INSTRUCTIONS FOR

L--GFCA TYPE ENGINES

EDITION 5
 INSTRUCTIONS FOR L--GFCA (CONSTANT PRESSURE) ENGINES

The purpose of this book is to provide generol informotion obout the design,
ond mointenonce of a B&W 2-stroke, cross head engine.

The contents have been prepared on the bosis of engine type L67GFCA, but
the book should not be taken to apply to any specific engine, therefore we
have inserted some alternative designs.

All references to this book should include title, edition No., and possibly
page No.

Example: Instructions for L--GFCA Type Engines, edition 5, page 901.02-02.

This book is subject to copyright protection. The book must not, either wholly
or partly, be copied, reproduced, made public or in any other way made
available to a third part without written consent to this effect from B&W
Diesel A/S.

M.A.N.-B&W DIESEL A/S

Stamholmen 161 DK-2650 Hvidovre - Copenhagen Denmark
Cables: bwdiesel Telex: 16573 bumei dk Telephone: +45 1 492501
 901.01 - 08

CYliNDER COVER

The cyli nder cover is made of steel and has a central bore for the exhaust
valve which is attached by means of four studs. The cover furthermore has twa
bores for the fuel valves, which are resiliently mounted by means of spring
hausings with disc springs under the nuts of the studs. Other bores have been
provided for starting valve, starting air inlet, safety valve and indicator valve.

The lawer part of the cylinder cover has eight tangential, inter-connected
cooling water bores which are closed from the outside by means of plug screws.
Cooling water is supplied through cooling water connections from the cooling
jacket around the upper part of the cylinder liner to the tangential bores and is
thence passed to an annul ar duct K at the periphery of the cover. From duct K
the water is passed through radial bores on the entire circumference of the cover
to another annular duct H situated at the exhaust valve bore, and on through
cooling water connections to the exhaust valve proper.
901. 02 - 02

HYDRAULIC RING FOR CYLINDER COVER

The cylinder cover is tightened against the top of the cylinder liner by means
of nuts and studs fitted in the cylinder block. On top of the cylinder cover is
located a steel ring incorporating a hydraulic tightening device for each of the
cover attachment studs. The cylinders of the tightening devices are arranged as
bores in this ring, inter-connected through bored oil ducts. Each cylinder is
equipped with a ring-shaped piston and two sealing rings.

The cylinder cover nuts each consist of an inner nut fitted on the cover stud
and bearing against the piston of the tightening device, and an outer ring-
shaped nut suiting the external thread of the inner nut. The underside of the
outer ring-shaped nut is spherical and bears against a corresponding spherical
washer.

When tightening the cover, the inner nut, and thus the piston of the tightening
device, is screwed up with the aid of a face spanner. When hydraulic pressure
is applied to the system, the piston of the tightening device is pressed upwards
resulting in the cover stud being slightly lengthened, following which the outer
ring-shaped nut can be screwed up with a tommy bar. When the system is
rei ieved of hydraul i c pressure, the tighteni ng pressure is transmitted to the outer
nut, and on through the washer to the cyl inder cover.

Between two of the tightening devices at the manoeuvring side of the engine is
fitted a snap-on coupling for connection of the hydraulic high-pressure pump
Between the other devices there are bleed screws taht are to be opened when
filling and venting the system.

The hydraulic ring is attached to the cylinder cover by means of four eye
screws which are also used when lifting the cover. The ring proper can be
lifted by removing the eye screws and fitting some larger eye screws that fit
an internal thread in the holes. However, the ring is not usually to be sepa-
rated from the cyl inder cover.
 902 .01 - 02

PISTON AND PISTON ROD

The piston consists of three main parts: Piston crown, cooling element, and
piston skirt.

The cooling element is tightened to the upper end of the piston rod and trans-
mits the combustion pressure from the piston crawn to the piston rod.

Between piston crown and skirt, whi ch are assembled with a number of screws,
there is a heavy clomping ring which presses the piston rod and the cooling
element against the piston crown.

At the top, the piston crown has a groove for fitting of tools when lifting the
piston and, besides, the piston crown is provided with chromium-plated grooves
for 5 piston rings. All the piston rings have oblique cuts - 3 have right-hand,
and 2 have Ieft- hand cuts.

The piston rod has a through-going bore for the cooling oil outlet pipe, which
is secured to the funnel of the cooling element. The cooling oil is supplied
through a tel escopi c pipe cannection On the crossheod and passes through a
bore in the foot of the piston rod and on through the bore in the piston rod to
the cooling element.

Four angled bores in the cooling element give the cooling oil a rotary move-
ment inside the piston crown. The oil is passed on through a number of milled
grooves in the upper edge of the cooling element to the funnel and the outlet
pipe in the piston rod. From a bore in the piston rod foot the oil is led through
a discharge spout to a slotted pipe on the engine frame and through a control
device for checking of flow and temperature.

The piston rod foot rests on the crossheod, guided by two guide pins. The rod
is secured to the crosshead by a stud which is screwed into the rod and which
has a thread for the piston rod nut and a special tool attachment thread for
hydrauli c tightening of the nut.
 902.02 - 03

PISTON ROD STUFFING BOX

In the bore for the piston rod in the bottom of the scavenge air box a stuffing
box is mounted to prevent lubri eating oi I from being drawn up from the crankcase
into the scavenge air space. The stuffing box also prevents scavenge air from
leaking into the crankcase.

The stuffing box is mounted on a ring which is screwed on to the underside of

the bottom of the scavenge air box. The stuffing box is taken out tag ether with
the piston rod during overhaul of the piston, but can also be disassembled for
inspection in the crankcase with the piston remaining in position in the engine.

The stuffing box housing is in two parts. In the housing five ring grooves have
been machined out, of which the two uppermost ones accommodate sealing rings
that prevent scavenge air from blowing down along the piston rod. In the three
lowermost grooves scraper rings are fitted which scrape the lubricating oil off the
piston rod. The oil is led through bores in the housing and back to the crankcase.
Besides, there is a special scraper ring mounted on top of the stuffing box hou-
sing. This ring prevents sludge from the scavenge air space from reaching the
sealing rings.

Between the two uppermost ring grooves. for the sealing rings. and the three
lowermost grooves, for the scraper rings. a cofferdam has been machined out
which, through a bore in the housing and a connecting pipe, communicates
with a control funnel on the outside of the engine. It can be checked at this
funnel that sealing rings and scraper rings are functioning properly; if air
escapes, the sealing rings are defective. whereas outflow of oil means defective
scraper ri ngs .

The two sealing rings each consist of a four-piece base ring which accommodates
eight sealing segments. guided by four cylindrical pins. The parts are held
together round the piston rod by means of a helical sl>ring fitted in a groove
that is machined out on the outside of the base ring.

