YSS

MAIN ENGINE

INTRODUCTION
The diesel engine is a type of internal combustion engine, which ignites the fuel
by injecting it into hot, high-pressure air in a combustion chamber. In common with all
internal combustion engines the diesel engine operates with a fixed sequence of events,
which may be achieved either in four strokes or two, a stroke being the travel of the
piston between its extreme points. Each stroke is accomplished in half a revolution of
the crankshaft.

THE TWO-STROKE ENGINE

A cross-section of a two-stroke cycle engine is shown in Figure 2.1. The piston is
solidly connected to a piston rod, which is attached to a crosshead bearing at the other
end. The top end of the connecting rod is also joined to the crosshead bearing. Ports are
arranged in the cylinder line.

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for air inlet and a valve in the cylinder head enables the release of exhaust gases. The
incoming air is pressurized by a turbo-blower, which is driven by the outgoing exhaust
gases. The crankshaft is supported
within the engine bedplate by the main bearing. A-frame are mounted on the bedplate
and house guides in which the crosshead travels up and down. The entablature is
mounted above the frames and is made up of the cylinder heads and the scavenge
trunking.

Cross-section of a two-stroke diesel engine

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MAIN ENGINE
TYPE : MITSUI SHIPS B. ENG.- MITSUI B&W ENGINE UNIFLOW SCAVENGING
EXHAUST TURBOCHARGED, TWO STROKE, SINGLE ACTING
CROSSHEAD TYPE SUPER LONG STROKE.
MODEL

: 5K45GFC

ENGINE NUMBER

: KI 2513

NUMBER OF CYLINDER

:5

CYLINDER BORE

: 450 mm

STROKE

: 900mm

OUTPUT

: 4000 x 220 rpm

ENGINE SPEED

: 220 rpm

MEAN PISTON SPEED

: 6.16 m/s

MAX COMBUSTION PRESSURE

: 190 Kg/cm

BRAKE MEAN EFFECTIVE PRESS

: 13.1 Kg/cm

INDICATED MEAN EFFECTIVE PRESS

: 13.60 Kg/cm

CYLINDER CENTRE TO CENTRE DISTANCE

: 660 mm

OVERALL LENGHT

: 6235 mm

WIDTH OF BED PLATE

: 1900 mm

TOTAL HEIGHT

: 5255 mm

HEIGHT FROM CRANK CENTRE TO ENGINE

: 4315 mm

PISTON DRAWING HEIGHT FROM CRANK CENTRE

: 4770 mm

DIRECTION OF ROTATION

: CLOCKWISE

SUPERCHARGING SYSTEM

: CONSTANT PRESSURE
TURBOCHARGING

REVERSING GEAR

: SELF REVERSING

FIRING SYSTEM

: COMPRESSION IGNITION

COMBUSTION SYSTEM

: AIRLESS DIRECT

INJECTION
FIRING ORDER

:15423

STARTING SYSTEM

: COMPRESSED AIR

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System on Main Engine

The engine is provided with the following five systems.
1. Scavenging and exhausts system
2. Fuel oil system.
3. Cooling water system.
4. Lubricating oil system.
5. Starting air system.

Scavenging system.
The scavenging air is drawn from the suction casing of the turbocharger is compressed
by the turbocharger and cooled by the air cooler. The drain produced then is effectively
separated and discharged the moisture separator (Horizontal type). The scavenging air
thus cooled flows in to the first chamber of the scavenging trunk and the remaining drain
is further separated and discharged by the moisture separator (vertical type).
The auxiliary blowers are put in operation in a low load range (up to about 50%). The
auxiliary blower draws air from the first chamber of the scavenging trunk and deliver the
compressed air into the second chamber of scavenging trunk. The scavenging valve is
provided to prevent reverse flow of scavenging air from the second chamber into the
first chamber. The air in the second chamber of the scavenging air trunks flow into the
cylinder as long as the scavenging air port is uncovered by the piston. Attention should
be paid to scavenging temperature air temperature since it has great effect on the engine
performance and troubles due to drain.
The auxiliary blowers are automatically started by the starter in the sequence of no 2 and
no 1 blower with time difference to reduce the peak power at the start up.

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Exhaust System
The scavenging air drawn in to the cylinder is compressed by the piston burns together
with the fuel injected into the cylinder and produces, high pressure and high
temperature gas, which acts on the piston rotates the crankshaft. The gas burnt in the
power stroke exhausts through the exhaust valve on the cylinder cover, the exhausts
pipe and the diffuser in the constant pressure exhausts pipe the drives the
turbocharger and discharges overboard through the gas economizer and the spark
arrester. The diffuser is provided to reduce expansion loss.

Fuel Oil System.

The fuel oil system consists of the following pipelines and accessories.
1. Fuel oil inlet pipe, high-pressure fuel oil pipe, heating pipe. The fuel oil inlet
pipe means the low-pressure fuel oil pipe from the fuel oil feed pump to the
fuel injection pump. The high-pressure part downstream of the fuel injection
pump is called the high-pressure fuel oil pipe. Fuel oil is heated only when
high viscosity C heavy oil is used and the heating pipe is installed along the
fuel oil pipe.

2. Mixing tube in the mixing tube, the backpressure of the return oil from the fuel
injection pump is balanced and the air in the fuel oil pipe is removed.
3. Fuel oil booster pump. Driven by an independent motor, the fuel oil feed pump
has a sufficient capacity of feeding fuel oil and is capable of delivering the
maximum pressure of 10 kg /cm so that it can be used for priming.

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4. Fuel oil strainer. A simple strainer is installed at the outlet of the tanks and a
duplex strainer

(back flushing type) is installed at the engine inlet.

Cooling water system.

Cooling water system is divided into two system : Fresh water cooling system and sea
water cooling.
1. Fresh water cooling Fresh water is used for cooling of cylinder liner , covers ,
exhaust valves and fuel injection valves. The fresh water in expansion tank is
transferred by the fresh water pump into the fresh water cooler where it is
cooled , and then water chamber of cylinder jacket from the inlet main cools the
flange of the cylinder liner and then passing through the cooling water inlet bend
cools the cylinder cover . A part of the cooling water diverged from the top of the
cylinder cover cools fuel injection valve . The other flows into the exhausts valve
seat and then returns to the expansion tank together with the fuel valve cooling
water . Temperature control of the cooling water system is made by automatic
temperature control valve , to control the amount of fresh water passing through
the water cooler. An anti corrosive is added into cooling fresh water . For details
refer to control of cooling fresh water.
2. Sea water cooling system. Sea water is used for cooling of the following coolers
and then discharged overboard .
Air cooler
System L.O and

overboard

Turbocharger L.O cooler

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Lubricating Oil System.

The lubricating system is divided into the following six system . Refer to
Lubricating Oil Control for the standards of selecting lubricating oil , properties
and control of lubricating oil.
1. System lubricating and piston cooling system
2. Cylinder lubricating system.
3. Rocker arm lubricating system.
4. Exhaust valve lubricating system
5. Manual lubricating system.
6. Turbocharger lubricating system.

