- APPENDIX V.1 OC All Stf AND HACKLASH CLCAftANCES MODCL MV [NGINC ( 3 N . ,. % @ e. p% 0
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O APPENDlX V TIMING DI A0 HAM i 1
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i lett Am t Clemet i Notte e,+a .e ia e,eac eve ese,. . I e ae *e De's law ea e,e ea of smea vet. es paq ae mesmet,#6*8 848 f** *g 6*40* I bee 4*g *0 me**ee'e'0 8 89 eebaetes tad ineae flee.$atia#4 0 Dee iTa0 De*G lheet #98 $4 04 $ wet eApetben De*Al l TbH WM $$ l
l r dis AVI.L EkGINE ADO Cow 18Sso3 oevessoN ~ 660 - Obeh AVENUs MMUR o '*~o. cat'rca~ia e e>> gs ,,. --. c., . F i APPENDIX VI LUBRICATING OIL RECOMMENDATIONS The DELAVAL Engine and Compressor Division does not recommend lubricants by brand name. The final measure of the quality of an oil is its performance in service. The lubricant supplier must work with the fuel oil suppher to insure the use of the proper lubricant. The consistent quality and performance of a suitable heavy duty oil must. therefore, be the responsibility of the company making the lubricant. CAUTION It must be the concern of the operator to consult with the oil supplier concerning the proper selection of a lubricant which will perform compatibly with the type of fuel to be used in order to insure the most satisfactory performance and life with overall economical operation. in the case of unresolved questions, the DELAVAL Engine and Compressor Division should be consulted. To determine the condemning 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 quilitative f actors. The following applies to new oil only. RECOMMENDED LUBRICATING OIL CHARACTERISTICS (O J d SAE GRADE 40 OIL Maximum Minimum Viscosity Index (ASTM D567) - 70 Gravvy. A.P.I. at 600 F (25.6'Cl (ASTM D287) 30 20 Flash PotntOF (ASTM D92) - 425 (218* C) O Pour Point F (ASTM DD7) - 10 (5 50 Cl below coldest oil starthg ' temperature OIL RECOMMENDATIONS DIESEL ENGINES (Using fuet oil with less than 1.05% sulfur): Engines rated 205 bmeo and below - APl/SAE Classification "CC" or better. Engines rated 206 bmep and above - APl/SAE Cless:fication "CD" or better. s l \
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1 l n/nvlo/sAs col 7e S7
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INSTRUCTION
=tAvA u = = A o cownesson oivision TTa "e
A A fraatavica Compaay N MANUAL o"AKLANo. CALIFORNIA 94821 APPENDlX Vill FUE L OIL SPECIFICATIONS .. Maximum Minimum Viscosity, S.S.U. at 1000 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 Conradson Carbon, % 0.20 - Ash, % 0.10 - Water & Sediment, % 0.50 - Flash Point,O F (P.M.C.C.) 150 or legal Pour Point, at least 100 F below coldest fuel oil temperature DISTILLATION, O F 90% Point 675 IGNITION QUALITY Cetane Number 40 [' ' Heat Value - determine from A.P.I. gravity limits shown to determine total or net Btu /lb or gallon. The above specification covers fuel oils classed as Grade F.S. No. 2. Fuelsheavier than the above can be burned in Enterprise engines provided proper treating and pre-heating f acilities are available. In the event it is desirable to use such fuels, DELAVAL Engine and Comoressor 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 recornmendations, refer *.o Section 2, Page 5. 4 G eininwevs.w 89
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^y ! l INSTRUCTION DELAVALENGINE AND M ANUAL FOR COMPRESSOR DIVtSION .[k$':7 , 3 f f 5
IJ M[t[" "* % 550-85TH AVENUE ENT ERPRISE OAKLAND. C ALIF. 94621
*"7! E E ENGINES 26b3kJ,#LhTMJ T01.El,4..'.