The three scraper rings each consist of a tripartite base ring. In each ring
section two grooves are machined out, and in each of these there is a pressed
in laminar piece with a scraping edge facing the piston rod. Scraped-off
oil is led away through bores in base ring and stuffing box housing and returned
to the crankcase.

like the sealing rings, the scraper rings segments are pressed against the piston
rod by the action of a helical spring fitted in an external groove on the base
ring.

The gaps at the ends of the sealing and scraper ring sections ensure that the
rings will bear ogainst the piston rod even in worn condition.
 903.01 - 08

CYLINDER BLOCK

The cylinder section of the engine consists of a number of cylinder blocks -

one for each cyl inder - which are tightened together with the engine frame
and the bedplate by means of through-going tie bolts. The cylinder blocks
are arranged in two groups - one on each side of the chain casing - and are
tighened together by fitted bolts in the vertical joints.

Two central bores, one at the top and one half-way down inside the cylinder
block, enclose the cylinder liner. The upper part of the cylinder block forms
the cool i ng water space around the central part of the cyl inder liner, whereas
the lower part forms the scavenge air space. A central bore in the bottom of
the cylinder block encloses the piston rod stuffing box. The bottom is double,
with a hollow space through which the cooling water of the engine is circulated.

On the back of the cylinder block there is a circular opening leading into
the longitudinal scavenge air receiver of the engine. Furthermore, the cylinder
block is provided with cleaning and inspection covers for the cooling water
and scavenge air spaces. At the bock of the cylinder block there is an inlet
pipe for cooling and lubricating oil.

A loose col i ng jacket is fitted round the top of the cyl i nder liner, between cy-
linder cover and cylinder block. This cooling jacket is kept in position on the
cylinder liner by means of four guide rings with appurtenant screws and O-rings.
Silicone rubber rings at the top and bottom edges of the cooling jacket ensure
cool ing water seal i ng .

The cylinder liner is tightened against the top of the cylinder block by the
cylinder cover and is guided by the bore half-way down inside the block,
so that it can expand freely downwards when heated during the running of the
engine. Sealing against leakage of cooling water and scavenge air is obtained
by means of four sil icone rubber rings located in machined grooves in the guide
of the cylinder liner, - two for cooling water and two for scavenge air.

At the top the cylinder liner is provided with a "belt", against which the loose
cooling jacket seals tight. The "belt" has a large number of inclined, drilled
hol es through whi ch the cool i ng water is forced to pass to ensure effective
cool ing of the heaviest loaded part of the cylinder liner.

The part of the cylinder liner which is uppermost in the scavenge air space of
the cyl inder block is provided with a number of scavenge air ports, which are
uncovered by the piston when this is in its lower position. The scavenge ari
ports are bored at an oblique angle to the axis of the cylinder liner so as to
give the scavenge air a rotary movement in the cylinder .

In the free part of the cyl inder I iner, between the cooling water and scavenge
air spaces, there are a number of bores with non-return valves for supply of
Iubri cati ng oi I to the cyl inder. On the worki ng face of the cyli nder the bores
are connected to zigzagging lubricating grooves to ensure an even distribution
of the oil.
 903.02 - 07

CYLINDER LUBRICATORS

Plate 90302

The cylinder frame for each cylinder is fitted with a cylinder lubricator in-
corporating a number of oil pumps, corresponding to the number of lubricating
orifices in the cylinder liner.

The lubricators are arranged in one group forward and one aft, and are inter-
connected by means of shafts with flexible couplings.

Each of the two groups of lubricators is driven through a chain transmission

from the intermediate wheel in the camshaft chain drive.

Regardi ng the cyl inder Iubri cators proper, reference is made to the special
instruction books suppl ied.
 904.01-04

CROSSHEAD AND CONNECTING ROD

The crosshead block has two bearing journals for the crosshead bearings, which
are equipped with bearing shells lined with white metal.

A crosshead shoe having sliding surfaces lined with white metal is screwed on
to each end of the cross head block. The crosshead shoes are guided by the
crosshead guides on the engine frame, and by guide bars screwed on to the
cross head shoes proper.

The piston rod is secured to the top side of the centre square of the crossheod
block by means of a stud which is screwed up into the end of the piston rod and
which at its nut end has a special tool attachment thread for mounting of a
hydraulic device for tightening and dismantling of the piston rod nut.

A bracket on one side of the crosshead block supports the telescopi c pipe for
suppl y of Iubri cati ng and cool i ng oi I to the crosshead and piston. At the opposite
side there is a blank flange carrying the outlet pipe for piston coolingoi!. The
outlet pipe slides within a slotted pipe in the engine frame, and from there the
oil is led through a control device for each cylinder where temperature and
flow can be checked before the oil passes on to the double-bottom tank.

The crosshead block is provided with bores for distribution of the oil supplied
through the telescopic pipe, partly as cooling oil for the piston, partly as
Iubricating oil for the crosshead bearings and guide shoes and - through a bore
in the connecting rod - for lubrication of the crank pin bearings.

The crosshead block is of symmetric design, meaning that in the event of damage
to the journals it can be turned through 180 in the bearings. After replacement
of the bearing shells, the running can thus be continued on fresh bearing and
journal surfaces until proper repairs can be undertaken.

The lower crosshead bearing halves are secured to the connecting rod by studs
screwed into the underside of the bearing halves.

The upper and lower bearing halves are tightened together by means of crosshead
bolts secured with penn locking devices.

The crankpin bearings have cast-in white metal wearing faces, and shims are
inserted for adjustment of the clearance. The upper and lower bearing halves
are secured to the connecting rod by crankpin bolts fitted with nuts and Penn
locking devices.
 905.01-00

CRANKSHAFT

The crankshaft cansists of a farward and an aft section which are flanged
together. Fi tted between the two coupl ing fl anges is a doubl e cahi n wheel
which, through two chains drive the camshaft of the engine.

The crankshaft is semi-built, i.e. the individual crank throws ore shrunk on
to the main shaft sections.

The main bearings are lubricated from a main lubricating oil pipe that branches
off to the individual bearings, whereas the crank pin bearings are lubricated
from the crossheads through bores in the connecti ng rods.
905.02- 00 905.03-01

THRUST BEARING TURNING GEAR

The thrust bearing serves the purpose of transmitting the axial thrust of the pro- PIates 90510 and 90511
peller through propeller shaft and intermediate shafts to the ship's hull. The
thrust bearing is incorporated in the aftermost part of the engine bedplate and is The turning gear is attached to the engine bedplate and is driven by an
connected to the crankshaft by a fl ange coupli ng. electric geared motor incorporating a disc brake.

