Marine

M A R I N E

P R O P U L S I O N U N I T

OPERATING M A N U A L

6 4 5 / 7 1 0

ELECTRO-MOTIVE

FOREWORD

This manual has been prepared to serve as a guide to personnel engaged in the operation of E M D marine propulsion units with Model 645 or Model 710 engines. It is the intent of this manual that the information contained herein be applicable to a complete unit consisting of the engine, with basic accessories i n c l u d i n g a p n e u m a t i c r e v e r s e - r e d u c t i o n gear a n d p i l o t - h o u s e c o n t r o l components which are supplied by the manufacturer and installed by the customer.

This information was compiled for a typical marine propulsion unit with basic e q u i p m e n t a n d f r e q u e n t l y requested extras. T h e e q u i p m e n t selected for coverage was chosen as representative and does not imply that the equipment is part of any specific purchase order. Wiring diagrams and assembly drawings for specific units take precedence over information presented in this general manual.

A d d i t i o n a l i n f o r m a t i o n on i n s t a l l a t i o n , a p p l i c a t i o n , m a i n t e n a n c e , field c o n n e c t i o n s , a n d e l e c t r i c a l c i r c u i t s m a y be f o u n d in t h e M a i n t e n a n c e I n s t r u c t i o n s , t h e E n g i n e M a i n t e n a n c e M a n u a l , the a p p l i c a b l e m a r i n e Specifications, and the schematic diagrams. For specific equipment, it is advised that due consideration be given to manufacturer's pamphlets and bulletins.

NOTE

These instructions do not purport to cover all details or variations in equipment nor to provide for every possible contingency to be met in connection with i n s t a l l a t i o n , o p e r a t i o n , or m a i n t e n a n c e . S h o u l d further information be desired or should particular problems arise which are not covered sufficiently for t h e p u r c h a s e r ' s p u r p o s e s , t h e m a t t e r s h o u l d be referred to the Electro-Motive Division.

I N D E X

GENERAL DESCRIPTION ENGINE O P E R A T I N G DATA ENGINE STARTING SYSTEM FUEL SYSTEM

LUBRICATING OIL SYSTEM COOLING SYSTEM

PROTECTIVE DEVICES

AIR INTAKE AND EXHAUST SYSTEMS ENGINE CONTROLS INSTALLATION O P E R A T I O N TROUBLESHOOTING Section 1 2 3 4 5 6 7 8 9 10 11 12

S E C T I O N 1

G E N E R A L D E S C R I P T I O N

CONTENTS GENERAL MODEL DESIGNATIONS DIESEL ENGINES ACCESSORY RACK PAGE 1-1 1-1 1-5 1-5

ELECTRO-MOTIVE S E C T I O N

1

M A R I N E P R O P U L S I O N UNIT

GENERAL

A G e n e r a l M o t o r s m a r i n e p r o p u l s i o n unit ( G M unit) consists of a Model 645 or Model 710 diesel engine with engine associated accessories. The basic accessories are the lubricating oil cooler, fresh water h e a t e x c h a n g e r , w a t e r e x p a n s i o n t a n k , c o o l i n g s y s t e m t h e r m o s t a t i c valve a n d the fuel p r i m i n g p u m p and strainer. These accessories may be rack m o u n t e d or furnished loose for installation by the shipbuilder.

M a n y c o m b i n a t i o n s of diesel e n g i n e s a n d basic accessories can be provided to make up a unit.

G E N E R A L D E S C R I P T I O N

MODEL DESIGNATIONS

In order to identify the arrangement, a standard code system of model designations is used. The code symbols and their meaning follow.

A typical GM unit with a 645E6 (Mod.) blower-type engine is shown in Fig. 1-1 and a typical GMB unit with a 645F7BR turbocharged engine is shown in Fig. 1-2. A g e n e r a l a r r a n g e m e n t of a t y p i c a l propulsion unit with a GMBE6 engine is shown in Fig. 1-3, and a general arrangement of a unit with a G M E 7 C A (Mod.), F7BA (Mod.), or G7A (Mod.) e n g i n e is s h o w n in Fig. 1-4. E a c h of the m o r e important components is numbered and identified. F o r more detailed descriptions of the engine, engine mounted components, and basic engine accessories, refer to the a p p r q p r i a t e M a r i n e E n g i n e M a i n t e - nance Manual. MODEL IDENTIFICATION NUMBER SYMBOL DESIGNATION PROPULSION DRIVE GM X

'

1

G M B X X X 8, 12 16 or 20 E6 F7B o r G7

- Marine diesel reverse - reduction gear propulsion drive. - If used, indicates the inclusion of the Common Base

Option.*

- Number of cylinders in diesel engine.

