ML20100P833
| ML20100P833 | |
| Person / Time | |
|---|---|
| Site: | Shoreham File:Long Island Lighting Company icon.png |
| Issue date: | 09/10/1984 |
| From: | TRANSAMERICA DELAVAL, INC. |
| To: | |
| References | |
| OL-A-P-030, OL-A-P-30, NUDOCS 8412140454 | |
| Download: ML20100P833 (10) | |
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'M l W t Od is h has a sump tank for hold:ng the o LutRICAT1MG CIL SYSTEM.
The luoncshng od system is of the dry sump type wf f maior in the "Dramnos" section of trus manual for the scompo t llation of the system.
d ooter Flow t and drscharges st to me tuericatmg o c Acranch d pressure stramer to the engme mam neacers.
FLOW PRINCIPLE Pump suct.on draws the fuencating of from me sump tan totne su p m
gers. Retu nis by gravity flow from me engme ca l
set at 70 psi.
from the cooler as mrough a luencahng od fdter an bochargersfrom the su planx A reh r
line from the strainer takes oilto the turbochar m
r tank. Separate knes direct retum flow from the turprov a warmed l bncatmg od charge, and thereby the eng ne m d hchismen KttP WARM CIRCUIT.
t s Heaters at the sump tank warm the o w i nng A " keep warm" carcist is provided to mamtain the uand m fdter and stramer and then to the main eng cutt The here is no suppty to the turbochargers in this cir pumped by the keep warm pump to the keep war od header. To prevent floodmg ci the turoochargers,t 150'F.
lubricatmg od heater mormostat should be set at g od ppmg system must be thorougNy f ERVICL PLACtNG LUBRICAT1NG OIL SYSTEM IN S to tne Wet and arrange a temporary Dypass from mis i
Sof ore the engine is first started, me assemt%ed lubr ca0n catmg od y) h ough the pipes without fdhng the mternal tuori ass to caten od. Disconnect the ppe at the pressure strainef k should be secured to the outfet of the byp sump tank. The bypass wdl permit od circulabon t r d Tne pd gme bese must be thorougNy cieaned,0eto system of the engme Severalth>caness of cloth sac m od d ty pump of sufficient capacify deens as it is flushed out. The sump tank and en numbary tubricateg od pump.or any omer contmucus u od is f flushing may be required for a oirty system W dunng flushmg operations, Flushmg should conteue neavy hammer ld be thorougnty pounded several times with aod co faencabon of the system. As much as 24 hours2.777778e-4 days <br />0.00667 hours <br />3.968254e-5 weeks <br />9.132e-6 months <br /> o lt clean Detter than co!d od Piping around Circulabng through (ne system. the poet shou n tne cooler to loosen citi and deens Hot flusnmg at va special attention to losure that the pioes and od cooler arete msure the complete removal of testmg fluids, wa Note ne and cor necte to tne Engines may be received wth the stramor mounted o necSonsbetweenthe stramer Tao engme lubncatmq od ne ader. If it is certam that the con the engme od header have not been disconnecte tottowing paragraph may be omittedg od header andthe main ceanngs. a f ttmgto screen such as a nylon stocking ove Disconnected iumper tubes between the engme fubncate ds s stem f
headers and suchary headers Secure a ee t Engme od should be pumoed througn tne catch deess that may be washedinrough as the system s u Reassemcle tenal tomaming m me headers is removed et aumkary neader fescoes to prevent me entry of mternal tubes and brackets as required 2
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__g PART K - LUSMICATING OIL SYSTEM PILTEMS ANO STRAINERS.
The full flow felter sentinuously filters all of me lutiricating oil from the pump before it passes The length of twne that the lubriesting oil and the filter siements may remaso in servios can hea enrefully wetching the result of oil anefysis and the peesure drop serens the oil filter. Change p me operet.ng senditions to tuhich each L-i.? -8 engine is subiected. During the first two or three d operation efter initief instaliscon, er after a maior overhaul, the strainer at me cump suction and sol header inlet should be shoeked and cleaned as neeenaary to remove any debris and ome posent. If et any twne me oil pensure gauge shows a low reading, the following should he done to se correct the situeden.
Checa the eel level in the'sume tank.
s.
Inspect strainer, filter and lubricating oil cooler. A leek in the cooler may be detected by a sudde in oil consumption, and 1py se presence of oil in the cooling weter system Leekage may occur in the pa b.
the tubes and the tube sheet, or may be due to tube erosion, dependmg on the construction of the cooler, Inspect all esternal and insernal piping for tightness and freedom from obstructions, c.
d.