System lubricating and piston cooling system Lubricating oil is used for cooling
pistons . The lubricating oil in the sump tank is transferred by the main engine
fittings lubricating oil pump , flows through the lubricating oil cooler and the
strainers and at the engine inlet , it is divided into piston cooling oil and bearing
lubricating oil . From the inlet main , piston cooling oil enters the piston cooling
device , and after flowing through the piston rod cools the piston head . A part of
the oil branches off at the crosshead and lubricates the crosshead bearing , the
crosshead pin bearing and the crank pin bearing . On the other hand , bearing
lubricating oil is supplied from the lubricating oil inlet main to the main bearing ,
the thrust bearing , the camshaft , the riving gear , etc after being used for
lubricating , lubricating oil collects in the oil pan under the bed plate and returns
to the tank.
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Cylinder lubricating system The cylinder lubricating system is a closed system

completely independent of the other lubricating system . The special cylinder
lubricator to the cylinder from four lubricating oil studs on a cylinder liner
supplies cylinder oil.
Rocker Arm and exhaust valve lubricating system .
The lubrication of the exhaust valve and the rocker arm is important for reliable
operation of the exhaust valve and the failure of its control results in sticking of the
exhaust valve stem damage to the rocker arm bearing and early fracture of the
tappet . Therefore , this system is an independent system. The oil delivered from the
exhaust valve lubricator is supplied to one place of the exhaust valve , and like wise
the oil from the rocker arm lubricator is supplied to three places of the rocker arm.
System oil ( new oil ) is used as the lubricating oil.
Manual lubricating system.
1. Maneuvering gear
2. Lubricator driving gear.
3. Starting air valve.
4. Automatic starting air stop valve.

Turbocharger lubricating system The turbocharger lubricating system is as used

as main system lubricating oil and consists of the automatic pressure regulating
valve , the strainer and the head tank . The head tank is given a head of more than
four meter above the turbocharger , so that lubricating oil can be supplied for
some time in the event of sudden failure of the lubricating oil pump. Flow of

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lubricating oil can be checked through the sight glasses and provided on the
outlet pipe of each turbocharger and the overflow pipe of the head tank.

Starting Air System.

The engine is started by operating the fuel handle , which actuates the starting air pilot
valve, and permits the starting air in the air reservoir to flow through the automatic
starting air stop valve and the flame arrester and to be supplied into the cylinder from the
starting valve. On the other hand , the reverse operation of the engine is accomplished by
operating the reversing handle , which actuates the reversing handle , which actuates the
reversing relay valve and admits starting air into the reversing air bottle , where air
pressure is converted into oil pressure , which acts on the piston at the forward end of
the camshaft thereby moving the camshaft in the axial direction . The important control
system for these operations are interlocked , so that the operation can be performed on
by proper procedures.

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Preparation for Starting Main Engine

Cooling water system.
1. Cooling water is to be led from the auxiliary engine outlet to be main engine and
kept supplied constantly, while the engine is ready for operation.
2. Ascertain that all the valves are fully open.
3. Start the cooling water pump.
4. Regulate the water pressure to 1.2 2.0 kg/cm.
5. Heat the cooling water up to 40 degrees in cold season. Be careful not to start the
engine in cold condition.
6. Vent air from jacket cooling water line and air cooler water space.
7. The cooling water quantity should be kept constant and the water temperature
should be adjusted by alteration in the amount of fresh water passing through the
cooler, which can be done through the partial closing and opening of the bypass
valve.
Lubricating oil system.
1. System lubricating oil.
Be sure to preheat the lubricating oil to 35 C or over at the inlet. The
pump motor is apt to be overheated at the temperature not exceeding the
specified temperature.

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Set the lubricating oil pump in motion after it has been ascertained that
various valves open or close.
Regulate the lubricating oil pressure to 1.5 2.5 kg/cm.
Open the crankcase door and close it after it has been ascertained that all
the bearings are applied with enough oil.
Supply oil to the maneuvering system and linking, lubricator driving gear,
starting air valve and automatic starting air stop valve (grease).
2. Rocker arm lubrication.
Before turning the engine, turn the exhaust valve and rocker arm
lubricator manually about 50 times.
Make sure that the head of push rod and tappet are supplied with ample
oil.
3. Turbocharger lubricating oil.
When starting the engine, the lubricating oil is to be preheated to 35C or
over.
4. Cylinder lubricator.
Before turning the engine, turn the cylinder lubricator manually about 50
times.
Fuel oil system.
1. When starting the engine, use diesel oil.
2. Prime the fuel oil system.
3. Priming procedure.
Set the fuel handle in the STOP position.
Set the fuel feed pump in motion and open the air escape cock of the fuel
oil inlet duplex strainer. Close the cock after the oil has begun to flow
without any bubbles coming out.

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Remove air from the fuel oil piping.

Close the cut-off valve in the pipe line of return oil the fuel pressure is to
be adjusted 9 10 kg/cm (not exceeding 10 kg/cm).
Open the air escape valve of the fuel injection valve and close it after it
has been ascertained that there are no bubbles coming out.
Open the cut-off valve in pipe line of return oil. Make sure the fuel
pressure are within the range specified. In the case it is not in the range,
adjust the fuel pressure by pressing the control valve.
Scavenging and exhaust system.
1. Set the auxiliary blower in operation to ascertain that it is not in abnormal
condition.
Maneuvering and starting air system.
Keep the indicator valve open.
1. Check the reversing relay valve and the starting air pilot valve for sticking.
Make sure that the turning gear is disengaged.
Set the fuel handle in the STOP position.
Close the root valve of the air reservoir completely.
Move the reversing handle to AHEAD and ASTERN to make sure
that the reversing relay valve works smoothly.
Set the handle in the position OPERATION after ascertaining.
Move the fuel handle to the position START, and return it to the
position STOP to ascertain the air pilot valve works smoothly.
2. Ascertain that the automatic starting air stop valve is not in abnormal condition
and that there is no leakage in the starting air system.
Keep the root valve of the air reservoir closed and turn the handle to
make sure that it moves smoothly.

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Set the fuel handle in the position STOP and open the root valve of the
air reservoir to make sure that there is no leakage of air.
3. Ascertain that the camshaft moves smoothly.
The following steps are to be taken under the condition mentioned in the
preceding Item (2).
Move the reversing handle to AHEAD and ASTERN positions to
make sure that the camshaft never fails to moves.
Set the handle in the position OPERATION after ascertaining.
Fix the handle by means of the stopper.
Gauges.
1. Make sure with the gauge board that the pressure and temperature of the cooling
water and lubricating oil are within the range specified.
Trial Run.
After minor repairs have been completed, the engine should be run by means of starting
air only for trial.
1. Disengaged the turning gear.
2. Open the indicator valve fully.
3. Set the fuel handle in the position STOP.
4. Open the starting air root fully and make sure of the starting air pressure.
5. Recheck the pressures and temperatures of the component parts with the gauge
board.
6. Ascertain the position of the camshaft.
7. Operation of the reversing handle.
8. Move the reversing handle from AHEAD to ASTERN and make sure the
camshaft moves accurately and set the handle in the position OPERATION.
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9. Operation of the fuel handle (air operation to be perform).

Move the fuel handle to the position START for air operation and return it to
the position STOP. At this time, make sure that no water or oil spouts out from
the indicator valve.
10. Close the indicator valve fully.
11. Start the auxiliary blower.
12. Confirm the operation of the fuel oil system.
13. Check all the pressure gauges of the engine immediately after starting the engine.
14. Return the fuel handle to the position STOP.