- Series 645 marine diesel engine with Roots-type blower. - Series 645 marine diesel engine with turbocharger,

aftercoolers, and "F" engine crankcase.

- Series 710 marine diesel engine with turbocharger, aftercoolers, and "G" engine crankcase.

Left-hand construction of the accessory rack (rack constructed to be operated from the left side).

Right-hand construction of the accessory rack (rack constructed to be operated from the right side). Engine accessories are furnished as loose items for shipbuilder installation.

Usually indicates use of engine mounted raw water pump. L R m m and/or (Mod.) -

*Base may include reverse-reduction gear, the diesel engine, and accessory rack or may include just the reverse- reduction gear and the diesel engine with the accessory rack separate or the accessory components shipped loose.

Section 1 r" O~ C: W t - O (/) :3 13. "O O W " 0 0 I "7,

S e c t i o n l c- c- o Q.. o 13_ ¢- . m t-r- r n u_ O c q 133 (.9 " o Q I ¢'4 I I J_

Section 1

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I . CLUTCH CONTROL PANEL 2. REDUCTION GEAR

3. GEAR LUBE OIL FILTER OPENING

e 4 . BLOWER (TWO)

eB. AIR INTAKE FILTER (TWO) 6. EXHAUST MANIFOLD

7. HEAT SHIELD

8. GOVERNOR (ACTUATOR) 9. WATER EXPANSION TANK I0. LUBE OIL COOLER

I I . WATER TEMPERATURE REGULATOR

12. LUBE OIL FILTER 13. FUEL PRIMIMG PUMP

14. RAW WATER PUMP

15.' DuPLEx FUEL SUCTION STRAINER 16. LUBE O I L STRAINER

17. LUBE O I L CIRCULATING PUMP 18. OIL LEVEL GAUGE

e l g . AIR STARTING MOTOR (TWO) 2 0 . PNEUMATIC CLUTCH

2 1 . REDUCTION GEAR LUBE O I L PUMP

• ONLY ONE ON 8-CYLINDER ENGINE 30284

Fig.1-3 - Typical Model GMB8E6, GMB12E6, And GMB16E6 General Arrangement

A

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I . CLLrrcI-I CONTROL PANEL

2 . R ~ C T I O N GEAR

3 . GEAR LUBE O I L FILTER OPENING 4. AIR INTAKE S I L V E R ~ ADAPTER 5 . EXHAUST OUTLET ADAPTER

6. EXHAUST HANIFOLD 7. HEAT SHIELD

8 . GOVERNOR

9 . TACHOMETER GENERATOR

I 0 . THERMOMETER (FRESH WATER TO ENGINE]

I I . THERMC~,IE-TER (LUBE OIL TO F.NGINE}

12. FRESH WATER DRAIN CONNECTION

13. RAW WATER PL/MP

14. AIR BOX DRAIN (BOTH S I D E S . EACH ENI)) l B . LOW O I L P R E ~ R E ALARM CONNECTION FOR

PRIME AND SO,a3( BACK PUMP

16, LLIBE OIL SOAK BACK PLIhfl:~ CONNECTION 17. LUBE O I L SOAK BACK FILTER

18. L ~ E O I L LE~/EI_ ALARM SWITCH

19. L ~ E O I L LEVEL ALARM SWITCH CON~qECTION

2 0 . OIL LE'~/EL G A ~

2 1 . AIR STARTING MOTOR [TWO] ~ . PNELU, b~TIC CLUTON

2 3 . R ~ C T I O N GEAR LLIBE O I L PUMP

• ONLY ONE STARTING MOTOR ON B-CYLINDER ENGINE.

Fig.1-4 - Typical Model GM8E7CA (Mod)/G7A (Mod). GM 1 2F7BA (Mod)/G7A (Mod), GM 1 6F7BA (Mod)/G7A (Mod), And GM2OF7BA (Mod)/G7A (Mod)

General Arrangement

3 0 2 ~

DIESEL E N G I N E S

Model 645E6 (blower-type) 8, 12 and 16-cylinder and Model 645E7B or 710G7 (turbocharged) 8, 12, 16 and 20-cylinder engines are used as the power source for marine propulsion units. For a detailed d e s c r i p t i o n of the e n g i n e a n d e n g i n e m o u n t e d c o m p o n e n t s , including the governor, refer to the 645E6, 6 4 5 F 7 B or 710G7 E n g i n e M a i n t e n a n c e Manual.