Diementie and inegoct pump.
LOSMICATING OlL PUMP.
O The onyne<priven lubricating oil pump la a poetive displacement, retary type. As the pump rotates, the of the tese of the two pars reduces a vacuum which drsuse oil between me tooth spaces. Oil is confined in the space lierween the gear teem and the housing, and is' carried to the discherge side of the pump. The meshing of the forese the oil into the discharge line by displacing the oil from the tooth spaces as the opposite geer enters the spect.
The pump is mounted on the engine pereses by means of en adaptee, and is driven by the idler gear through a gear carrier assembly. A spline on the pump shaft engages intemel splines on the gear carrier $4ft coupling. Refer to f i
8 K 1 for mounting deteels.
MEMOVING PUMP.
1' To remove the pump from the engine, do the following.
Remove the inlet and discharge piping as well as any other interfering piping or accessories.
I a.
b.
Position a sling on the pump and ettoch tr, a chainfall and take up the slack.
Remove es capocrews $at secure the pump to the adapter and pull the pump dire:tly away from the c.
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engine until it is clear.
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owa.seeste Fleure 6 K.I. Lubriceting OilPump Annembly PUP.1P DISASSEMSL,Y (See Fipre 0 K 1L If it is necessary to disassemble me pump, esercise care to keep the parts clean so that no dirt, yit or othe enetter will be present when the pump is assemWed. Disassemble es follows.
Remove spline from pump shaft, toking care not to emert any internal forces on tree purno parts.
a.
Remove hos head screws,from the f aceptete end of the pump and remove the faceslate which contai 1s.
two bearings.
Remove idler gear and shaft, then the drive gear and shef t.
c.
Remove hem head screws from,beckplate end of pump housing and remove backplate which contains d.
.g two bearings.
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2 Carefully enemine the surf aces of me gests. Slight hurts or feather edges may be terPoved with a hand sto e.
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Esernine bearings and clean oil ycoves and passages.
E Remove burrs and foreign metter on getketed surfaces of end piste and case.
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Check bearing weet, using the table of c:eereces provided on next pate.
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__ n P ART K - LU3RICATING OIL SYSTEM (Contmurd) v TABLE OF CLEARANCES Reper Pump Company Figure 2377 Type t SNAFT OUTSIDE DI AMETER TO BE ARING INSIDI Of AMETE 2.0050" - 2.0C55" 2.0000" - 1.9995" 8eming Inside Diameter..............
0.0060" - 0.0055" Shaft Outside Diameter...............
0.0100**
Diametric Cestance Menimum per'nissib6e oper ating elearanceWeer cut occur hs bearin 010.
NOTE:
GEAR OUTSIDE DIAMETER TO CASE SCRit' 5.667" - 5.669" 5.658" - 5.657" C9se Bore 0.009" - 0.012" Gear Outside Diameter.
Irutselceersue.
PUMP LATERAL CLEARANCE" S.751" - 8.750" 8.750" - 8.740" Case Width..................
0.014" - 0.016" Geer Width Totad Compressed GasketThickness 0.018" - 0.014" Total tnitief Laterei cearance
'Not considering roundness concentridty and positioning tolerance.
- Not considerme souarness. per ci ularity and positiorung toleronce.
rt*ng any internal forcss on PUMP REASSEMBLY.
Assembly is the reverse of disassembly. The spline must be mated to the shaft w h
the pump parts. The tapered end of the idler gear should be meshed to t e o are designated by the lettet "T" appearing in the root area of the gear teeth.
ging dowel and the INSTALLATtON OF PUMP.
Bef ore enounting pump on engine. make sure pump rotates freely. Mount pump shaft spline with that of the gear carrier shaft. Use a g d grace of light weight cil to insure lli pump will not De dry at the time of initial starting. When inste lf lubricated by the oilit pumps i
during operstion.
d in the carrier assembfy PUMP GEAR CA'. TRIER ASSEMSLY.
The pump gear carrier ensembly consists of a shaf t, supported by two bronze 2
with thest flanges to the inside. The purnp and of the sha tThe drive gear is mounted on the snart between O
f unith a tosi ein, which accepts the spline on the pump sha t.
uo b, ca.sc,ews and ioc ieg,ips.
l bushings.r d -e idi., ges,. The c.,,ie, as, erns, is s.cu,ed io tne eegiee I
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-O PART K - LUBRICATING OIL SYSTEM (Continued)
DisAssEMeLY AND Ass!MSLY OF GEAR CARRIER ASSEMSLY.