15. Move the reversing handle to the position ASTERN and set the handle in the
position OPERATION after the relocation of the camshaft has been confirmed.
16. START STOP. Perform the operation as mentioned in the preceding item 11,
12 and 13.
17. Move the reversing handle to the position AHEAD and set the handle in the
position OPERATION after the relocation of the camshaft ahs been confirmed.
18. START STOP. Perform the operation as mentioned in the preceding item 11,
12 and 13.
19. In case that there is an interval between the completion of the trial run and the
starting of the engine, carry out turning in the following manner.
Closing the starting air root valve.
Open the indicator root valve.
Stopping of the auxiliary blower.
Starting of the turning gear after it has been engaged.

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Starting.
1. Disengage the turning gear and set the handle in position by means of the pin.
2. Check all the pressure with the gauge board.
3. Close the indicator valve.
4. Open the starting air root valve fully.
5.

Set the auxiliary blower in operation.

6. Set the camshaft in the specified position in accordance with the order from the
telegraph.
7. Start the engine.
Move the fuel handle to the position START and again move it forward to the
position FUEL rapidly after the engine has been turned approximately 180 degrees.
Moving the handle excessively causes the fuel to be injected excessively and the
safety valve to blow.
8. When the fuel does not start burning, return the fuel handle to the position STOP
and repeat the operation for starting.

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9. The lengthy air operation of the engine for an increase in starting revolution in an
attempt to obtain sure combustion of the fuel cools the cylinder inside, thus causing
the fuel to become hard to start burning.
10. After the engine has been operated on fuel, advance the fuel handle for obtaining the
intended rotation.
11. A care should be exercised not to keep the engine running long in the range of
critical speeds, which cause torsional vibration.
12. Open fully the air ducts located in the neighborhood of the turbocharger.

Preparation for Entering Port or Sailing in River.

1. Make the following preparations one hour before entering port.
Lubricate the starting air valve stem through the lubricating port (grease).
Check the pressure of the starting air reservoir and charge air to it up to 25
kg/cm.
Prepare to change over to diesel oil.
2. Contact the bridge.
Change over to diesel oil. (It can be done in normal revolution of the engine).
In the case of the remote control from the bridge, the changeover should be
done not too late.
The engine revolution should be reduced gradually.
Changeover to diesel oil by all means when the engine is carrying the load of
approximately 50%. For the changing over procedure to operation before. In

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this case a care should be taken to keep the fuel injection pump plunger from
sticking.
3. Perform the following procedures at the orders from the bridge.
Slow down the engine revolution as ordered from the bridge.
Open the starting air rot valve and check the pressure with the gauge board.

Stopping and Reversing.

Normal and emergency shutdown and reverse operation of the engine should be
performed in the sequence of (1) through (7) mentioned below.

Stopping

Fuel handle.

Ordinary stopping

Emergency stopping

and reversing.

and reversing.

To

be

shifted

position STOP.
1. Fuel handle.

To

be

shifted

position STOP.

71

to To be

shifted

to

position STOP.
to To be

shifted

position STOP.

to

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2. Reversing handle is to be At 30 rpm.

shifted

to

At 60rpm.

position

ASTERN
3. It is to be ascertained Confirm
Reversing

that

the Confirm

that

the

that camshaft movement camshaft is in the camshaft is in the

indicating

needle

reversing

gear

stopped

at

of reversing position.

reversing position.

has

position
Confirm the position indicator lamps)

ASTERN.
4. Reversing handle.

To

be

shifted

to To be

shifted

position

position

OPERATION.

OPERATION.

to

5. Fuel handle is to be At once after item At 55 rpm.

shifted

to

position (4).

START
6. Fuel handle is to be When engine turned When engine turned
shifted

to

position round once or twice round once or twice

COMBUSTION.

in a reverse way.

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in a reverse way.

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7. In case engine runs in Engine

is

to

be Engine

is

to

be

same direction as before started after it has started after it has

even after fuel handle been ascertained that been ascertained that
has been set in position the engine revolution the engine revolution
START, handle is to be does not exceed 30 does not exceed 55
returned

to

position rpm.

rpm.

STOP and performance

for starting is to be
repeated.

Cautions to be Taken after Entering Port.

1. Open the indicator valves of all the cylinders.
2. Perform an air running of engine (two or three revolutions) after the engine has
stopped running to discharge the remaining gas.
3. Close the starting air root valve.
4. Perform turning with the turning gear engaged about 30 minutes.
5. Turn the cylinder lubricator manually about 50 times.

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6. After ascertaining that no crankcase doors are of abnormally high temperature, open
them and inspect the inside of the crankcase. (To prevent explosion, the door should
not be opened until 10 minutes have passed after the engine stoppage).
7. Stop the lubricating oil and cooling water pumps.
The standard period during which pumps are in stoppage.

Pumps name.

Time

after

stopping Temperature

difference

engine

between outlet and inlet.

About 30 minutes

Not exceeding 1C

Cylinder jacket cooling About 20 minutes

Not exceeding 2C

Lubricating oil pump

water pump
Sea water pump

About 20 minutes

Dead Slow and Overload Operations.

1. Dead slow operation.
When the engine is operated at minimum revolution and in dead slow condition, the
following are to be noted.
Be sure to turn the auxiliary blower.

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The combustion chamber wall, if cooled excessively, causes poor

combustion. Therefore, the temperature of cooling water and lubricating oil
not to be too low.
When the engine is operated at low load for a long period of time, the
following are to be strictly observed.
Cylinder jacket cooling water inlet temperature

55C or over

Main engine lubricating oil inlet temperature

40C or over

Turbocharger lubricating oil inlet temperature

40C or over

2. Overload operation.
The engine can be operated under overload condition for the limited period of time.
However, it should not be operated under the overload condition as far as possible.
In the overload operation, particular cautions should be given to the following.
The overload operation should be limited to 10% of the maximum continuous
rating and should not exceed 30 minutes.
The degree of overloading can be seen from the rack of the fuel injection
pump, the exhaust gas temperature at the turbocharger inlet, the turbocharger
revolution and Pmax.

Main Engine Components

Crankshaft
Construction:

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The crankshaft is solid forged , include thrust shaft . the crankshaft has the camshaft
driving gear at the mid point and fly wheel at the back of thrust collar and governor
driving gear at the front end.
Cooling oil diverted from the crosshead pin is led to the crank pin through oil ways in
the connecting rod and crank pin bearing .

Common Maintenance at Crankshaft.

Handling and adjusting .
Rough surface of the journal and crankpin when inspecting the crank shaft , pay
special attention to its rough surface . Grind the crank shaft by means of oil
stone and make its surface smooth
Measurement of the crankshaft deflection.
Measurement is to be made in the state that a ship is fully loaded or empty . The
draft and the engine room temperature are to be recorded at the same time .
The crankshaft deflection is to be measured at TDC and BDC .
Method during writing down the measured value , the difference ( T B )
between value ( T ) of the deflection at BDC is to be plotted in case that the
difference exceeds the limit , investigate causes and remedy is to be done .
Standard Value :
Normal Value : + - 0.08 mm
Limit Value

: + - 0.16 mm

Cylinder Cover
Construction.