The thrust shaft is provided with a thrust collar which transmits the thrust to a Through a worm gearing and a planetary gearing the geared motor drives a
number of segments that are mounted in a thrust shoe on either side of the thrust horizontal shaft equipped with a gear wheel which can be axially displaced
collar. The thrust shoes rest on surfaces in the thrust bearing housing and are by means of a hand wheel, so as to engage with the turning wheel of the
held in place by means of two crossbars. The segments have white metal cast on engine.
the wearing faces aoainst the thrust collar.
The turning gear is provided with 0 safety arrangement consisting of a lever
The thrust beari ng is Iubri cated from the pressure Iubri cation system of the engi ne wh ich is to be lifted and locked in its top pas iti on before the gear wheel of
and is equipped with control and alarm equipment which begins functioning the turning gear can be made to engage with the turning wheel. Immediately
should the oil temperature rise or the oil pressure fall in the bearing. this arm is lifted, a valve inserted in the starting air system of the engine
is actuated, thus preventing starting air from being supplied to the engine as
long as the turning gear is in the engaged position.

When the safety lever is in its battom position, it prevents the gear wheel
of the turni ng gear from engagi ng wi th the turni ng wheel.

DURING ANY DISMANTLING OF WORKING PARTS OF THE ENGINE, THE

TURNING GEAR MUST BE IN THE ENGAGED POSITION TO PREVENT THAT
OUTSIDE FORCES TURN THE ENGINE, THUS CAUSING INJURIES TO PER-
SONNEL OR DAMAGE TO THE MACHINERY.

THE TURNING GEAR MUST BE IN THE DISENGAGED POSITION DURING

PRESSURE TESTING OF STARTING VALVES, AS A LEAKY VALVE MAY CAUSE
THE ENGINE TO ROTATE, SO THAT THE TURNING GEAR WOULD BE DAM-
AGED.
 906.01 - 01

CHAIN DRIVE

The camshaft with cams far fuel pumps and exhaust valves is driven fram the
crankshaft through a chain drive located either between the two cylinder graups
of the engine or at the end of the engine (5-cyl.).

The chain drive consists of two identical roller chains running on chain wheels
fi tted on the crankshaft and the camshaft. The chai ns are kept tightened by
means of a chain tightener placed in the chain casing between the crankshaft
and an intermediate wheel. From the intermediate wheel there is a smaller chain
drive to operate the cylinder lubricators, the starting air distributor, the governor
etc.

The long free lengths of the chains are guided by rubber-clod guide bars. Lubri-
cating oil is supplied through spray pipes fitted at the guide bars and chain.

For correct tightening of the chain drive, see volume II - MAINTENANCE.

906.03 - 02
906.07 - 08

CHAIN TIGHTENER CAMSHAFT

The chain tightener consists of a chain wheel mounted on a forked arm in the
Plates 90611 - 90613
chain casing. The forked arm is pivoted on a shaft pin and is equipped with
two roll er beari ngs for the chai n wheel shaft.
The camshaft is built together of a number of camshaft sections, one for each
Throughout the choin-tightening procedure, the engine must be turned so that cylinder of the engine. The sections are assembled by means of flange couplings.
the chain is slack at the side where the choin tightener wheel is fitted. The flange coupl ings are joined together by means of fitted bolts and nuts, and
the nuts in the chain casing are to be secured.

The chain tightener is operated by a tightener bol tin the free end of the forked In addition to the coupling flanges, each camshaft section has one cam for opera-
arm for the chain wheel. The tightener bolt extends through a pin that is free to tion of the fuel pump, one for the exhaust valve, and one for the indicator drive.
turn in the chain casing, and is provided with a spring which during the tight-
The cam for the indicator drive is in two parts which are attached to the shaft
ening operation is to be compressed to the length indicated in the maintenance
by means of two fi tted bolts.
book. This initial tightening force is transmitted to the chain through the spring,
following which the topmost nut on the tightener bolt is screwed up lightly and
The camshaft is carried in undersl ung camshaft bearings, which are fitted in the
secured with a lock nut and a tab washer. The nut under the spring is tightened
roller guide housings between the cam discs for fuel pump and exhaust valve.
until it bears against the distance pipe inside the spring, whereafter the lock nut
The beari ngs are of the shell type, and the nuts and beari ng bol ts are designed
is tightened and both the nuts locked.
for hydraulic tightening.

Oil tightness at the shaft passages between the individual cylinder units is
ensured by means of rubber sealing rings, which rotate together with the cam-
shaft. The sealing ring nearest to the camshaft bearing can be used as a spare
seal ing ri ng in the event of wear to the ri ng that is fi tted nearest to the cover.

The coupling flanges and the fuel pump and exhaust valve cams are shrunk on
the shaft by heating. Dismantling of flanges is effected by forcing lubricating
oil in between the shaft and the flange. The same procedure is used for turning
of the fuel com with a view to adjusting the fuel pump lead and also when
adjusting the foremost and aftermost camshaft parts in case the chains have become
worn and elongated following retightenings.

After the engine has been test-run, the camshaft parts and the cylinder blocks
are provided with pin gauge marks, and the necessary pin gauges are delivered
together with the engine, enabling the camshaft timing to be checked and re-
adjusted if the parts have been dismantled. The pin gauges are marked with en-
gine type, engine number, point of application, and the distance in mm between
the measuring points. Furthermore, the length of the pin gauges is indicated in
the relevant section of the maintenance book for the plant.
906.08- 01 906.10- 06

INDICATOR DRIVE - INDICATOR VALVE REVERSING MECHANISM

The free part of each camshaft section, outside the roller guide housing, is For the purpose of reversing the engine, the camshaft is to be turned relative
fitted with an indicator cam. An indicator drive is arranged above this cam, to the crankshaft so that the position of the cams is correct for the new
and the cylinder cover is fitted with an indicator cock which communicates direction of rotation. This relative turning is effected by means of a hydraulic
with the combustion chamber of the cylinder through a bore. oil motor which is incorporated in the reversing hub fitted on the camshaft.

The indicator drive consists of a spring-loaded spindle which is able to move The camshaft chai n wheel is abl e to turn on roll er beari ngs on the shaft.
up and dawn, corresponding to the movement of the piston within the engine
cylinder. This motion is transmitted from the indicator cam through a roller The chain wheel is provided with a guideway in which a link block that
at the bottom of the apindle. At the top the spindle has an eye to which the carri es the reversi ng crank of the hydraul i c motor is abl e to travel.
indicator cord is fastened after the indicator has been mounted on the indicator
cock. The hydraulic motar is built into one arm of the reversing hub; the opposite
arm acts as a counterweight.
During the normal running of the engine, the spring-loaded spindle is lifted
clear of the indicator cam, the handle of the spindle being in the locked The rotary motion of the chain wheel is transmitted through the reversing crank
pasition in a slot in the angular piece on which the parts are fitted. of the hydraulic motor and the link block to the reversing hub and camshaft.