O . APPENDIX IX POWER ENGINE FACTORY TEST LOGS , Copies of the Power Engine Factory Test Logs are provided in this appendix to assist operating personnel in be" comin familiar with the operating characteristics of the engine. The data included is that recorded during actual factory test of the engine. O O S
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..~.-x-,n.~u--.---,__.= = ~ _ _ _ - . . - _ . ._.....- __ - .-_________ .{ l m - " l DELAVAL EN04%E Afe , ' COMPRES00A DIVISION a gg A a 500 - Steh AVENUE R gML OAKLAacD CALIFORNIA 9402% A fransamerica Compaer j l l DRAWINGS i ) The drawings provided in this manual are intended for the customer's use in the installation and ! operation of the unit. They include installation, foundation (where applicable) and system piping j schematic drawings. Control system drawings are also included. Assembly drawings may be found in j the Parts Manual, Volume 11. l I i 1 1 } l l 3 i i , 1 l l i i l l i 1 l l l I Perm CAT 122 3/75 I i n-. . .-.n.. -.. -- .
m - f DELEVAL ENGINE AND COMPRESSOR OlvisiON 1p60 - 85th AVENUE A Transamenta Company MANUAaL OAKL AND. CAltFORNIA 94421
\ -
d PlPING SYMBOLS M ANOMET E R PRESSURE REDUCER ( LEVEL GAUGE T p PLUGGE D PRESSURE sWiTCw N GATE VALVE DI AL THERMOMETE R GLOBE VALVE ST R AINE R T TEMPE RATuRE SWITCH Q etuG VALVE
- DIRECTION OF rLOW OS 5'G" * ^uGE lgl suTTERFLv vAtvE (Tignt Sealing Type)
@ WELD REDUCER ENGINE SHUT DOWN SCREWED C AP AND PRESSURE SWITCH CHECK VALVE -]
OSP % NiPPLC PYROMETER h ST OP C OC K h UNION WELD CAP
@ PRES 5URE SHUT DOWN ELEMENT SAFETY OR RELIEF VALVE , TEMPE R ATURE CONNECTION - PRESSURE CONNECTION -
Q Requires 4" half coupling f or all dial thermometers and separable socket Requires W" Coupl6ng, nipple, stop cock, W" u be" bushing n thermometer wells and Va" half couplings 4 and 4" plug. (Feeld locate
' for temperature switches, etc. (Field as directed by owner.)
locate as directed by owner.) Y STR AINE R "Y" $0LENOID V ALVF TEMPERATURE SHUT DOWN ORE 55ER COUPLtNG ELEMENT
--.. ELECT RIC WIRING EXPANSION JOINT ,
--- C APILLARY TUBING ORIFICE Hl BLIND FLANGE ALARM CIRCulT THE R M OMETE R PRESSURE GAUGE TEMPERATURE GAUGE METER FLOAT VALVE FLOAT $ WITCH
\ DI APHRAGM CONTROL THERMOSTAflC TEMP. This form some es
\ VALVE CONT ROL V ALVE Form 04313 Perm CAT.123 (M) S/77 1
INSTRUCTION DitAvAt eNmN AND A A COMPRESSOR DIVISION D - MANUAL OAKtAND. CALIFORNIA 94421 A f ranumero Company m .. . ELECTRICAL SCHEMATIC SYMBOLS SWITCHES TIME DELAY ,
. DISCONNECT N.O. E N E R GlZ E D METER O O O- ' T CIRCUIT 8RE AKER N.C. E N E RGlZ E D N /
jg LAMP N.O. LIMIT (Newtral O N Posnion) N.O. DE E NE RG1 ZED LAMP. PUSH TO TEST W N.C. LIMIT O 'D*"'*' W '*"I HELD CLOSE D LIMIT N.C. D E.E N E R G lZ E D Plx ED CAPACITOR HELD OPEN LIMIT CONDUCTORS A DJUST A B LE CAPACITOR N.O. LIQUID LEVEL NOT CONNECTED MOTOR STARTER 1
- CONNECTED
-{@l- MOTOR N.C. LlOUID LEVEL g ..@
REM TE LOCATION COILS N.O. P R E SSU R E ETC. p 4 0- -U" OV E R LO AD. TH E R M AL TE RMIN AL s N.C. P R E SSU R E SOLENOID RESISTOR N.O. T E MPE R ATU R E SELECTOR SWITCH
\ ADJUSTABLE RESISTOR j NORMALLY CLOSED N.C. T E MPE R ATU R E O NORMALLY OPEN
- PHONO J ACK N.O. PLOW O O O-- T HE LD CLOSED N.C. P LOW LIPet PLUG
- s O o HELD OPEN RECEPTACLE PUSHOUTTONS NORMALLY OPEN g g DIODE
] MECH ANIC ALLY CONNECTED NORMALLY CLOSED O O MISCELLANEOUS Dousts CIRCULI 6 PuSE O O HO""
(, GENER AL CONTACTS Yb PLUG AND RECEPTACLE