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The cylinder cover is the one piece construction made of forged steel and forms the
combustion chamber together with the cylinder liner and the piston . On the top and the
side of the cylinder cover , various valves required for engine operation installed . On
the top , one exhausts valve , one starting air valve and two fuel injection valves are
rigidly secured to the cylinder cover ; Further more , the rocker arm bearing stand and
the rocker arm , the rocker arm bearing of the upper assembly of the exhaust valve
driving gear are installed . on the camshaft side , one each of the safety valve , and the
indicator valve is installed.
The cylinder cover is secured to the cylinder liner with eight cover bolts and the soft iron
gasket rings is put on the contact surface with the cylinder liner .
The cylinder cover which employs a bore cooling system is cooled by fresh water .
The water which is led through four cooling water inlet bend from the bore holes in the
cylinder loner collar , enters into the water guide jacket of the cylinder cover . Finally al
of the cooling water flow into the exhausts valve through the ring chamber around the
inserted sleeves in the center of cylinder cover.

Procedures for dismantling the cylinder cover:

The cylinder cover is usually dismantled as a complete assembly with the valves and the
rocker arm .

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1. Discharge cooling water

2. Fully close root valve of the starting air reservoir .
3. Disconnect the joint of various pipes installed to the cylinder cover.
4. Remove the bolts of the joints between the exhaust pipe and the cylinder cover
5. Stick adhesive tape to the joint of the starting air pipe , the fuel injection valve ,
and the cooling water inlet pipes to prevent admission of dirt.
6. Loosen the nuts of cover bolts.
7. lift up the cylinder cover using the special lifting tool.

Procedure for tightening cylinder cover bolts:

1. Before installing the cylinder cover , thoroughly clean and apply molykote to
the threaded section of the cylinder cover bolts , the contact surfaces of the
cylinder cover and gasket to prevent seizure.
2. Tighten all cylinder cover bolts in the order sequence, by means of 200 long
spanner with single hand full , then given O point mark.
3. Tighten cylinder cover bolts in the cross order.

Dismantling:

1. Close the cooling water inlet and outlet, and drain the exhaust valve.
Dismount the high-pressure pipe for the hydraulic valve actuation.
Disconnect the cooling water outlet pipe from the exhaust valve.

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Dismount the return oil pipe and the sealing air pipe from the exhaust valve.
Dismount the air pipe for the pneumatic exhaust valve.
Remove the plate jacket with insulation from the intermediate pipe and remove the
clamp ring.
Remove the intermediate pipe.
2. Remove the protective caps from the exhaust valve studs, and mount the four
hydraulic jacks.
Connect the high-pressure pump to the jack by means of the distributor block and
four high-pressure hoses.
Bleed the hydraulic systems and raise the pressure. Then loosen and remove the
nuts.
Attach the crane to the lifting tool on top of the valve and lift it away.
Carefully clean the exhaust valve bore in the cylinder cover and recondition
seating and sealing surfaces of the bore, if required.
For overhaul of the exhaust valve.

Mounting

3. Lift the overhauled exhaust valve. Provided with new O-rings on the seat and the
water connection. Lubricate all O-rings with molybdenum disulphide. (MoS2).

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Position the valve in the cylinder cover bore, guiding it in accordance with the
exhaust flanges and the water connection.
OBS! Before mounting the valve on the engine, connect compressed air to the
Pneumatic piston to keep the exhaust valve closed during the mounting.

4. Mount the nuts and the hydraulic jacks. Raise the pressure to the valve indicated in
Data and tighten up the nuts. Relieve the system of pressure, remove the pump and
the high-pressure pipe, and fit the protective caps.
When mounting the clamp connecting the compensator and the intermediate
pipe? Exhaust vale it may, in some cases, become necessary to use the compensator
extender tool. Fit the screw and nut to the angle iron on the compensator flange,
together with the compensator flange, and use these tools to bring the compensator
into alignment with the exhaust valve intermediate pipe.
Attach the insulation jacket; mount the cooling water outlet pipe on the exhaust
valve. Mount the return oil pipe, the sealing air pipe and the air pipe for the
pneumatic exhaust valve. Open the lube oil supply and the cooling water supply to
the exhaust valve.
Disconnect the compressed air and connect the normal air supply.
NOTE:
The air supply to the exhaust valve shall always be connected before starting the
camshaft oil pumps.
This very important, because otherwise the valve will open more than normal

Piston and Piston Rod.

Construction

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The piston consists of the special cast steel piston head , piston head inner piece , piston
rod and piston skirt . 6 stud bolts are provided at the underside of the piston head to
securely fix the piston head and piston skirt to the circular piston rod upper flange.
Four piston rings in the piston ring grooves provided in the side if piston head ensure gas
tight interface between the piston head and cylinder inner surface as the former executes
reciprocating motion . The top plating of piston head , cylinder cover and cylinder wall
together constitute a combustion chamber .
The inner piece enclosed in the piston head is securely fixed to the circular piston rod
flange by five bolts and the space between the piston head wall and inner piece serves as
a cooling oil chamber . Cooling oil is supplied to the cooling oil chamber by way of oil
pipe built into the piston rod .
The piston rod is of forged steel and has a square flat flange at its lower end , which is
joined to the crosshead pin by four stud bolts . since the piston rod shuffle between the
scavenging air chamber and crankcase , a piston rod stuffing is provided in way of the
penetration in the cylinder jacket.

Piston and Piston rings deposits

When the combustion in a diesel cylinder is incomplete the fuel berths with residue. The
residue, mostly in the nature of heavy dry and asphalted carbon, is deposited in the
combustion side of the engine. Deposits also occur out of oil ash, from the
decomposition product of lubricating oil, oil additives etc. these deposits settle on the
crown of the piston, on top surface of the piston ring and on the surface of piston

between rings. The deposits are also found on liner surface above the first ring position
at TDC, inside the ports, around the injector tip and on the inner wall of cylinder head.
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Faulty combustion, defective oil filtration, excessive sulphur content in fuel, continued
overload operation, high rate of cylinder lubricating oil feed, bad compression due to
worn ring or liner, blow by oil accumulating in crank case (trunk engine) jacket water
temperature too high or low, high ash content etc. are some of the reasons listed for
deposit in the engine cylinder. Faults in Piston ring may occur principally due to:
1.

Deposit causing partial or complete ring sticking, and this in turn causes a
blow by

2.

Leakage causing loss of compression, scavenge fire, incompleteness of

combustion, loss of power etc.

3.

Scuffing as a result of continuous overload operation, faulty lubrication,

excessive clearance, poor combustion, and local blow by etc.

Ring breakage, arising out of excessive thermal distortion of the crown, ring grooves
widened and carrying too much of clearance, sticking in the groove, irregularities on the
liner wall and collapse in the ring (inadequate axial clearance, obstruction, carbonizing,
lacquering etc).

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Fig : Cylinder Liner

Cylinder liners and the piston rings can inspected through the inspection holes or
through scavenge ports. In the engines employing uniflow scavenging the inlet ports
located at the bottom end of the liner provide a good observation place. Periodical
inspection through these ports provides a means for early detection go fault. The
following observation is of great significance. The piston is taken at the bottom center
and the top should be dry, free from asphaltic residue and water. The liner surface should
be oily and worn-bright in appearances. Black dry patches, scoring and corrosion marks
are defect, which should be searched. The piston is then slowly moved up for
examination of rings and the body of the piston. The rings should freely move in the
groove, should have a bright appearance on the scaling surfaces. The rings zone should
be free from lacquer formation and oily. Black patch or blurring of the bright mirror like
lateral surface should indicate leaky piston rings. The body of the piston should be free

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from deposits and oily. The exhaust ports should not be narrowed down by carbon
accumulation.
The piston rings may break:
Due to excessive thermal distortion of the crown as a result of inefficient

cooling.
Ring grooves carrying excessive axial clearances or rings working in a

distorted groove.