When deagrams are to be taken, the handle is turned clear of the slat whereby When the engine is running the reversing crank is in dead-centre position
a slot at the other end of the handle enters a guide key, thus preventing in relation to the arm of the reversing hub, and acts as a driver. When the
the spindle from turning during its up-and-down movement. engine is to be reversed, the reversing crank is turned to the opposite
dead-centre position by means of the hydraulic oil motor. The camshaft is
thereby turned somewhat in ~el ation to the chai n wheel, and thus the crankshaft
of the engine, so that the fuel pump and exhaust valve actuating cams are
brought inta the correct position for the new direction of rotation.

The hydraulic motor consists of a housing and the aforementioned reversing crank.
A filler segment is screwed into the housing, and attached to the reversing crank
is a rotary vane which is able to turn in the housing and which forms an oil-tight
seal against the housing. By applying oil pressure to one or the other side of
the rotary vane, the vane, and thus the revers ing crank, can be turned to either
of the extreme positions for AHEAD or ASTERN.

The oil used far turning of the rotary vane is supplied through two pipes connected
to an oil stuffing box in which the camshaft rotates. From the stuffing box the
oil is passed through a pipe which is located in a bore through the camshaft or -
for the opposite direction of ratation - through the space betWeen the pipe and
the bore, to the reversing hub. The oil is passed on through other drilled pas-
sages into the hydraul i c motor.

The oil used in the hydraulic system is taken from the lubricating oil system of the
engine, and the requisite oil pressure of approx. 40 bar is built up by means
of a pneumatic/hydraulic pressure riser (booster), which is connected to the
starting air system of the engine.
906.11 - 06
ARRANGEMENT OF CHAIN DRIVE AND CAMSHAFT PLATE 90600- 10

The cQ'TIshaft is, in addition to the reversing hub, equipped with a shrunk-on
hub with steep thread, on which a sliding sleeve is fitted. This sleeve is
caused to follow the direction of rotation by a driving pin whi ch is secured
to the chai n wheel.

The relative displacement taking place between the chain wheel and the
camshaft during the reversal procedure will cause the sliding sleeve to turn
somewhat on the threaded hub, whereby the sleeve is axially displaced.
In the manoeuvring system this displacement is used to indicate the position
of the reversing mechanism.

If the reversing mechanism has been disassembled, it must be checked after

reassembly that the measurements indicated at points C-D-E-K-P on the
illustration plate have been exactly observed.

The roll er beari ngs for chai n wheel and reversi ng crankshaft must be fitted
with the locking circlips in the directions indicated on the illustration plate.
 Mounting the indicotor cock
When mounting the indicotor cock, screw the cock housing on to the bottom of the
intermediate piece A, tightening it against the gasket B to prevent the combustion gas
from corroding the threod of the cock housing and the intermediate piece. Bring the
indicator cock into correct position by turning the intermediate piece A.

Maintenance instruction
Modern diesel engines with a high cylinder lood expose indicator cocks to very high
temperatures and pressures. Further the cock pi ug is often fouled and corroded on
account of the use of inferior fuel oils. To prevent this and to prolong the service
of the packing sleeve, the following precautions should be observed:

Normal operation
When the indicator cock is not in use, the sealing disc and the blanking off cap 2
should be mounted, the cap tightened up, and the cock left in open position.
This will prevent the corrosive combustion products from reaching the sealing sur-
faces of the cock plug. Due to being left in open position, the cock can be re-
tightened at any time. This also involves the advantage that the cock plug 7 and
the pocking sleeve 6 are not exposed to the pulsating pressure produced when the
engine is running.
Prior to indication, proceed as follows:
Shut off the cock, remove the cap, blow through the cock once, and fit the indica-
tor. Blowing through the cock more than ont:e will shorten the service life of the
packing sleeve. After completing indication, mount the cap with seollng disc ond
tighten up the cap. After this, leave the cock In open position.

Continued

11 Instructions Edition 5
 907.01 - 21

REVERSING AND STARTING MECHANISM

The manoeuvring system is of electric/pneumatic design and servas to carry

out orders from the navigating bridge. It is designed to give the choice be-
tween the following forms of control :Automatic control from bridge, automatic
or manual control from engine room, and emergency running direct fram the
engine.

During normal running, i. e. automatic control from the bridge or the engine
room, and during manual control from the engine room, all regulation of the
engine is effected through a pneumatically controlled governor the terminal
shaft of which control> a governor amplifier which, in turn, is connected to
the regulating shaft.

In the event of failure of the penumatic system, the governor or the governor
amplifier, the engine can be controlled direct from the emergency control
position on the engine.

During automatic control from either the bridge or the engine room, the en-
gine is controlled by means of, respectively, the bridge telegraph or the re-
ply telegraph in the engine rOom. These are both connected to an electric
servomotor that controls a pneumatic fine-regulating valve which transmits
control pressure to the governor. In addition, solenoid valves for Stopping,
Starting, Reversing, etc. are energized.

During manual operation from the engine room, Stopping, Starting and Re-
versi ng manoeuvres are effected manually from the emergency panel of the
manoeuvring console.

During emergency operation direct from the engine, both control and adjust-
Tlent are effected manually from the emergency control position on the engine.
f07.02-21 907.03- 21

STARTING AIR COMPONENTS

Starting air distributor
Main starting valve
PIate 90703
Plate 90702
The starting air distributor is fitted near the chain case. It controls the starting
The main starting valve is interposed in the main pipe for starting air. valves 90704. The starting air distributor is driven from the chain transmission.
Two sets of cams are fitted on its shaft, one for AHEAD direction, and one for
The main starting valve consists of a large ball valve as well as a smaller ball ASTERN. The starting air distributor is reversed by displacing the shaft. Reversing
valve whi ch is fitted as a bypass for the large valve. Both valves are operated of the starting air distributor is pneumatically controlled.
by means of pneumatic actuators.
Function
Furthermore, a non-return valve is incorporated which prevents blow-back in
the event of excessive pressure in the starting air line. When the upper duct "R" of the starting air distributor is pressurized, the
spring-loaded distributor pistons are forced down towards the cams because of
The two ball valves and their actuators are, together with the non-return valve, the difference in diometer of the pistons.
built together to form a unit.
Those cams which are in starting position allow control air to pass through the
lower duct of the starting air distributor to the chambers over the starting valves,
Function whi ch open.

The ball valve actuators are controlled by means of electric solenoid valves. After starting on fuel, duct "R" is vented, so that only those distributor pistons
At normal start, both ball valves will open. When the engine has been stopped whi ch at this moment are resting on the lowest section of the cams are kept
for 30 minutes or more, only the small ball valve for "Slow turning' will open. down on account of the air trapped under the distributor pistons, as the lower
When the engine has turned slowly through a complete revolution, also the large edges of these block the venting.
valve will open, and normal starting will take place.