\
1 l > b h NORMALLY OPEN ] h METER SHUNT This form same es NORMALLY CLOSED GROUND Draw 6ne 61000 i Form CAT.124 4/78
m - DELAVAL ENGINE AND " COM&ESSOR OtVISION t>bO - $$ih AVENUE AHR Oa 'a o. ca'l'Oaaia . y a iss ss-rms co ss s (es) ___ d VALVE SYMBOLS AC TU ATOF< S TWO POSITION V ALVE fW/O ACTU ATOR) Basic two position Spring return Two way, two position M Manuai pusn sciuator Three way, two position W M Manuai pun actuator Four way, two position M oeiented manuai actuator __ _Dt t 7 Five way, two position P Pressure actuator THRFF POSITION VALVE (W/O ACTUATOR) W _ S soieno;d .ctuato, Basic three position _ V Vibtation actuator L 4 Three way, closed center, three position
,7 77 h -
F Fiow scioaio,
; Three way, open center, three position i.iouid iewei acioaio,
/
/< ss AA 43 _L Four way, closed center, three position
! i 77 /4 -
(j - T Temperaiore aciueior
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Four way, open center, three position 1. Actuators (there may be one or twr ) are shown attached T to either end of valve symbol. 1 Five way, open center three position
- 2. V. Normal, relamed" condition.. alve symbols are always
- 3. The tube or pipe connections to the valve are considered to be immoveable, while the internal passage blocits are u .
mentally shitted between the outernal connections to Five way, closed center, three position T rif f visualire valve astion. EXAMPLES: N T T\
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Threeway valve, two position, pressure actuated, spring return Output
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Valve connected normally closed (supply shut of f when no pilot pressure exists). ( _ Note output is connected to exhaust.
'T Tr E xhaust - L-Supply pressure Output
' - - Valve shown with pilot pressure applied (actuated). Supply is now connected to output, g *T T(
p
- Pdot and exhaust is blocked. Note that connections have not moved, and valve body is shif ted to the lef t, causing the right passage block to come beneath the connections. Also note, E shaustJ ' Supply this view will not show up on drawings.
,Ls
, (v . Form CAT 129 3/76 JThis form identical to contents of Form D4703)
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l I PROCEDURE NOTES FOR MOUNTING ENTERPRISE ENGINES ON CONCRETE FOUNDATIONS M ATE RIAL wooden PL ANKS SECURE LY N AiLE D TOGE THE R
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[b PL AN VIEW SECTION A- A SUGGESTED FOUND ATION BOLT TEMPLATE OBSERVE THE FOLLOWING SEQUENCE OF OPERA. grout is to be apphed to remove laitance, oil stains. etc., TION: and to provide a rough, dry surface for good bonding of epony grout to foundation. j / ; 1. Construct a foundation bolt terrplate, using certified (j foundation drawing to determine positioning of founda. }. Remove engine foundation bolts from shields and set asede where they will not tw damaged. Place lacking tion bolt holes. See sketch for a suggested template de-sign. E xercise great care in locating bolt centers. ~ screw plates in pnsition at each jacking screw location. Plates should either be imbedded in foundation before
- 2. Position and support template from foundation forms, concrete sets, or grouted m place.
securely anchoring it to piever't movement. 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, being careful not to damage cap at bottom of nut. be protected to prevent damage.