Sticking in the groove.

Irregularities in the cylinder wall.

Collapse of the ring.

It the gas pressure builds up behind the ring is too slow (inadequate axial clearance, any
obstruction, carbonizing, lacquering etc) the gas pressure will penetrate between the ring
and liner and force the ring violently inward in the grooves. Collapse of the ring will
cause failure.

Overhead Piston
Knocking at both end of the piston travel associated with drop in engine revolutions, rise
in cylinder and piston cooling temperature, rise in exhaust temperature, smoke in
exhaust etc. will in dedicate a hot piston working with high friction against the liner
surface.
A piston can be overhead owing to the following:

Failure of coolant circulation.

High friction on liner caused by ring seized in the groove, insufficient ring
clearance, long skirt touching the liner body, failure of cylinder lubrication
etc.

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Improve combustion caused by sticky, leaky or broken rings loss of

compression, worn liner, worn injector holes, incorrect fuel liming,
unsuitable fuel, insufficient air, unbalanced cylinder load, continued
overload operation etc.

Whenever a hot piston is detected the engine should be slowed down without stopping.
This measure will immediately reduce heat generation both frictional as well as from
combustion of fuel.
Identify the affected cylinder by observation of temperatures, noise, etc. Lifting the
pump plunger terminates the fuel supply.
The unit is cooled down by maintaining circulation of coolant in piston and liner.
Increase lubrication in affected cylinder.
After the engine is sufficiently cooled it can be stopped. The circulation of
Coolant through piston and jacket and lubricating oil through bearings should be
The defective piston must be dismantled for inspection and rectification of fault. If the
sliding surfaces are slight damaged, smothering with a carborandum oilstone can repair
the areas. The piston should be gauged for any sign of distortion.

Gauge diameter of piston

Check piston clearances

Check lubrication points

Check piston and jacket cooling

Gauge the liner

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Fig : Dismantling the Piston Ring

Handling and Adjusting.
1. Check the piston top surface for fouling and burning out .
2. Check the piston ring for sticking , breakage or fouling of the outside surface.
3. Measure the wear of the piston ring and the piston groves .
4. Renew a piston ring which has been worn out beyond the allowable limit. When
replacing a piston ring , select a new piston ring of which the thickness is such
that the piston ring and the piston grooves will have a clearance within the
specified range.
5. When putting back a piston ring after overhauling , be sure to put it back in the
grooves from which it was removed.

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6. Check the cooling surfaces of the piston head for carbon deposits and clean it
thoroughly . When there are excessive carbon deposits , check the system oil and
the fuel injection system.
7. Check the sliding surfaces of the piston rod for scores .
8. Check the bolts for looseness or breakage and renew them if necessary .
9. Check the faying surfaces of the piston head and the piston rod for pitting.
10. It is recommended that O rings are renewed at every overhaul.

Packing
Construction.
The packing casing are each of two piece cast iron construction and contains cast iron oil
scrapper rings packing rings and back up piece . Oil scrapped by the oil-scrapper rings
drips into the crankcase and oil caught by the tight rings is piped to outside the engine
and discharged into the leak or sump tank . Each of the oil scrapper rings and packing
rings is of three pieces construction and kept pressed against the piston rod with the coil
spring . Only packing ring has a back up piece on the outside and is pressed against the
piston rod from the rear by the spring.
Handling and adjusting.
1. When drawing out the piston , the packings are to be equipped completely
2. The packings can be useable until the clearance of oil scraper ring (9mm in total)
become zero.
3. The clearance of packing rings ( 18 mm in total ) retain the packing effect until
they become 19 mm

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4. When equipping the packing completely, the clearance of the ring is to be as

much as designed clearance.

Process of overhauling
1. Process of overhauling .
Place the crankshaft at the position of BDC.
Remove the bolt
Attach to the piston rod
Turn the crank shaft until the top surface of contact the bottom of the
stuffing box
Put the stuffing box on and remove.
Lower the piston rod to the position of BDC while turning the crankshaft
and dismantle the stuffing box after disassembling.
Process of assembling
1.

The stuffing box ring is to be kept pressed to the piston rod by means of
the spring to hold it in position.

2.

Determine the position of the ring by means of the gauge and then secure
to the piston rod.

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3.

After that , assemble the stuffing box in the reverse order of the process
mentioned above.

Starting Air Valve.

Construction
The starting air valve controls the starting of the engine , and admits starting air into the
cylinder when it is opened by the control air supplied through the starting air control
valve . When control air is supplied to the piston , the valve stem is pushed down by its
pressure and staring air is admitted through the starting air inlet passage into the middle
open space in the valve and then into the cylinder from between the valve body and the
valve stem . When control air to the piston exhausted , the piston is pushed upward by
the force of the spring and the valve is closed . The valve body is made of cast iron and
the valve stem.
Handling and Adjusting.

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1.

Open up the starting air valve every six month and check the contact surfaces
between the valve stem and the valve body and between the piston and the
valve body.

2.

When gas is leaking between the valve stem and the valve seat the starting air
branch pipe is warm , so it is advisable to feel it occasionally.

3.

It is recommended that O rings are renewed at every overhaul.

4.

See if the spring is damaged.

Replacement of Starting Valve

1. Shut off the starting air and control air inlet.

Dismount the control air pipe.
Unscrew the fixing nuts of the starting valve flange.

2. Mount two eye screws in the top cover of the valve. By means of a wire rope, lift
away the starting valve.

3. Carefully clean the starting valve bore in the cylinder cover and, if necessary,
recondition the seat for the starting valve in the bore.
After fitting a new O- ring, lubricate are overhauled starting valve with molybdenum
disulphide, (MoS2), (for overhauling). Then mount the valve in the bore of the
cylinder cover.

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4. Tightening sequence
-Mount the nuts and tighten-up alter-nately, in at least three steps, to an angle of 40
degrees.

Cylinder Safety Valve and Indicator Valve.

Construction .
1.

The cylinder safety valve automatically pops open and relieves high pressure
gas from within the cylinder in the event of gas within the cylinder rising to
abnormally high level in pressure beyond a certain limit , to ensure the safe
engine operation.
The cylinder safety valve contains in its lower section the special steel seat
and the valve and above these valve seat and valve , the spindle and the spring
. At a pressure in excess of the set pressure , the valve is pushed upwards so
that gas blows out into the atmosphere through gas vent holes in the spindle
guide.

2.

The indicator valve , as its name implies , is a valve having an indicator at its
top to measure and indicate as it operates , the change in pressure within the
cylinder

The valve body is made of special steel and threaded in its upper end to
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permit the indicator being screwed into it . The valve spindle and the valve
seat are located midway in a gas passage cut through the valve body . The
contact surfaces of the valve spindle and value seat are reinforced with buildup welding of the stellite which is special alloy.

Handling and Adjusting.