To remove the pump gear carrier aseenely, the owns must be removed as o 6
Remove lubricating oil lines frorn carrier esembly.
a.
Send back locking clips and remove capurews. Remove carrier assembly.
b.
To remove peer shaft and bushings from carrier assembly, remove geer t I
out of gear. With shaft and gear removed, press bushings out of drive bracket.
c.
AssemtWy is the reverse of desessembly. Use new focking clips.
d.
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cAs seeises spoo6 vaLvs sapetites c>eAhee(R Figure 6 K 2. OilPreasure Regulating Vahre PflESSURE REGULATING VALVE.
d on the pump discharge Lubricating oil header pressure in the engine rs regulated by a pressure regularmg h
pioing so that the pumo discharge is directed to this volve be Besides regulating header hen flow in the system is il pressure the wfve protects the system from excessive pressure during starts with restricted between the pressure regulating volve and the header pressure sensing pom.
as follows.
The "lN" port of the valve is connected to the pump discharge line a oint on the mam engine bypau line feeding back to the engine base. A sermng tube, connecting the valv a.
cel heeder, apc, lies header pressure to the volve pressure sensing chamber, h
The pressure in the sensmg chamber acts agemst the end of a spoo l d of the spool valve mil adiusting screve ord of the assembly. If the sensed pre b.
latmg vetve and back e in the header.
to the engine base to bypass a part of the pump discharge to reduce the pressur A drilled possege cornects the inlet section of the selve to the annu l
l and oopose the scrir g adjusting screw e,d. This alfows pumo discharge crecur c.
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i h precsures, such as when starting with cold oil. Or because of an obstruction n t e sy
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nd comoreu:ng the spring and the header pressure sensing point, the staeve is forced towercs t l and the excess This will uncover the tods o g
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.w PART K - LUBRICATING OIL SYSTEM (Ccatinued)
The oil in the annuier asses around the spool wiwe, at me adjustme sorow end, will leek past me samling d.
poove of the spool volve and into e ardty in es cap. This covety functions as a buffer crember. To stop wive escillation, an adjustatdo needle wiwe controis oil spillage from to buffer eewity to me outletectaon of the wive.
The oil header preemre is set by incronome or decrees ng the spring force acting ageirut me heeder premure e.
in the welw soneng chamber. Turning the adjusting screw in will increase header pressure, and backing it out will decrease preemre, f.
Normel lubricntsne oil pressure is 50 pel, measured betwest the engene lubriceting oil strainer and the engine oil header whidt is also the pickup point for all gauges and other irstrumentation that show or indicate engine lubriceting oil pressure. Lubriceting oil pramere shutdown devices may take their sensing point at the opposite end of to engine in which case me shutdown set pressure will take into account the normel change in pressure between the supply and of the engine and the shutdomm sensor under all conditions of engine spendinnd lubriceting oil temperature.
ADDING LUBRICATIIMB OlL.
The lubricating oil sump unk is provided wie a fill connectionandadipstick located onthetop of theintoke section of the unk. A level indecolor may be provided at me control panel for monitoring purpcess, however, the level in the meno unk should be verified by manns of a vi:uel reading of the c5pstick before oil is added to the system, and the e rise in the level in the sump tank must be wrified by means of the dipetick. Oil may be added to the system with the e@ running or wie the engine stopped. The diesedt has two sets of nwets, one for the static condition and one for me running condition. The merkings are " Full Stetic" and " Low Satic" on one side of the dicstick, and
" Full Run" and " Low Run" on me other. Before oil *e added,it should be determeed that me correct oil is swilable.
Appendia VI of this manuel contains tt.s recommended specifications for thJ lubricating oil to be used.
g CAUTION Oil must never be added from any locatson e w then the fill conneenon on the same tank. Do not overfill. Attempting to fill from any omer lacetion could result in oil reaching other then tielign locations.
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Q PART K - LUSRICATING OIL SYSTEM (Continued)
SELECTION OF A LUSRICATING OIL.
The selection of a lubricating oil to be used in the orgne is a complex matter, and is very important to the engine's eWccmesful operation. The recommendations of both the oil supplier and the engine manufacturer should be carefuity conendered. Transomeria Delavel s recommendations for a suitable lubricating oil are stated in Section 8, Append : VI.