Insert foundation bolts and shields in holes provided in template, then tighten upper nut. Shields must be secure- . Insert toe jacks at four corners of engine, just inboard of ly held in correct position to prevent any movement shipping skids to support engw e wn.ii n e # e tein{ dutiryg pouring of concrete. A suggested method is to eged. CAUTION. To evoed damage to base casteng. use reinforcing rods, welded to each sleeve, or on top of do not locate jacks at center of engene. Remove shipping each anchor plate in both rows of bolts running the skids, clean eno _ne rnounting rails and lower engine to length of the engine, and then adding "X" bracing be- grade. Be sure foundation boet holes in engine base are tween the two rows of bolts. Another method is to tie correctly aligned with foundation bolt sleeves in fcunda the bolt assembhes to other reinforcing rods already in tion for easy installation of foundation bolts. the foundation. 1 Clean sole plates and chocks wit'h a degressing type sol-k 4. Recheck template positioning. alignment and elevation vent. Af ter cleaning it is recommended that sole plates l2 be/ ore pouring concrete. It is recommended that a DELAVAL Engine and Compressor Division Service be prEed with a primer recommended by grout ma'nu facturer. Lubricate threads of jacking screws with a min-Representative be present to check bolt layout. G' powdered graphite and engine lubricating oil. Lower end of jacking screws should be coated with was
- 5. Foundation is to be poured monohthic and must suita* to prevent epoxy grout material from binding to screws.
bly reinforced with reinforcing steel. Let concrete set for 10 days before installing equipment and 30 days before 11. Place sole plates and chocks in position under engine as running equipment. V 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 enner edge of engine Form 04Saa (Fremtl
T ( gi V mounting t'Is (The front and rear sole plat:s at each side Eng'ne and Compressor Division Service Department),
's of the engine are designed to riake contact with the and tap them int 3 tw3 opposite flywheel bolt holes. Do P mounting rail shoulder and are intended to restrain side not drive dowels up hard. Ream two flywheel bolt holes i movement of the engine.) with the special teamer and measure diameter of teamed ,
hole to the nearest 0 0005 inch Compare diameter of p
. 1 l
. Lubricate threads at lower end of foundation bolts with teamed hole with diameter of, bolt. Reamed holes should j
I standard mixture of engine oil and powdered graphite, be approximately 0.0005 inch larger than the bolts to
;- theq replace bolts in sleeves and screw firmly into threads allow for an easy tap fit. Flywheel bolts must not be at bottom of sleeve. Lubricate upper threads with oiland driven with a sledge, jack or "Porto. Power". Fit bolts f graphite mixture than place washers and nuts on bolts. into two teamed holes, screw nuts on bolts and draw up tight. Use anti seite lubricant on bolts and powdered 4 13. Level and align engine, following crankshaf t alignment g,aphite and engine oil on threads. Remove two tempo-f.- Instructions on DELAVAL Engine and Compressor Divi- tary bolts and aligning dowels, ream holes and fit remain- } sion Form D 1063 (Revised 12/71). Recoed deflection ing bolts. Torque all bolts to the specified torque.
t readings on form. Insure that all sole plate lacking screws 4 are so adjusted as to distribute the weight evenly on all 18. Check crankshaf t alignment, then align outboard pedestal sole plates. When leveling and alignment is satisfactory, bearing. Line stator up with rotor and moderately tighten f snug down foundation bolts to prevent movement of stator and pedestal foundation bolts with jacking screws engine during generator installation and grouting. in place. Check entire alignment, including crankshaf t
- 4. Attach sole plates to generator and outboaret pedestal bearing, using approximately 1/8 inch of shimming mate- 19. Pour and vibrate grout under engine, generator and peded I
rial between each sole plate and generator or pedestal. To tal bearing Carter 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 stive of the grout supplier 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
- 15. A DELAVAL Engine and Compressor Division Service with grout. If a ramming strap is used, its movement
- Representative must be present to supervise the slip- should be slow so as not to entrain excess air in the grout.