A 16-cylinder engine is illustrated in Fig. 1-5 to identify the cylinder arrangement, ends, and banks of an engine. The governor, water pumps, and lube oil p u m p s are mounted on the "front end." The engine air inlet and flywheel are at the "back end." "Left" and "right" are referenced facing toward the front end of an engine while standing at the back end.

A C C E S S O R Y RACK

The accessory rack (if provided), Fig. 1-6, is a steel fabricated frame which holds the required engine external supporting auxiliaries for the water cooling system, lubricating oil system, and the fuel system. Since c o m p o n e n t s and systems vary in accordance with specific applications, the illustration should be

Section 1

Front End

Left Bank

Lube Oil & Water Pumps - Governor

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Engine Air Inlet & Flywheel Rear End Right Bank 16181 Fig. 1 -5 - Cylinder A r r a n g e m e n t

considered typical. For operation of accessory rack components, refer to applicable system section in this manual. For detailed, description and maintenance of accessory rack components, refer to applicable Engine Maintenance Manual.

er r qS Heat Exchanger Fig.1-6 - A c c e s s o r y Rack 30286

SECTION 2

ENGINE O P E R A T I N G D A T A

CONTENTS GENERAL DATA O P E R A T I N G DATA PAGE 2-1 2-5

SECTION

2

ELECTRO-MOTIVE

M A R I N E P R O P U L S I O N U N I T

E N G I N E O P E R A T I N G D A T A

GENERAL DATA

C y l i n d e r A r r a n g e m e n t . . . 4 5 ° - " V '' C y l i n d e r B o r e A n d S t r o k e 645 E n g i n e s . . . 230.19 x 254.0 m m (9-1 / 16" x 10") 710 E n g i n e s . . . 230.19 x 279.4 m m ( 9 - 1 / 1 6 " x I1") O p e r a t i n g P r i n c i p l e . . . B l o w e r S c a v e n g e d O r T u r b o c h a r g e d T w o S t r o k e Cycle Unit Fuel I n j e c t i o n W a t e r C o o l e d E n g i n e S p e e d Full . . . 900 R P M Idle . . . 350 R P M C o m p r e s s i o n R a t i o . . . 16:1 B r a k e H o r s e p o w e r ( A B S R a t i n g ) M o d e l 645E6 E n g i n e s - 900 R P M 8 - c y l i n d e r . . . 1050 12-cylinder . . . 1500 16-cylinder . . . 1950 M o d e l 6 4 5 E 7 C / F 7 B Engines - 800 R P M 900 R P M 8 - c y l i n d e r . . . - - 1525 12-cylinder . . . 2305 2550 16-cylinder . . . 3070 3400 2 0 - c y l i n d e r . . . 3600 4000 900 R P M M o d e l 710G7 E n g i n e s 8 - c y l i n d e r 12-cylinder 16-cylinder 2 0 - c y l i n d e r . . . 1800 . . . 2800 . . . 3600 . . . 4300

Section 2 R O O T S - B L O W E R E N G I N E S 0c 0 13. u} n- O "I" UJ Z z w 2 0 0 0 1900 1800 1 7 0 0 R A T I N G C O N D I T I O N S : - AIR INTAKE TEMPERATURE

DIESEL FUEL (HHV)

FUEL TEMPERATURE . . . 32,2" C (90 ° I - INLET DEPRESSION .. .. .. .. .. .. 381 m m (15") H2

EXHAUST BACK PRESSURE NOTE

1600 - The standard overload rating of the engine permits an output of 10% in excess of full load rating for two continuous hours, but not to exceed a total of t w o hours out of any 24 consecutive hours of 1500 - operation.