1. Make a check the cylinder safety valve and the indicator valve once in four to
six month.
Make a check on the contact of the valve seat surfaces and sulfuric acid
corrosion . Make facing up if necessary.
See if the gas passage is clogged , or if there is sulfuric acid corrosion .
The cylinder safety valve is to be subjected to the pressure test
adjustment it to be made if necessary

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Fuel Injection Valve

Construction.
The fuel injection valve is the most important part directly governing the engine
performance and the durability of the combustion chamber , and the rate of fuel
consumption is determined mainly by the performance of the fuel injection valve.
The nozzle to spray fuel oil and the needle to regulate fuel injection are firmly secured to
the nozzle holder with the cap nut . In the valve body there are the fuel oil passage, the
cooling water passage , the spindle , the spring etc and the spring force is adjusted by the
spindle loading screw. The dowel pin are installed at the joint between the nozzle tip and
the nozzle holder so that fuel oil and cooling water passages do not misalign when
assembling . Then air vent is used for priming.
Handling and Adjusting.
In a couple of voyages , the fuel injection valve is apt to be damaged by the scales in the
piping . Therefore , the fuel injection valve is to be subjected to the to the injection valve

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test or faced up after the engine has been in service for 200 to 400 hours in the first
voyages and in subsequent voyages , the valves is to be drawn out and inspected after
the engine has been in service for 500 to 1000 hours .
Please renew the O-ring at every overhaul.
See if there are pitting at fuel injection.
In case that sulphuric acid corrosion is initiated the cooling water inlet
temperature is to be raised.
In case of gas leakage , the cylinder cover seating surfaces to be faced up , and
the bolts tightened securely .

Process of fuel injection test.

Injection test :
Fuel pressure is to be increased slowly and its pressure measured when
beginning to spout.
Atomization :
When the fuel pressure becomes high enough to open the valve , the handle is to
be pushed hard two or three times to see if the fuel is atomized uniformly and is
not dripping..
Pressure test :
The pressure is to be left at 300 kg/cm and the time required for lowering the
pressure to 200 kg/cm is to be measured.
Process of taking part .

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Remove the cap nut with ring wrench after loosen lock nut and spindle loading screw
sufficiently .
Process of facing up nozzle.
Since the face up nozzle is delicate work , it is advisable to leave the work to a
specialized manufacturer . When the face up adjustment has to be done in the vessel , a
person having sufficient knowledge and expertise must undertake the work.
1.

Face up the seat of the nozzle by means of the spindle

2.

Insert the needle into the spindle guide and face it up by means of surface plate is
facing handle.

3.

Face up the nozzle and the needle together lastly.

4.

As to the powder for facing up , use no 600 ~ 800 , 1000 and 1500 lastly.

Notes :
After finishing facing up , the needle and the nozzle are to be cleaned by
means of light oil and their insides are to be made clean by means of air
and cloth. .
The needle and the nozzle are face up together and so they are not to be
mixed up with their ones.
1.

Facing up both side.

2. Facing up seat
3. Facing of needle valve
Limited use of nozzle hole .
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A nozzle of which more than two nozzle holes are large enough for the limit gauge to be
inserted must be rejected.
Size model gauge : 0.58 mm
0.40 mm

Process of facing up the nozzle tightening piece.

In case that the contact surface between the nozzle and the nozzle tightening up piece is
damaged . facing up is to be carried out by means of facing up tool.

Process of assembling .
1. Wash up all the parts with oil and clean it by blowing air.
2. Clean the fuel oil passage of the nozzle holder with great care.
3. Use the valve holder and assemble the valve in the reverse order of the process
overhauling.
4. The injection test and the pressure test are to be conducted after the assembly is
finished.
Before the test , the fuel injection valve priming is to be done by means of
opening the air vent valve and then operating the test pump.

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Main Engine Turbocharger

Fig : Turbo Charger Of Main Engine

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Construction
The Ishikawajima-Harima Brown Boveri exhaust gas turbocharger consists of
single centrifugal blower and a single stage exhaust gas turbine which are built together
as one unit.
The speed of the turbocharger depends entirely upon the load on the Diesel
engine and its operations, since the charger works without any mechanical control. The
operation of a turbocharged engine is, therefore the same as for an uncharged machine.
The exhaust gas from the engine flow through the water-cooled gas inlet casing ,
expand in the nozzle ring , transfer its energy to the blades of the turbine rotor and pass
through the water-cooled gas outlet casing and the exhaust duct into the atmosphere.
The air required for the engine reaches the guide wheel and the impeller after
through the air suction branch or through a combined filter and silencer ; it then leaves
the turbocharger via the diffuser and the pressure connection of the air outlet casing .
A partition wall complete separates the air and gas chambers.
Sealing air for supported by a double ball bearing on the blower side and by a
ball bearing on the turbine side; the double ball bearing serves also for taking up any
slight axial thrust from the rotor.
The ball bearing on the turbine side allows the shaft to expand freely in the axial
direction. Both the bearings are flexibly supported by means of damping spring .
Each bearing or pair of bearings is provided with a lubricating and cooling
device and.
The bearing covers is provided with an oil filling vent, oil drain and oil level
glass .
The covers, the core holes of which serve as cooling water inlet connections at
the gas casings, are provided with baffles. These protect the casing against the corroding
and eroding of the action of the incoming jet of water.
The core-hole of the turbine casing is provided with anti-corrosion plugs, in case
of using sea water.

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Charge-air coolers are used with high charge pressures or when the temperature
of the intake air is high.

Mounting and Connections

The exhaust gas turbocharger is generally bolted on to the engine by means of
feet which form part of our supply.

Suction and exhaust pipes

The gas and air manifolds (which are usually fairly heavy) should never be
connected rigidly to the charger. Because of the thermal expansion occurring due to heat,
expansion pieces should be used.
The gas and air pipes should be arranged to ensure good conditions of flow, and
wherever possible, sharp bends should be avoided.
The charge-air cooler which is required for high turbo charging (in special cases
also for low turbo charging), can be mounted in any desired position. Care has to be
taken here also to ensure good flow conditions.
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For the design with a suction branch , the air inlet must be so arranged and
protected, so that no matters, dust, and other foreign substances can be drawn in. should
these requirements not be fulfilled it would be necessary to use a filter or at least a
strainer.
Permissible acceleration of the turbocharger
The turbocharger must be avoided an excessive vibration. Reinforce a support of
the feet sufficiently and take a countermeasure for the vibration transmitted from the gas
and air manifolds.
Cooling water connections
The connecting positions for the cooling water pipe and the drain of gas outlet
casing should be determined according to the actual connecting positions of casings. In
such a case a draining valve should be mounted in the pipe.
Measuring connections
A charge air pressure can be measured by a pressure gauge, which can be
connected with the blower casing. As a result of the periodical discharge of air into the
engine cylinders, it is possible for oscillations must be prevented by inserting a damping
device before the gauge. The gauge should not be exposed to vibrations.
The charge air pressure acts as a check of blower speed.
An additional method of measuring the speed is to connect a special electric
tachometer to the bearing cover at blower side.