ment of the engine. See instruction Manual Section 2, Page 1, Paragraph 8, " Placing and Aligning Engine on 20. Af ter grout has cured, back off sole plate jacking screws the Foundation". one turn each and torque foundation bolts to recom-mended torque value. Snug all bolts in a criss-cross pat-
- 16. If not already installed, attach flywheel to crankshaft. tern, then apply s' light torque to each, using the same Carefully clean and de burf all mating surf aces of fly- criss<ross pattern. Continue applying torque in incre-wheel, crankshaft coupling flange and driven equipment ments and in the same pattern until final torque value is coupling flange, including bolt holes. Lubricate crank. reached. Foundation bolts should be torqued to the shaft flange and flywheel counter bore with s light coat gogg , ,;ng ,,9 9 ,,;
of anti seirr lubricant such as "Molykote" or "Lubri-plate" and mount flywheel on crankshaft ff ange. Insure U "' # "' N one hatt inch locating holes are siegned. Make sure no G 650
. dirt or other fc're;gr matter is present between mating HV, HVA, H A 480
[' surfaces. Attach three rttairwr ristes to flywheel and O. R 1400 drsw flywheel up on crankshoft flange until seatoc. RV 3800
- 17. Bring generator and pedestal into position and attach
" " '* S * **
nuts must be removed and telubricated in ceder to get generator shaft to flywhael. Lubricate bore in flywlest accurate torque values. Dry thresd torque readings can and connecting thaft f'ange with a light coat of anti eeiro be as much as 50 percent in error. lubricant, Aiign half inch locating hole in flange with hole in flywheel and bring connecting shaft into engage- 22. Recheck entire alignment of equipment and check crank-ment with flywheel. Be sure no dirt is allowed to get be- shaft deflections (record readings on Form D 1063). Re-tween mating surf aces. Insert two long 1 or 1% inch dia- move or add shims to pedestal bearing and generator as meter bolts through two opposite flywheel bolt holes and necessary. Dowel generator and pedestal bearing to sole draw connecting shaft flange until flange is seated. Check plates when alignment is necessary, wM.jagpr gauges between f ace of connecting thatt ITarge and flywheel to be sure flange es fully seated and Quare 23. Crankshaft alignment should be rechecked af ter engine with flywheel. Lubeicate two special aligning dowels with start up when engine and concrete foundation are at their e a thin coat of antiseiro lubricant (dowels and special normal operating temperatures. Record deflection on flywheel bolt teamers are available from DELAVAL Form D 1063.
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- p** DELAVAL ENGINE AND COMPRESSOR DIVISION OAKLAND, CALIFORNIA Poem 044ae laesti m.v --m w y w, w .n y & }?
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, ENGINE LUBRICATING CIL PIPIN3 PROCEDURE
- 1. PRECAUTIONS TO BE OBSERVED DURING CONSTRUCTION OF THE f.UBRICATING OIL SYSTEM.
fR AND BEFORE STARTING ENGINE I 1.1. Chill rings should not be used 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. All lubricating oil system piping must be pickled af ter fabrication to remove varnish, mill scale. weld. Irvj debris dirt and grease. The pickled surfaces of the pipe must be coated with a rust preventive compound immediately of ter pickling to protect them from rust. The compound must be soluble in the lubricating oil that will be used in the engine. and compatible with it so as not to contaminate the oil. Apply the compound by spraying or flooding the pipes - swabbing with rags or mops willleave lint. 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 oil piping system must be thoroughly flushed with oil. Disconnect the pipe at the pressure strainer inlet, (item 168 on installation drawing) and arrange a temporary bypass line from this pipe to the sump tank. or engine base as appropriate. The bypass will permit oil circulation through the piping system without filling the internal lubricating oil system of the engine. SevNal thicknesses of cloth sack should be secured to the outlet end of the bypass line to catch debris as it is flushed out of the system. 1.5. The piping eround 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 cooler. 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 sufficient capacity, can be used to pump oil during flushing operations. If care was exercised during fabrication of the piping system it should be flushed for at least eight hours. As much as 24 hours of flushing may be required for a dirty system. While the oil is circulating through the system the pipes must be thoroughly pounded several times with a hemy hammer to loosen ditt and debris. Hot flushing oil is recommended as it does a better job of cleaning. 1.8. Af ter flushing is completed. reconnect the piping system for normal operation. E =am.r.e all staainers, and filters for cleenliness and for proper assembly. 