The main starting valve is eq"ipped with a blocking device consisting of a Starting valve
plate which, by means of a handwheel, can be made to block the actuators.
PIate 90704
On receipt of telegraph order 'Finished with engine", the blocking device is
to be moved to "BLOCKED" position. The starting valve (spring-loaded) is fitted on the cylinder cover. It is control-
led by the starting air distributor 90703.

Setting of 'Slow turning'. Function

During "Slow turning ", the engine revolutions can be set by means of the When the main starting valve is open, chamber P of the starting valve is pres-
adjusting screw 3287. The revolution number should be kept as low as possible surized through the starting pipe.
(10-15 rpm); however, so that the engine still runs smoothly.
The starting valve is kept closed by the spring. When chambt:r U above the
Duri all ins ections of the engine the main starting valve must be in the pistons of the starting valve is pressurized with control air from the starting
"BLOCKED" position. The only exception is when the starting valves are air distributor, the starting valve will open, and starting air will now flow
tested for tightness, in which case the main starting valve must be in from the starti ng pi pe to the cy Ii nder .
"WORK ING" position and the shut-off valve for the starting air distributor N
must be closed, - see Volume I "OPERATION', Section 704 "Operations after I After starting, chamber U is vented through the vent pipe of the starting air
arrival in port'. 8 distributor, and the starting valve will close. Venting of the starting air in
I:; chamber P and the starting pipe takes place slowly through small holes in the
0..
To avoid alarm, set the bridge telegraph and reply telegraph at STOP position. starting pipe.
 907.05-21
901.04-21

FAILURE OF PNEUMATIC/HYDRAULIC REVERSING SYSTEM

Pneumati c/Hydrau Ii c Pressure Baoster

Plate 90706
Reversal from AHEAD to ASTERN

The necessary oil pressure (approx. 40 bar) to actuate the hydraulic motor In the event of failure of the reversing system, manual reversal of the camshaft
of the reversing mechanism is supplied by a pneumatic/hydraulic pressure can be effected by means of the hydraulic jack supplied, see plate panel 90651.
booster which is controlled by the starting air system of the engine.
The jack is positioned between the cover at the end of the reversing crankshaft
The pressure booster consists of an oil cylinder and an air cylinder which and a contact face on the chain wheel, see plate 90610.
are mounted in tandem with a common piston rod for the oil and air piston.
Emergency manoeuvres from, for instance, AHEAD to ASTERN are carried out
The air cylinder is supplied with air of 10 bar pressure through a reductian as follows:
valve from the starting air system.
1. Remove the casing above the camshaft chain wheel, and press the reversing
The two ends of the oil cylinder are connec'ed, through tubing and borings crankshaft with guide bearing out of its self-locking AHEAD-position using
in the camshaft, to the pressure inlets for AHEAD and ASTERN in the the jack (F 1 ).
hydraulic motor of the reversing hub. The system is kept full of lubricating
oil, through a non-return Valve, from the camshaft lubrication oil system. 2. Turn the engine in AHEAD direction until the reversing crankshaft has nearly
reached its self-locking ASTERN-position.
To reverse the engine, pressure is applied to the air cylinder which forces
its piston, and thereby the oil cylinder piston, to the opposite end of the 3. Now cause the remainder of the movement to toke place by means of the
cylinder. The oi I in front of the piston is forced into the hydraulic motor, jack, which is now positioned between the guide bearing and the bottom
turni ng its rotary vane to the opposi te side whereby the camshaft is turned of the guideways in the chain wheel (F 2).
into the correct position for the new direction of rotation of the engine.
4. Mount the casing above the chain wheel, and the engine is ready for start.
The oil behind the rotary vane of the hydraulic motor is pressed back to
the chamber behind the piston in the oi I cylinder of the pressure booster.

During the reversing, the oil pressure will be approx. 40 bar, after which
it drops to the pressure of the camshaft system.
 908.01 - 12

EXHAUST VALVE

Each cylinder is equipped with an exhaust valve, which is mounted in a central

bore in the cylinder cover. The valve housing is fastened against a seat in the
caver so as to form a gas tight seal by means of four studs and nuts. The nuts
are tightened by means of hydraulic tools.

The valve housing is water-cooled and has an exchangeable bottom piece provi-
ded with surface-welded stellite wearing face on the conical seat for the valve
spindle. The bore for the valve spindle is provided with an exchangeable spindle
guide with a wearing bush, which is also exchangeable. On the front of the val-
ve housing there is a cleaning cover through which the cooling water space can
be checked and cleaned.

Like the bottom piece, the valve spindle has a welded-on stellite wearing face
on its seat. On the lower cylindrical part of the valve spindle a guard is fitted
to protect the spindle guide against the hot exhaust gases. On the upper part of
the spindle there is a tensioning disc, locked to the spindle by a two-piece
coni cal ring.

Under the tensioning disc the valve spindle is provided with a bush screwed on
to the two-piece conical ring. Sealing for gas against the spindle guide bush is
effected by means of three piston rings on the former bush.

The space surrounding the valve spindle bushing between the piston rings and
the fixed sealing ring for the bushing is connected to the scavenging air pipe of
the engine through a bore P and a pipe. The air pressure (sealing air) which is
built up between the piston rings and the fixed sealing ring will prevent exhaust
gas from penetrating up along the spindle bushing and thus polluting the oil in
the hydraul ic system for the val ve gear.

The exhaust valve is closed by six helical springs, the action of which is trans-
mitted to the tensioning disc on the valve spindle through an upper spring disc
and four tie bolts. The valve is opened by the piston in a hydraulic oil pressure
cylinder which through a piping communicates with a corresponding hydraulic cy-
linder on the roller guide housing above the camshaft. The piston in the latter
cyl inder is, through the roller guide, actuated by the exhaust. cam on the cam-
shaft. The system is kept filled with oil from the camshaft lubricating system,
Jnd the upward movement of the roller guide is transmitted through the hydraulic
cylinder on the roller guide housing to the hydraulic cylinder on the exhaust
valve. The piston in the hydraulic cylinder of the exhaust valve presses the
exhaust valve spindle down, thus causing the valve to open.