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200 , . / / . / , , 1 0 0 i / / I I 32.2 t' C (90 `> F) 4 5 . 6 4 M J / k g ( 1 9 . 6 2 0 B T U / L B ) . . . __ F) . . . 381 m m (15") H20 533 m m (21") H20 J '

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I ' .1 16-Cv1. II. E N G I N E S P E E D - - R P M 27187

TURBOCHARGED ENGINES Section 2 tw LU 3¢ 0 0. W O0 i-,, 0 -r LU z i-I z w 4000 3600 3400 3200 2800 2550 2400 2 0 0 0 1600 1200 800 4 0 0

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RATING CONDITIONS:

AIR INTAKE TEMPERATURE 32.2"C (90"F) DIESEL FUEL (HHV) . . . 45.64 MJ/kg (19,620 BTU/LB) FUEL TEMPERATURE 32.2"C 90"F) INLET DEPRESSION 152 MM (6")H=O EXHAUST BACK PRESSURE 127 MM (5")H=O

NOTE

THE STANDARD OVERLOAD RATING OF THE ENGINE PERMITS AN OUTPUT OF I OX ZN EXCESS OF FULL LOAD RATING FOR

TWO CONTINU~ H ~ S , BUT NOT TO EXCEED A TOTAL

OF TWO HOURS O~JT OF ANY 24 CONGECUTIVE HOL~

OF OPERATION,

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ENGINE BRAKE HORSEPOWER CONTINUOUS RATING PROPELLER HORSEPOWER CUBE CURVE I I / I I I I I I I I I I I I I I I I I I I l I I I I I i

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300 400 500 600 700 800 900 ENGINE SPEED - RPM 30287

Section 2

TURBOCHARGED ENGINES

Data N o t Available

To Be Supplied A t A Later Date

ENGINE O P E R A T I N G D A T A

Section 2 M O D E L 6 4 5 E 6 - N O R M A L L Y A S P I R A T E D / R O O T S - B L O W E R E N G I N E

Engine Models 8 - 6 4 5 E 6 1 2 - 6 4 5 E 6 1 6 - 6 4 5 E 6

Volumes gal. liters

Lube Oil In Engine Lube Oil in Accessories* Water in Engine Water in Accessories* gal. liters 106 401 120 454 60 227 88 333 gal. liters 142 537 120 454 85 322 88 333 194 140 125 91 734 530 473 344 *Data does not include liquid weights/volumes in any ship's piping, skin coolers, etc.

8 - 6 4 5 E 6 1 2 - 6 4 5 E6 1 6 - 6 4 5 E6 Air Supply System

Intake Air Volume @ 90 ° F (32.22 ° C) 3350 cfm (1 581 I/sec) 5050 cfm (2 384 I/sec) 6750 cfm (3 186 I/sec) Fuel System

Fuel Supply Pump Engine-driven, positive displacement

Fuel Supply Pump Suction Lift 12 ft. (3.66 m)

Pressure At Filter Inlet (from pump) 40-50 psi (276-345 kPa)

8 - 6 4 5 E6 1 2 - 6 4 5 E6 1 6 - 6 4 5 E6

Fuel Pump Capacities 2.1 gal/min

(7.9 I/min)

2.1 gal/min (7.9 I/min)

4.5 gal/min (17.0 I/min) Brake Specific Fuel Consumption Rate, 0.392 Ibs./bhp-hr 0.393 Ibs./bhp-hr 0.393 Ibs./bhp-hr

36API Fuel (238 g/kW-hr) (239 g/kW-hr) (239 g/kW-hr)

Lube Oil System

Pressure @ Normal Operating Temperature 40-70 psi (276-483 kPa) At Governor Connection

With Accessory Rack With Loose Accessories Temperatures

To Engine (from cooler) From Engine (to cooler) Temperature Differential

Oil Pump Capacities Scavenging

Main Lube Oil Piston Cooling

Lube Oil Consumption Rate (representative)

Alarm Settings

LOS, Lube Oil Switch Rated Speed

Idle Speed

HOS, High Oil Temperature Switch (into engine) 1 65-200 ° F (74-93 ° C) 185-220 ° F (85-104 ° C) 20-250 ° F (11-14 ° C) 8 - 6 4 5 E 6 gal/min (I/min) 140 (530) 71 (269) 36 (136) gal/hr (I/hr) 0.3 (1.14) 175-200 ° F (79-93 ° C) 195-220 ° F (91-104 ° C) 20-25 ° F (11-14 ° C) 1 2 - 6 4 5 E 6 1 6 - 6 4 5 E 6 gal/min (I/min) 205 (776) 105 (397) 48 (I 82) gal/hr (I/hr) 0.45 (1.7) gal/min (I/min) 279 (1 056) 157 (594) 66 (250) gal/hr (I/hr) 0.6 (2.3) 17-21 psi (117-145 kPa) 5-9 psi (34-62 kPa) 220 ° F (104 ° C)