1.9. Disconnect the jumper tubes between the engine lubricating oil heefer and the meia bearings, and be-tween the rnaln heafws and the auxiliary headers. Secure a nylon stuckly over each enain neakr fitting to catch debris that may pa's ifvough the system as it is flush 1d. Cover the ma:n bearing fit. tings and the open ends of the aualliary heeder feeders to prevent entry of dirt. Mrine oll thou.d be purnped through the open system for at lesse four hours to be sure of removing any foreign material that may have entered the headws during construction, s 1.10. Reeseemble the internal tubes and brack ets as required. 1.11. The presure strainer at the engine oil intet will catch any debris that may remain in the piping system, it may require toweral cleanings during the fitst few hours of engine operation. 1.12. The utmost caution must be observed in the fabeIcation and propeation of the lubricating oil system for service. Foreign material of any kind can do a great deel of damage to the crar*thatt. bearings, pistone, and cylinder liners, O 1.13. NOTE. There may be instances where en engine is shipped with the prosaure streiner mounted on the V engine and connected to the engine lubriceting oil header, if it is certain that the pipe connection between the preneure strainer and the eng.no lubricating oil header has not been desconnected since the engine lett the factory, steps 9 and 10 above may be omitted. Perm o-4eer ip reae
- 2. PIPE PICKLING 2.1. Actessible welds inside carbon steel pipes and fittings shall be visibly inspected and welding beads shall be ground off. All fabricatal cabon steel pipes. valves, and fittings shall be blown clean with stem or air to remove loose scale, sand, and welding beads and shall be cleaned by the following pro. -
cedure prior to pickling. 2.2. The entire surf ace, including the interior, shall be wire brushed, using boiler tube brushes or commer-cial pipe cleaning apparatus, it shall then be blasted thoroughly with air to remove loose particles. 2.3. The parts shall be submerged for 15 minutes or longer, depending upon the degrees of contamination, in a solution containing 7 to 10 ounces of anhydrous trisodium phosphate or sodium hydroxide and one ounce of detergent. Mil. Spec, MIL D 16791, to one gallon of water at 2000F to insure complete removal of paint.and grease. 2.4 Pats shall then be rinsed in warm fresh water at 1200F to prepare them for acid treatment. 2.5. Fabricated cabon steel pipe and fittings shall be pickled by submerging them for 30 to 45 minutes in an acid bath contained one part of sulphuric acid,66 deg. Baume, to 15 parts of fresh wata and sup-piemented by an inhibitor. The acid bath shall be maintained at temperatures between 160 and 180 degrees F. While the parts are submerged, the bath shall be agitated. At the end of the pickling pro-mdure the pats shall be rinsed in warm fresh water. After the rinse, tte parts shall then be momentarily submerged in a boiling solution containing 4 ounces of sodium cabonate pm gallon of wata, and tha., rinsed in cold fresh water and dried by air blast. 2.6. Immediately following pickling and rinsing procedures, fabricated stml pipe and fittings shall be coated inside and outside with rust and corrosion preventive compound, and the ends sealed to prew vent the entry of dirt. 2.7 The foregoing is minimum requirement to produce an acceptable cleaning of lubricating oil piping systems Substitute methods must produce pipe and fittings of equal or better cleanliness, 2.8. The practics of fastening the sections of pipe together to form a system through which picAling acid is pumped should be discouraged. The difficulty of producing an acceptable job with this method is great. 2.9. DE LAVAL - ENTERPRISE recornmends sr.rongly that lubricathg oil system piping should be pkkled by a comoany whK.h is equipped to do this kind of work. Such s company will has e tar.ks and vats and the tect nical knowledge to completely clean and prepare the pipe 'or servin. 2.1 J. It will be nocessa.y to cor,cletely fabriente and finish weld all pipe prior to pickling. Pemove all vanes ard nordfervous fittings. 2.11. Make sure that the rust and corrosion tmantive compound will mix with engine lubricatirq oil without caussng contamination. 2.12. Make sure that cleanliness is maintained when the sections of pipe are reasserrbled to form t5e system. DELAVAL ORAVAl ENGINE AND COMPRESSOR DIVill0N p.,,, o.aser to a)
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gg , LONG ISLAND LIGHTING COM PANY wmew SHOREHAM NUCLEAR POWER STATION P.O. BOX C18, NORTH COUNTRY ROAD e WADING RIVER, N.Y.11792 Direct Dial Number I April 27, 1984 TDI-20 H. R. Denton, Director Office of Nuclear Reactor Regulation 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 Dend (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 copy which will be forwarded to NRC will not incorporate all changes. As in'dicated 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, ab ' q W. J. Museler Technical program Director TDI Diesel Generator Owners' Group enclosure RA/vf cc: C. Berlinger R. Caruso W. Laity (Battelle Pacific Northwest Lab.)
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