The hydraulic cylinder is mounted on an intermiediate piece on top of the exhaust

valve housing by means of eight studs and nuts, which at the same time retain
the lower spring disc for the six helical springs.
908.02-12 908.03-05

HYDRAULIC VALVE ACTUATING GEAR

The hydraulic cylinder has an exchangeable liner and a pistan with two piston The exhaust valve is actuated by a cam on the camshaft. Thraugh a roller guide
rings, and its bottom is formed as a spindle guide through which the upper part in the roller guide housing located above the camshaft, the movement is trans-
of the valve spindle travels. At the top of the cylinder an air bleed valve is mitted through a pushrod to the piston in a hydraulic ail cylinder which, through
fitted. Oil that may escape through this bleed valve is led through a duct to a high-pressure pipe, is connected with the hydraulic cylinder on the exhaust
the top of the valve housing and is drained off through a bore together with valve.
leakage oil from the piston.
The roller guide is pressed downwards by the action of a helical spring which is
The six helical springs which close the valve are fixed between the lower and fixed between the roller guide and the housing for the pushrod so that the roller
upper spring discs. The individual springs can be replaced without any further of the roller guide will follow the cam on the camshaft. The pushrod rests on a
disassembling of the valve. thrust piece in the neck of the roller guide and is locked to the roller guide by
a bayonet lock. Pushrod and roller guide are prevented from turning by means of
keys and keyways. At the top the pushrod is locked to the piston in the hydrau-
lic cylinder by four cylindrical pins which are held in place by a circlip. The
pushrod housing is attached to the roller guide housing by four studs, two of
which are long enough to permit the spring of the roller guide being gradually
relieved during dismantling of the components.

The hydraulic oil cyl inder is attached to the pushrod housing by eight studs. The
cylinder is provided with an exchangeable liner and has on the outside a skirt
which forms the outer wall of a cooling duct round the cylinder. The skirt is
sealed in an oi Itight manner against the cylinder by means of two rubber rings
located in grooves at each end of the cyl inder.

The pressure oil from the camshaft lubricating system is supplied through an elbow
union at the bottom of the cylinder. Part of the oil posses through the cooling
duct between cylinder ond skirt and is drained to the oil pan of the roller guide
housing. The remainder of the oil is led through two holes to the pressure space
of the cylinder. One inlet hole is so positioned that it is uncovered when the
piston is near its bottom position and covered during the upward movement of
the piston. The other inlet hole is located in the oil outlet at the top of the cylinder
and is provided with a non-return valve to prevent the oi I from returning to the
supply pipe. Moreover, the pressure space of the cylinder is connected to a
safety valve through a special duct.

The lower bore in the cylinder is provided with a throttfe valve by means of
which the flow can be adjusted. At the beginning of the compression stroke some
of the oil is pressed back through the throttle valve, and by adjusting this
throttle valve it is possible to undertake fine adjustment of the opening and
closing of the exhaust valve.

Leakage oil from the hydraulic cylinder on the exhaust valve is drained through
a pipe connection to the top of the hydraulic cylinder of the roller guide.

From here the oil - together with any oil from the safety valve - is drained off
through a bore in the cylinder to the pushrod housing anti further on to the roller
guide housing.
908.04-05

The high pressure pipe between the two hydraulic cylinders is provided with a
reinforced protecting hose. Any oil from a leaking joint on the high pressure
connection of the exhaust valve or from a crack in the high pressure pipe is
led through the protecting hose to the top of the cyl inder on the roller guide
housing. From here the oil is drained off through 0 horizontal and a vertical
bore in the hydraulic cylinder to the pushrod and roller guide housings. For con-
trol of possible leakages, the bores at the top ore closed by transparent plastic
plugs, thus making it possible to ascertoin the presence of any leakage oil.

The non-return valve in the upper oil inlet of the hydraulic cylinder of the
roller guide is closed during the normal functioning of the system, as compen-
sation for oil leakage is provided through the lower inlet opening of the cyl inder
which is uncovered by the piston when the lotter is near its bottom position.
If the engine has .stopped in a position where the lower oil inlet hole is closed
by the piston, the non-return valve will open when oil pressure is applied to
the camshaft lubricating system, following which the hydraulic system will be
refilled and ot the same time vented through the air bleed valve on the hydraulic
cylinder of the exhoust valve.
 909.01-03

FUEL PUMP

Each cylinder of the engine is equipped with its own fuel pump, which is
mounted on the roller guide housing over the camshaft section corresponding to
the cylinder in question. The square base of the fuel pump housing is provided
with a groove to receive any leaking oil, which is subsequently drained off
through a connected pipe. In the base a bore is provided for a toothed rack
which, when being displaced, controls the quantity of fuel oil delivered by the
pump.

At the top the pump housing is closed by a top cover which is attached by
means of nuts and studs fitted in the pump hOIJsing. The underside of the top
cover is fittted with a suction valve which also functions as guide for the pump
barrel.

The pump barrel is attached to the underside of the top cover by four studs In
the top edge of the barrel and four cap nuts provided with O-rings to avoid
oil leakage. Steel shims are inserted between the upper edge of the barrel and
the top cover, and it is possible to slightly alter the position of the pump bar-
rel relative to the plunger by removing or inserting some such shims.

In this manner the initial moment of fuel oil injection into the cylinder can be
varied and the maximum pressure thus changed. The insertion of one shim will
increase the maximum pressure by apprax. 1 bar.

The pump barrel has a shrunk-in liner in which the pump plunger Is ground
accurately to form an oil-tight seal. Barrel and plunger must always go to"ether
and cannot be replaced individually.

The upper part of the pump barrel Iiner forms an oil-tight seal round the
cylindrical part of the suction valve. The barrel is provided with two cut-off
holes which are covered and uncovered during the travel of the plun"er within
the barrel. This function, in conjunction with the turning of the plun"er effected
by the regulating gear, serves to regulate the amount of oil ,injected Into the
engi ne cyli nder.

The lower part of the barrel is guided in the bore at the bottom of the pump
housing. Three 0-rings are fitted in grooves in the barrel for seal In" between
barrel and housing. In the pump housing, between the O-rings, there are two
threaded holes of which the lower one is connected to the camshaft lubrlcatln"
system whereas the upper one is connected to a drain pipe.

In addition to the shrunk-in liner, the barrel has, in the bottom end, a
detachable liner which is secured by a union nut .

In the detachable liner two scraper rings are fitted to prevent any fuel all from
running down into the roller guide housing. The space between the scraper rln"s
communicates with a union and a piece of pipe on the outside of the pump,
50 that a possible leakage of fuel at the upper scraper ring can be detected.
 909.05- 03
909.02- 03
The pump plunger is provided with a guide block designed to travel in the milled FUEL PUMP ACTUATING GEAR
keyway in the regulating guide. At the bottom it has a foat bearing against a
steel disc in the bayonet joint at the roller guide neck. A clearance of approx.
0.1 mm between the plunger foat and the roller guide permits turning of the A roller guide housing containing the fuel pump and exhaust valve actuating
plunger in the roller guide.
gear is bolted on to the manoeuvring side of each cylinder block.