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Turbocharger Operation:
Lubricating Oil
We recommend the use of a good quality mineral turbine oil. However, a good
quality diesel oil is also suitable. The following viscosity is also permissible for all
temperature zone.
The temperature of oil is inclined to raising with the increasing of its viscosity.
The temperature also is related to the turbine speed, suction air temperature for blower
side and cooling water temperature for turbine side. The maximum permissible
temperature of the oil is 120C (248F).
Type VTR
Max
speed
Turbocharger
Viscosity

of

161
-

201
32000
> 32000

251
25000
> 25000

4 ~ 10

4.0 ~ 10

Nmax

(r/m)
Engler

4.0 ~ 7.3

101

4.0 ~ 7.3

4.0 ~ 7.3

YSS

50C

Centistoke

(122F)

30 ~ 55

30 ~ 75

30 ~ 55

30 ~ 75

30 ~ 55

Confirm the oil level during condition

Forming of oil is generally harmless if oil loss not exist. Abnormal forming
appears in case of dirty oil and contamination of oil bath. The forming almost stops by
means of exchanging oil for new two or three times. Consult us or oil maker if it is not
effective

Initial Taking Into Service

With a new or overhauled turbocharger, the following points should be born in mind:
Before taking into service
After removal of the plug, fill both reserviors with clean oil up to the upper limit
circle mark , i.e. the white circle line .
The filling of both reserviors requires:
VTR
Appr.

161
1.5

201
0.8

251
1.5

By opening the drain check whether any rain-water or condensation in the gas outlet
casing .
During the first taking into service

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1. Turn over the engine for a short time with the starter and ensure by listening
through a metal rod whether the turbocharger rotates quietly and runs out
freely.
2. As soon as the engine has started, check all gas, air and cooling-water lines
for leaks.
3. Carry out measurements of turbocharger speed, turbocharging pressure,
temperature before and after the turbine, blower and charge-air cooler at
various engine outputs and compare these with the respective values obtained
on the test stand, bearing in mind the different operating conditions.
4. The temperature rise of the cooling water in each of the gas inlet and outlet
casings gives an approximate idea of the flow.
By using restrictors in the water outlet connections, the temperature
difference is set to 8 - 12C = 14 - 22F with full load.
The cooling water inlet temperature should come within 50 and 70C = 122
and 158F for marine engines but not more than 80C = 176F for traction
engines, 65C = 149F being aimed at. The cooling water outlet temperature
should in any case lie approx. 10C = 18F under the boiling point. But when
cooling is made by means of sea water, cooling water outlet temperature does
not exceed 50C = 122F.
5. The oil should be charged after the first 100 hours running and the oil
reservoirs should be scrupulously cleaned with refined paraffin (kerosene).

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Taking a Turbocharger into Service Presserved for Storage

1. Clean the turbocharger externally and remove the wooden blanking covers.
2. Remove the bearing flanges and from the bearing housings. Carefully clean the
oil reservoirs with a spray gun or soft brush.

Check and Maintenance Programmed

Except for regular checks of the oil level the turbochargers does not necessary to
checks.
A close watch over the entire engine assembly is, however, strongly
recommended, since this enables conclusions to be drawn regarding measurements and
entry of performance figures into a logbook are therefore advisable. If appreciable
deviations are found compared with previous recordings, the reasons should be fund.
The following data should be entered into the log:
Output of the Diesel engine.
Speed of the Diesel engine.
Air inlet temperature.
Pressure loss in the air filter.
Pressure of the charge-air.
Air temperature after the blower, also after the air cooler if fitted.
Inlet temperature of the cooling water to the air cooler.

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Inlet temperature of the cooling water to the turbine casing.

Outlet temperature of the cooling water from the turbine casing.
Exhaust-gas temperature after the cylinder.
Exhaust-gas temperature before the turbine.
Turbocharger speed

1. Air filter; if fitted, the air filter should be periodically cleaned, depending on
the installation and the operating conditions in accordance with section
cleaning. If the manometer is installed on the filter, check the pressure loss in
the filter exceeds 200 mm = 8 ins. WG. It is of advantage to replace
periodically the filter with a clean spare.
2. The anti-corrosion plugs in the water spaces of the turbine casings should be
periodically cleaned, and if necessary, replaced. (Only by using sea water)
3. The oil should be renewed every 500 running hours where possible, and not
longer than every 1000 hours.
4. If ant unusual matter such as wear, damage, heat, expansion and unusual
noise should occur to the bearing unit, replace it immediately. And replace
the bearing unit due to the following table periodically, even if any unusual
matter does not occur to it.
5.

The cooling water spaces of the turbine casings should be periodically

checked for contamination or deposits and cleaned if necessary.

6. Drain accumulated moisture from the gas outlet casing from drains.

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Class
6
Recommended hours for 6000

8
8000

12
12000

16
16000

replacement

Dismantling and Reassembly

Checks of clearances are only necessary after an overhaul during which
individual parts of the turbocharger have been replaced.
Rotor

Fig : Rotor Of Turbocharger

1. Remove the silencers or resp. the air suction branches.
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2. Remove the lock nuts and hexagonal nut from the studs. Loosen the blower
casingwith the removing screws and lift.
3. Screw the eye nut on to the shaft end. Remove the rotor completely. Care
should be taken not to damage the gland strips. Reassembly is done in the
reverse order.

Nozzle Ring
Under normal circumstances the nozzle ring is not removed. Should this item
have to be replaced because of damage, then it becomes accessible after removal of the
rotor and also the gas-inlet casing from the gas-outlet casing .
Sealing Bushes
Worn-out sealing bushes, and should be driven out with a hardwood drift
replaced. The new bushes should be peened over at the edges until firmly in position.
The damaged sealing bushes should be renewed.
Turbine Blades
Should for any reason a blade be broken and should it be necessary for the
turbocharger to continue in service until the arrival of a spare, in the case of welded
blades the blade diametrically opposite the broken blade should be cut off at the
same height in order to avoid too great an unbalance. The ends of the damping wire

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in the blade gaps should be shortened approximately to 10mm = 3/8in. and bent out
woods.
Broken or distorted blades with fir tree roots and damping wires must be
renewed in accordance with special instructions and may only replaced by fitters trained
by Ishikawajima-Harima Heavy Industries Co., Ltd or Brown Boveri Co., Ltd.. Only
blades and damping wires supplied by us or BBC can be used as spares.

Anti-corrosion Plugs
Zinc plugs should be taken to obtain a good metallic contact in the gas inlet
casing and the gas outlet casing

Maintenance
Cleaning
The cleaning agent for the filter mesh 80319 should be chosen depending on the
type of contamination, e.g.
1. Soda solvents max. concentration 1%
2. Paraffin (Kerosene)
3. Mixture of 6.5% trichlorethylene, 9.5% Teepol Shell, 4% cyclohexanon and
80% fresh water (Poison)

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Cleaning the filter by burning it out is not allowed. The filter mesh can be
removed for cleaning. For new filter fillings either following weight of mesh is
required.

VTR
Copper mesh

Kg
b

161
0.68
1.5

201
0.93
2.1

251
1.53
3.4

Cooling-water spaces in the turbine casings

A 5% hydrocholoric acid solution shopuld be used for cleaning and de-furring.
To protect the case iron, an immunising should be added to the mixture, e.g. 0.5% by
volume bone glue.
Before cleaning, the anti-corrosion plugs should be removed.
Because of the risk of explosion, all cleaning operations should be carried out in
the open, if at all possible; if done indoors, no naked should be used for the same reason.
The water outlet on top should be left open to allow the gases produced to
escape. Depending on the nature and the thickness of the chalk deposits, the solution
should be left to act for 2 6 hours; light tapping helps to loosen the coating.
Immediately after the acid has been drained off, the cooling-water spaces should be
thoroughly flushed with fresh water, finishing off with water containing 5% soda. Clean
the anti-corrosion plugs and replace as necessary.
Bearing and bearing housings
These should be cleaned with paraffin (kerosene) to which 20% clean mineral oil
has been added. Petroleum spirit must not be used because the parts will rust.