Section 2

E N G I N E O P E R A T I N G

D A T A

M O D E L 645E6 - N O R M A L L Y A S P I R A T E D / R O O T S - B L O W E R E N G I N E

Fresh Water System

Fresh Water Flow Rate

8 - 6 4 5 E 6

325 gal/min (1 230 I/min) Pressure Rise Across Fresh Water Pump 29 (+5) psi

(Total System Pressure Drop) [200 (-I-34.4) kPa] Temperatures

To Engine From Engine

Temperature Rise Across Engine

Temperature Rise Across Lube Oil Cooler Design Water Temperature To Raw Water

Cooler or Keel Cooler

1 2 - 6 4 5 E 6 550 gal/min (2 081 I/min) 1 6 - 6 4 5 E 6 560 gal/min (2 119 I/min) 39 (-I-4) psi 38 (+4) psi [269 (+28) kPa] [262 (+28) kPa] 155-170 ° F(68-77 ° C) 165-180 ° F(74-82 ° C) 7-9 ° F(3.9-5 ° C) 3-5 ° F(1.5-3 ° C) 180 ° F(82 o C) Alarm Setting

ETS, Engine Water Temperature 208 ° F (98 ° C) - Models with Accessory Rack (from engine) 190 ° F (88 ° C) - Models with Loose Accessories

Raw Water, System

Maximum Allowable Temperature - Raw Water to Fresh Water Cooler

Raw Water Temperature Rise Across Fresh Water Cooler Pressure Rise Across Belt Driven

Raw Water Pump

[maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Pressure Rise Across Engine Driven Raw Water Pump

[maximum suction 4 psi negative (27.6 kPa) at pump inlet]

85 ° F (29.4 ° C) 8 - 6 4 5 E 6 9-13 ° F (5-7°C) 35.5-37 psi (245-255 kPa) 39-43 psi (269-296 kPa) 1 2 - 6 4 5 E 6 7-10 ° F (4-5.5 ° C) 25-29 psi (172-200 kPa) 41-45 psi (283-310 kPa) 1 6 - 6 4 5 E 6 10-13 ° F (5.5-7 ° C) 25-29 psi (172-200 kPa) 41-45 psi (283-310 kPa)

Raw Water Pump Flow, including 370 gal/min 720 gal/min 720 gal/min allowance for gear oil cooler (1 400 I/min) (2 725 I/min) (2 725 I/min)

Air Starting System

Starting Air Pressure 150 psi (1034 k P a ) - 8-cylinder engine

150 or 200 psi (1380 kPa) - - 12- and 16-cylinder engines

Exhaust System

Exhaust Back Pressure - 21 inches H20 (5.23 kPa) Maximum Allowable

8 - 6 4 5 E 6 1 2 - 6 4 5 E6 1 6 - 6 4 5 E 6

Exhaust Gas Volume 7550 cfm (2 564 I/sec) 11,000 cfm (5 192 I/sec) 14,500 cfm (6 844 I/sec) Exhaust Temperature 770 ° F (410 ° C) 740 ° F (393 ° C) 725 ° F (385 ° C) Engine Radiation

Radiation (approx.) (1 5330 BTU/min 7650 BTU/min 9950 BTU/min 343 kg. cal/min) (1 930 kg. cal/min) (2 510 kg. cal/min)

ENGINE O P E R A T I N G D A T A

Section 2 M O D E L 6 4 5 E 7 0 A n d 6 4 5 F 7 B - T U R B O C H A R G E D E N G I N E S

Engine Models 8 - 6 4 5 E 7 C 1 2 - 6 4 5 F 7 B 1 6 - 6 4 5 F 7 B 2 0 - 6 4 5 F 7 B Volumes

Lube Oil in Engine Lube Oil in Accessories* Water in Engine Water in Accessories* gal. liters 106 401 120 4 5 4 7O 265 88 333 gal. liters 142 537 120 4 5 4 95 360 91 344 gal. liters 194 734 210 795 135 511 100 379 gal. liters 174 659 210 795 165 625 100 379 *Data does not include liquid w e i g h t / v o l u m e s in any ship's piping, keel coolers, etc.