The regulating guide is able to turn in the bottom of the pump housing. On the The camshaft is mounted in underslung bearings fitted in the roller guide housings.
outside it has a shrunk-on gear rim to mesh with the above-mentioned toathed The bearings are of the shell-type, and the nuts for the bearing bolts are loos-
rack at the base of the pump housing. The toathed rim and toathed rack are ened and tightened with the aid of hydraulic tensioning tools.
marked with lines enabling the- parts to be positioned correctly after disassem-
bly. The toathed rack is linked togerher with the regulating drive of the engine In regard to design and functioning the fuel pump roller guide is similar to the
through a spring-loaded connection. Thus, in the event of a sticking pump exhaust valve roller guide (section 908). A locking device is fitted to the side
plunger, this will not block the regulating gear for the remaining fuel pumps. of the roller guide housing, which can retain the roller guide in its top position
and thus put the fuel pump out of action.
Oil is supplied through a flanged connection on the side of the pump housing.
A corresponding flange on the opposite side of the housing is fitted with a The system consists of an air cylinder whose piston, via a forked arm, can move
shock absarber which neutralizes the shock caused when the plunger uncovers a locking pin to bear under a specially shaped lug which is screwed on to the
the cut-off hol es at the end of each compression stroke. side of the roller guide. By this means the roller guide is lifted clear of the
cam and is retained in this position. The special shape of the lug ensures that
The shock absorber consists of a cylinder with a spring-loaded piston which the roller guide can only be released when the corresponding com is in its "top"
is pressed back when the surplus oil from the delivery chamber is forced out position, so as to avoid damage being caused to the cam.
into the inl et space round the pump barrel.
The air cylinder is actuated either manually by means of an air cock or auto-
Two screw plugs are fitted in the pump housing opposite the cut-off holes of the matically through the alarm system of the engine.
barrel. The oil jets which are ejected through the cut-off holes at the end of
the compression stroke will hit the screw plugs, which can be replaced when NOTE THAT THE LOCKING DEVICE CAN BE ACTUATED OR RELEASED ONLY
they are eraded.
WHEN THE ENGINE IS RUNNING OR IS BEING TURNED BY MEANS OF THE
TURNING GEAR.
At the top of the pump housing a locating screw is fitted to ensure correct
positioning of the pump barrel in the housing. Further, there is a pipe connec- OPERATION
tion for circulating of warm oil through the pump, enabling it to be preheated
before start and kept warm duri ng stop of the engi ne. When a fuel pump is to be put out of action, this is done by lifting the locking
button of the control valve and turning the disc in anti-clockwise direction to
position I, whereby air pressure is applied to the upper side of the air cylinder
The fuel oil is suppl ied through a pipe on the side of the pump housing at a
piston. The roller guide will be locked as soon as it reaches it top position by
pressure of 4-5 bar from the electrically driven primary pump. The oil circulates
the piston of the air cylinder causing the lifting arm to enter under the locking
round the pump barrel which is thus kept evenly heated. During the suction
piece of the roller guide.
stroke the spring-loaded suction valve opens and the delivery chamber is filled
with oil.
If the engine is to run with the pump out of action for an extended period, the
control valve disc can be turned back to its original position. The air supply to
As soon as the plunger has covered the cut-off holes in the pump barrel the air cylinder is thereby cut off, but the roller guide will remain in its raised
during its upward movement, the injection commences through the fuel valves. position because in this position the lifting arm is self-locking.
The injection will last until the cut-off holes are uncovered by the helical
cut-off edges, following which the oil is forced through two milled groaves Before putting a fuel pump into action again, the shut-off valve at the inlet side
at the side of- the plunger and out through the cut-off holes of the barrel during of the pump must be opened, enabling oil to be circulated through the pump.
the rest of the compression stroke.
The locking device is re leased by Iifting the locking button and turn ing the control
The effective stroke of the pump can be varied by turning the plunger with the. valve disc back to position 0 (unless this has already been dO{le, as mentioned
helical cut-off edge relative to the cut-off holes of the barrel. This turning is before) .
effected by means of the rack connected to the regulating gear of the engine.
909.06- 03 909.10-02

FUEL VALVE
Then depress the control valve button for 2-3 seconds, whereby air is applied
to the underside of the air cylinder piston. When the cam reaches its 'top'
position, the system is released and the pump will be working again.
Plate 90910

SAFETY AND ALARM SYSTEM

The fuel valve consists of a valve head 0269, union nut 0803, valve body 0447,
and nozzle 0358. Fitted within the valve body are the thrust spindle 1426 with
Plate 90914
thrust spring 0714, thrust foot 1515, and valve unit 0536 with a combined slide/
valve.
The high-pressure fuel oil system for each cylinder is provided with a safety system
that actuates the fuel pump locking device in case of pipe fractures or other causes When the fuel valve is fitted in the cylinder cover, the valve parts are tighte-
of extensive leakages in the high-pressure system. ned together by the pressure from the nuts being transmitted through valve head,
thrust spindle, valve unit and nozzle to the valve body, which is pressed into
All high-pressure pipes in the system are provided with steel-wire armoured protective the tapered bore in the cylinder cover. The union nut keeps valve head and valve
hoses. Through holes drilled in the flanges, the space between the pipes and body together during dismantling of the fuel valve.
hoses is connected to a diaphragm valve D fitted to the end of the distributor
piece. The diaphragm valve is fitted with a spring-loaded non-return valve F
which is set to open at a pressure of 1 bar . Besides, there is a small drain Plate 90911
hole through which oil originating from smaller leakages can be drained to the
drain funne I G without acting on the diaphragm va Ive. The valve unit 90910/0536 consists of a spindle guide (A), thrust piece (C),
spindle (B), spring (E), and slide (D).
In the event of pipe fractures or other extensive leakages in the system, the above The valve unit is assembled with a press fit and cannot be taken apart.
drain hole will not be able to take the increased amount of oil and an oil pres-
sure will build up in the space between the high-pressure pipe and the pra-
tective hose. However, the pressure cannot rise above 1 kp/ cm2 at which point The spindle (B) is pressed against the tapered valve seat of the spindle guide (A)
non-return valve F will open and allow the oil to be conveyed to drain funnel G. by the action of the thrust spring 90910/0714 on the thrust spindle 90910/1426,
the spring pressure being transmitted through the slotted thrust foot 90910/1515.
The thrust spring determines the opening pressure of the valve, which is not
Due to the action of the oil pressure, the diaphragm valve will cause valve E, ad iustabl e .
which is interposed in the air supply line to the air cylinder of the fuel pump
locking arrangement, to change over and actuate the locking arrangement. The The slide (D) is pressed by the spring (E) against the tapered valve seat inside
fuel pump roller guide is locked in its upper position, the combustion in the cy- the spindle (8). In this position the head of the slide uncovers a small bore
linder will cease, and the scanning system give warning for falling exhaust arranged for circulation purposes in the thrust piece (C).
temperatures.