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Air duct and sealing bushes

The sealing air duct , the balance ducts the guards and the sealing bushes , must
be clean. The sealing bushes must be firm in the casing and their being undamaged.

Cleaning of the blower and turbine during operation

It is possible to clean the blower and turbine by injecting water during operation.
The connection point for injecting water at blower side is equipped on the blower casing.
When fitting with these cleaning devices, we supplement the instruction for
cleaning.

Prevention of Turbocharger from Getting Dirty

1. Avoid suction of contamination air;
An engine room is generally filled with vaporized oil and is dusty with fine
particles of cloth.
Sometimes, these objects cause bad effects upon filter meshes and blower. In
this case, if possible, suction air may be introduced from a clean place by
means of a duct.
2. Keep its combustion in good condition;
Carbon which sticks on the back of blower impeller is mainly from turbine
side through backward flowing. To prevent from the sticking of carbon, it is
necessary to keep the combustion in good condition at all times. Sticking of
carbon is notable especially in case of remarkable change in load.

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3. Improve the performance of filter

To improve the dust-eliminating capacity, a strip made of polyurethane-base
material is employed at the edge of existing filter.

Preserving the Turbocharger

Should a turbocharger have to be stored or remain out of use for fairly long
time, it should be preserved as follow.
Remove the bearing units and replace with bearing flanges and , which are only
supplied to order, and rotor clamped up with the two ring nuts . Soak the bearing units
for half an hour in pharmaceutically clean vaseline at 80C = 176F. Wrap them in
waxed paper and keep dry in metal boxes.
All preserved turbochargers and spare rotors must be checked at periodic
intervals and if necessary, the protection should be renewed.

Anti-corroding Measures for the Casing of Turbocharger

Corroding at the water side

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To protect the charger against the electro-corrosion on the surface of the casing at
the water side, is made effective by keeping the effectiveness of the electrical potential
for an anti-corrosion. In addition, an enough application of anti-corrosive agent (zinc)
will make it more effective.

Corroding at gas side

Increase the temperature of the cooling water inlet in order to decrease H2SO4. A
corrosion in the turbine casing is sometimes increased by the water condensed from gas
or by sea water lead from the outside, so the water must be regularly drained out from
the drain hole of the turbine casing.

Fig : Blower Side Of Turbo Charger

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Checking the corrosive condition

Check it every six months after it is more than two years in operation. If the
place with less than 3mm = 0.12in. of minimal thickness is found, emergency repair
should be made immediately and replace it as soon as possible.

Trouble-shooting
Faults and possible causes
Faults
Possible causes
Exhaust gas temperature ~ High intake air temperature when running without air cooler
higher than normal

~ Engine: Fault in injection system

~ Turbocharger: Lack of air, e.g. air filter blocked with dirt
Blower dirty
Exhaust back-pressure too high
Turbine blading damaged
Leaking gas or air pipe between engine and
turbocharger
~ Air cooler: Dirty, insufficient cooling water, cooling water
temperature too high
Insufficient venting

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Turbo charging pressure ~Engine: Air receiver not air-tight

lower

than

(intake

normal

Ducting between engine and turbine not gas-tight

conditions ~ Turbocharger: False indication by pressure gauge or

normal)

connection to it leaking
Air filter dirty, accounting for pressure loss
Turbocharger dirty
Labyrinth seals damaged
Turbine balding damaged
Nozzle ring damaged

Exhaust back-pressure too high

Turbo charging pressure ~ Engine: Fault in injection system
higher
(intake

than

normal

Output of engine higher than expected

conditions ~ Turbocharger: Incorrect indication by pressure gauge

normal)
Turbocharger vibrates

Dirty or partially blocked nozzle ring

~ Appreciable unbalance in the shaft due to very dirty charger
or damaged turbine blading
~ Distorted shaft
~ Defective bearings
~ Incorrect assembly of the bearings, especially of the
damping springs
~ Deflection of shaft

114

YSS

Noise during run out, ~ Bearing damaged

run-out time too short or ~ Rotor rubbing
hesitations during run-up ~ Turbocharger dirty
speed

~ Foreign bodies in the turbocharger

115

YSS

Gas casing leaking

~ Cracks: Thermal stresses occur with uneven cooling, with

lack of water or with excessive furring
~ Corrosion: When the water drain is closed water can gather
in the gas outlet casing, e.g. when the engine is
at rest water may penetrate the chimney
Rain water or perspiration acts corrosively with
the sulphur residue from the fuel
Sea water sometimes promotes corrosion
Cooper pipes should not be directly connected
to the cast iron casings. Anti-corrosion plug
used up or encrusted
~ Erosion: This danger only occurs if cooling water has a high
sand content (Dreger). Baffle plates at the cooling
water inlet are missing
~ Cavitations: No orifices may be fitted in the cooling water
inlet pipes. The inner diameter of the cooling
water inlet pipe should correspond to the

Bearing

oil

connection on the turbocharger

becomes ~ Exhaust gas penetrating in bearing housing

dark very quickly

~ Sealing-air duct X blocked (Fig.1)

~ Shaft seals on turbine side damaged
~ Guard in balance duct Z blocked
~ Clearance in sealing bush 506, 5061 too tight
~ Unsuitable lubricating oil
~ Too high oil temperature

116

YSS

Looses of lubricating oil

~ Clearance in the sealing bushes 506, 5061 or 725 too great

~ The balance passages Y resp. Z blocked
~ Bearing cover plugs 5891, 5893 either missing or not tight
enough.
~ Individual huts on studs 7211 or 5035 for bearing cover not

tight enough
Moisture in charger or in ~ Ingress or water through the ducts Y and Z
bearing housings

~ Condensation in the bearing housings due to high humidity

of air and very cold cooling water or considerable changes
in temperature when the turbocharger is not running

Temporary Measures When Turbocharger being Damaged

During running (particularly in ships), it is sometimes necessary to keep the
Diesel engine running, even though turbocharger is damaged. When being not able
to repair the damaged turbocharger easily by means of replacing with spare parts and
so on, the following measures can then be taken, though the engine must temporarily
be stopped.
The cooling water should only be turned off if consideration leakage takes place
from the turbine casing on the exhaust gas side which might endanger the operation of
the engine.
Fitting the locking devices
(These are only supplied on demand, most cases turbochargers for use with ships,
diesel engine being involved.)
The measure to be taken with regards to the engine-in particular the dividing of
the scavenge-air receiver and reducing the power from individual cylinders-should be
obtained from the instructions laid down by the engine manufacturer.

117

YSS

If further exhaust gas is to flow through the turbine of a locked turbocharger, care
should be taken that there is also a certain air stream in the blower to prevent the blower
wheel becoming overheated. When the air is sucked through the stationary turbocharger,
which is the case with every 4-stroke engine, this condition is naturally fulfilled.
With 2-stroke engines it often happens that one closes off the locked
turbocharger at the air outlet flange, to prevent a loss of air from the scavenge-air pipe.
Also here, in order to ensure cooling of the blower wheel, there should be a hole of the
following diameter in the blind flange on the air outlet:
Before taking the turbocharger into service again, the blower and turbine side
bearing are to be replaced by new ones.
VTR
Diameter

mm.
In.

161
10
0.39

118

201
13
0.51

251
16
0.63