Air Supply System

Intake Air Volume @ 90 ° F (32.22 ° C)

8 - 6 4 5 E 7 C 1 2 - 6 4 5 F 7 B 1 6 - 6 4 5 F 7 B 2 0 - 6 4 5 F 7 B

@ 9 0 0 rpm - - 7640 cfm 9225 cfm 10,725 cfm - - (3 606 I/sec) (4 354 I/sec) (5 062 I/sec)

6710 cfm (3 167 I/sec) D m 8975 cfm (4 236 I/sec) @ 8 0 0 rpm 10,049 cfm (4 743 I/sec) Fuel System

Fuel Supply Pump Suction Lift 12 ft. (3.66 m)

Pressure At Filter Inlet (from pump) 3 5 - 5 0 psi (276-345 kPa)

Fuel Pump Capacities

Brake Specific Fuel

Consumption Rate, 36API Fuel

8 - 6 4 5 E 7 C 1 2 - 6 4 5 F 7 B @ 9 0 0 rpm @ 8 0 0 rpm 2.1 g a l / m i n (7.9 I / m i n ) 4.5 g a l / m i n (1 7.01 I / m i n ) i 4 g a l / m i n (1 5.1 I / m i n ) @ 9 0 0 rpm - - 0.338 Ibs/bhp-hr - - (205.5 g/kW-hr) @ 8 0 0 rpm p m 0.340 Ibs/bhp-hr ! (206.7 g/kW-hr) 1 6 - 6 4 5 F 7 B 2 0 - 6 4 5 F 7 B 4.5 g a l / m i n (17.01 I / m i n ) 4 g a l / m i n (15.1 I / m i n ) 4.5 g a l / m i n (1 7.01 I / m i n ) 4 g a l / m i n (15.1 I/rain) 0.341 Ibs/bhp-hr 0.345 Ibs/bhp-hr (207.3 g/kW-hr) (209.7 g/kW-hr) 0.338 Ibs/bhp-hr (205.5 g/kW-hr) 0.340 Ibs/bhp-hr (206.7 g/kW-hr)

Lube Oil System

Pressure @ Normal Operating Temperature At

Governor Connection Temperatures

To Engine (from cooler) From Engine (to cooler) Temperature Differential

Oil Pump Capacities Scavenging Main Lube Oil Piston Cooling Oil Pump Capacities

Scavenging Main Lube Oil Piston Cooling

@ 900 rpm

@ 800 rpm

60-100 psi (414-690 kPa)

With Accessory Rack 165-200 ° F (74-93 ° C) 185-225 ° F (85-107 ° C)

22-28 ° F(12-15 ° C)

8-645E7C 1 2-645F7B

gal/min (I/min) gal/min (I/min)

With Loose Accessories 175-200 ° F (79-93 ° C) 195-225 ° F (91-107 ° C)

22-28 ° F(12-15 ° C)

16-645F7B 20-645F7B

gal/min (I/min) gal/min (I/min) 205 (776) 105 (397) 48 (182) 279 (1 056) 157 (594) 66 (250) 390 (1 476) 390 (1 476) 185 (700) 229 (867) 92 (348) 109 (413) gal/min (I/min) gal/min (I/min)

248 (939) 347 (1 313) 140 (530) 164 (621) 59 (223) 82 (310) gal/min (I/rain) 347 (1 313) 204 (772) 97 (367) (continued)

Section 2

E N G I N E O P E R A T I N G

D A T A

M O D E L 645E7C And 6 4 5 F 7 B - T U R B O C H A R G E D E N G I N E S

Lube Oil System - (cont'd) Lube Oil Consumption Rate

(representative) Alarm Settings

LOS, Lube Oil Switch Rated Speed

Idle Speed

HOS, High Oil Temperature Switch (into engine)

8 - 6 4 5 E7C 1 2 - 6 4 5 F7B 1 6 - 6 4 5 F7B 2 0 - 6 4 5 F 7 B

@ 900rpm gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) gal/hr (I/hr) 0.43 1.62 0.64 (2.42) 0.85 (3.22) 1.06 (4.01)

26-30 psi (179-207 kPa) 10-14 psi (69-97 kPa) 220 ° F (104 ° C) TOS, Turbo Lube Pump Low 0il

Pressure (rising pressure) 10 psi (69 kPa) Capacity, Turbo Bearing Priming

and Shutdown Cooling Pump 3 gal/min ( i l .41 I/min)

Fresh W a t e r System Fresh Water Flow Rate

Pressure Rise Across Fresh Water Pump

(Total System Pressure Drop)