Other factors to be consedered include the price, service life, load f actor and fusi sulphur content as weil as the filtration and oil purification r(stem used.
CHANGING LUBRICATING OIL.
Once an oil has been selected the engine user, in consultation with the oil supplier, should mac out a plan for periodic sampling and laboratory analys;s of the oil. A careful review of these results by the owner, the oil supplier and the testing laboratory can then become the basis for deciding whether or not the oil needs to be changed. Transemerica Detavel recommends that oil ne changed on the basis of condition of the used oil rather than on a time schedule.
r ANALYSl8 OP OIL Various chemical and physical tests have been developed to classify end identify new oil, and to determine what changes have occured in these oils while in service. The American Society for Testing Materials (ASTM) has standardized these tests, and certain of these tests hasa been approved as an American National Standard by the American National Standards Institute. Inc. (ANSil. Trantemerica Delavel, as stated in Section 5, recommends that representative oil samples be subrmitted to a qualified laboratory for analysis on a monthly basis, or of tener if operating conditions mdicate. The following tasts should be corducted.
' ' " ' $c 5 '" - '" " '""'*" -" ^5'" "- " 5 ^" 5 ' ' " 2 '"' ^" 5 ' ' " ' ' '"'
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- iscosity tect will indicate whether the proper grade of oil is being used, and will indicate oxidation (by increased v
viscosity) or fuel dilution (decreased viscosity). The oil supplier een provide advics regarding the significance of the specific welues cotamed.
WATER / GLYCOL CONTAMINATION - A measure of vieter and/or glycol con $mination of the oil can b.
give werning of potential problems. Water or glycol contamination can come from liner asels turbocharger casmgs or faulty lubricating oil heet enchangers.
c.
NEUTRALIZATION VALUE - Test in accordance with ASTM D664,0974, ANSI Z11.59 and ANSI Z11.131. Eryne oils are intentionally formulated slightly alkaline so that they are esoable of neutralizing the acidic comoounds that form from products of combustion and of oil oxidation. Generally this reserve alkalmity is oecletec and the week organic acids that attack beermg surfaces can be destructive. Periodic eveluation of Tott Base Number i
(TSN) and Total Acid Numbar (TAN) are an important measure of oil degradation. As time goes on,TBN is depleted and TAN begms to rise.
d.
PENTANE AND BEZlNE INSOLUBLES - ASTM 0093. This test is a measure of oilinnoluble materials.
r,il resinous matter from oil or additive degradation, enternal contamination, fuel carbon and highly carbonized materials from degradation of fuel, oil, additives, engine weer and corrosive materials.
I e.
SPECTROGRAPHIC ANALYSl5 - This test is used to measure Quantitively the mineral elements in the oil, including weer or corrosion reetals such as aluminum, chromium, iron, cooper, silver, lead and tm Also, dirt contame.
nants from the coolant such as boron, potassium and sodium.
Note l
The Transamerica Delavel Custorner Service Department in Cakland. California will welcome any correspondence regarding oil selection and/or testeg. Altnough Transamerica Delavel ca mot j
recommend a specific lubricant, nor accect any esconsibility for the performance of the iubri.
cant selected by the owner, it will be piested to discuss its emperience with a given oil product.
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j or review your oil analysis ano off et comments.
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-m Figure 6 K 5. Turbocherger Bearing Drip Lubricetion System TURBOCHARGER BEARING LutR! CATION.
The turbocharger bearings are lubricated by the engine lubricating oil system during ncemel engine operation On the other hand, when the engine is in standby status oil is not circulated to the turbochargs. The ticsign features of the Elliott BCO 90G turbocharge* are such that the prolonged ckculat on of oil to the bearings while the tu'cocharger is at rest will result in oil intruding past the bearings into the turtme section. To prevent failure of the beanngs dunng a start, however it is sesential that the bearings be properly lubricated dunng prolonged periods in standby. A drip luerication system is crovided to perform this function (see figure 6 K 31. Lubncating oil from the ** keep warmsuppty is pe:aed through a 60 micron filter then through a 0.014 inch diameter orifice to a sight pass. The s.ght g' ass, one for f
each turbocharger, prowioes a means for positive determination of oil flow to the bearir.gs. This flow is sufficient to I
provide for proper lutricetion of the bearings without flooding the turbocharger. Little maintenance shcuid be reQuir2d other then the poss4le replacement of filter elements.
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