The functioning of the fuel valve is as follows:

Position I:
The electrical fuel oil primary pump circulates preheated oil through the fuel
pump and fuel valve. In the fuel valve the oil passes through the central bore
of the valve head and the bore through the thrust spindle and continues to the
thrust piece (C), leaving through the circulation bore of the latter. Thence
the oil is passed through the interior of the valve body to an outlet pipe on
the side of the valve head.

The space round the tapered valve seat of the slide is also fiWed with oil, but
the primary pump pressure is insufficient to overcome the force of the slide
spring and lift the slide.
9OP.I1-02

Position II:

When, at the beginning of the delivery stroke, the pressure has risen to about
10 bar. , the force of the slide spring will be overcome and the slide pressed
back against the shoulder of the thrust piece (C).

Position III:

When the sl ide is pressed upwards the circulation bore of the thrust piece is
closed, and the oil passes the seat of the sl ide and enters the space round the
valve spindle seat (8) in the spindle guide (A). When the pressure has risen to the
preset opening value of the fuel valve, the spindle is lifted and oil is forced
through the nozzle into the engine cylinder.

At the termination of the delivery stroke, first the valve spindle and then the
slide will be pressed against their respective seats, the injection of fuel stops,
and oi I is again circulated through the valve (position I).

If for some reason the valve -spindle should be sticking in the spindle guide,
the slide will in its closed position prevent the primary pump from pressing oil
through the nozzle, and thus obviate the risk of the engine cylinder being
filled with oil.
 911.01 - 01

SAFETY VALVES - RELIEFVALVES

Each cylinder cover is provided with a spring-loaded safety valve which I, t

to open at a pressure somewhat higher than the maximum pressure In the cylinder.

At the exhaust side of the engine are fitted a number of spring-loaded relief
valves which will open in the event of an excessive pressure ar.ising within
the crankcase, for instance as a result of ignition of oil vapour.

At each end of the scavenging air receiver of the engine there is a safety valve
which is set to open should the pressure in the scavenging air receiver exceed a
value that is somewhat higher than the normal scavenging air pressure of the
engine.
 912.01-03

BEDPLATE, FRAME, ETC.

The bedplate is made in two sections, joined together by means of fitted bolts.
The engine is secured to the tank top by means of long holding-down bolts provided
with cast- i ran spacer tubes. Each bedplate section consists of two welded, longitu-
dinal girders and a number of crOSS girders which support the main bearings.
The main bearings are equipped with shells of steel, lined with white metal. Each
main bearing has two main bearing caps which are secured by means of studs and
nuts designed for tightening by means of hydraulic tools.

Like the bedplate, the engine frame consists of two sections which are assembled
in the vertical plane at the chain drive section. Each frame sectian canslsts af a
welded plate-iran box, which is bolted an to the bedplate. Tagether, the engine
frame and the bedplate constitute the engine crankcase.

Hinged steel-plate doors are fitted in the engine frame for access to main and
crankpin bearings. Opposite each crosshead the frame box is provided with
smaller openings which are closed with hinged, light-metal covers.

The bedplate, the engine frame and the cylinder blocks, which are attached on
top of the frame box, are tightened together by means of through-going tie bolts.

For each cylinder the crankcase is equipped with a slotted oil outlet pipe in
which the oil outlet pipe that is secured to the cross head is able to travel. From
the slotted pipe the cooling oil is led through an outlet pipe to the bedplate.

Equipment for checking of oil temperature and flow rate is installed in connection
with the outlet pipe.

The engine bedplate is positioned on supporting chocks and secured to the engine seat-
ing in the ship by means of holding-down bolts. The supporting chocks are placed on
pads (steel plates, not shown\ which, in turn are attached to the top plate of the
engine seating. (Pads can be omitted if the top plate is machined with a bevel of
1: 100). The bedplate is not bevelled, and supporting chocks and pads are made with
a bevel of 1: 100 with a view to the adaptation of the supporting chocks ..

Plate 91215-01 shows the ordinary design of holding-down bolts with hexagon nut
fitted at the bottom end. If the bevel between the lower nut and the top plate of the
seating is greater then 1: 100, holding-down bolts with spherical washers and nuts with
spherical contact face, as shown on plate 91215-02, are to be used at the lower end
of the bolt. The contact faces of the top plate for nuts or spherical washers must be
plane.

The engine is secured in the thwartships direction by side chocks fitted in way of each
main bearing. The side-chock liners are bevelled 1: 100 and are fitted from the ~ft end
at both sides.
The engine is secured in the fore-and-aft direction by one end chock with two end-
chock bolts at the aft end of each of the two longitudinal girders of the bedplate.
The end-chock liners have a 1: 100 bevel and are fitted from above.
5912-13

TOP BRACING OF J...V>.IN ENGINE

(Shipyard work, only ta be carried out by special orders)

With the top bracing of the main engine, it will be possible in most cases to obtain
such a high natural frequency figure of the system "engine - ship's side - ship's bottom"
that annoying vibratians of the engine top or ship's hull can be avoided.

Top bracing is usually mounted on the uppermost platform brackets on the star-
board side (turbocharger side) of the engine, and is executed as shipyard work
in accordance with our principle drawing No. 782405-9.

The top bracing with friction shims should be checked at the same intervals as
for holding-down bolts in order to ensure that the tightening force is correct.

Bolts for the top bracing shall be tightened hydraulically, as stated an drawing
No. 782652-6 for the various engine types. If one or more links of the top
bracing are omitted, the tightening force for the adjoining links shall be in-
creased by 50%.

Top bracing checking shall be carried out on the fore and aft ends of the engine,
and also in the middle.

Checking is to be carried out by sight as well as by using a dial gauge (see

drawing No. 782651-4) to ascertain whether relative movements occur between
the top bracing and the fastening-on positions (casing or longitudinal girder).

Any movements can also be measured by means of, for instance, an ASKANIA
vibrograph with a high gear ratio, fastened to the top bracing with contact point
against the casing.

If relative movements larger than 0.02 mm are ascertained, increase the

tightening force by 40%. At the same time check the hydraulic pressure required
for loosening all the top bracings. If the vibrations have still not disappeared,
increase the tightening force a further 40% and again check the loosening pressure.

To check the setting of the ship (altering of hull form) in relation to the top
bracing, mount a device which makes it possible to measure a possible setting by
means of a slide gauge or a dial gauge, as shown on drawing No. 782651-4.
Two pieces of square bar iron can, for instance, be welded firmly to the top
bracing and the fastening-on place on the casing so that together they form a
well-defined measuring distance, e.g. by marking with a centre punch. A suit-
able distance between the measuring points would be 200 mm.

Checking for possible settings of the ship's hull should be made 3-4 times a year.
In the case of tankships, further measurements should be taken after loading, and
unloading, and also when the ship has had a rough trip.

The draught of the ship should be noted at each measuring. If exceptional divia-
tions are ascertained, special precautions are to be made.