Temperatures To Engine From Engine

Temperature Rise Across Lube Oil Cooler

Temperature Rise Across Engine

To Lube Oil Cooler

Design Water Temperature To Raw Water Cooler or

Keel Cooler Alarm Setting

ETS, Engine Water

Temperature (from engine)

@900 rpm 8 - 6 4 5 E 7 C 525 gal/min (1 987 I/rain) 12-645F7B 800 gal/min (3 028 I/min) 16-645F7B 1070 gal/min (4 049 I/min) @800 rpm 710 gal/min 950 gal/min (2 688 I/min) (3 596 I/min)

@900 rpm 42 (+2) psi 43 (-I-4) psi 53 (:t:.3) psi [290 (+13.8) kPa] • [296 (+28) kPa] [365 (+21) kPa]

@800 rpm, 34 (-I-3) psi 42 (+2) psi

[234 (+21) kPa! [290 (+13.8) I&a] 155-170 ° F(68-77 ° C) 165-180 ° F (74-82 ° C) 3-5 ° F (1.5-3 ° C) 8-11 o F (4.5-6 ° C) 150-165 ° F (66-74 ° C) 180 ° F (82 ° C)

208 ° F (98 ° C) - Models with Accessory Rack 190 ° F (88 ° C) - Models with Loose Accessories

2 0 - 6 4 5 F 7 B 1100 gal/min (4 164 I/min) 980 gal/min (3 710 I/min) 52 (-t-2) psi [359 (-t-13.8) kPa] 41 (-t-2) psi [283 (+13.81 kPa] (continued)

ENGINE O P E R A T I N G D A T A

M O D E L 6 4 5 E 7 C A n d 6 4 5 F 7 B - T U R B O C H A R G E D E N G I N E S

R a w W a t e r S y s t e m

Section 2

Maximum Allowable Temperature - 85 ° F (29.4 ° C) Raw Water to Fresh Water Cooler

8 - 6 4 5 E 7 C 1 2 - 6 4 5 FTB 1 6 - 6 4 5 F 7 B 2 0 - 6 4 5 F 7 B

Raw Water Temperature Rise Across Fresh Water Cooler

Pressure Rise Across Belt Driven Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Pressure Rise Across Engine Driven Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Raw Water Pump Flow, including allowance for gear oil cooler

@ 900 rpm @ 800 rpm @ 900 rpm @ 800 rpm @ 900 rpm @ 800 rpm @ 900 rpmi @ 800 rpm 9-12 ° F (5-6.6 ° C) 27 (±2) psi [186 (±14) kPa] 14-17 ° F (7.8-9.4 ° C) 15-18 ° F (8.5-10 ° C) 27 (±2) psi [186 (+14) kPa] 16-19 ° F (8.8-10.5 ° C) 1 7 - 2 0 ° F (9.4-11.1 ° C) 33 (±2) psi [228 (+13.8) kPa] 22 (±2) psi [152 (±14) kPa] 19-23 ° F (10.6-12.8 ° C) 20-24 ° F) (11.1-13.3 ° C) 22 (±2) psi [152 (±14) kPa] 25 (+2) psi [173 (+13.8) kPa

- - 21.5 (±2) psi 17 (±2) psi 17 (+2) psi

- - [148 (+13.8) kPa] [117 (+13.8) kPa]i [117 (+13.8) kPa] 43 (+2) psi 43 (±2) psi 32 (+2) psi 32 (±2) psi [297 (±14) kPa] [297 (±14) kPa] [221 (±14) kPa [221 (±14) kPa]

720 gal/min (2 725 I/min) 720 gal/min (2 725 I/min) 845 g a l / m i n (3 198 I/min) 25 (+2) psi [173 (+13.8)kPa] 845 gal/min (3 198 I/min) - - 640 gal/min 750 gal/min 750 gal/min

- - (2 422 I/min) (2 839 I/min) (2 839 I/min)

Air S t a r t i n g S y s t e m

Starting Air Pressure 150 psi (1 034 kPa) - 8-cylinder engine

150 psi (1 034 kPa) or 200 psi (1380 kPa) - 12 and 16-cyl. engines 200 psi (1 380 kPa) - 20-cylinder engine

Air Starting Control Solenoid 120 volts AC

E x h a u s t S y s t e m

Exhaust Back Pressure -

Maximum Allowable 5 inches H20 (1.25 kPa)

8 - 6 4 5 E 7 C 1 2 - 6 4 5 F 7 B 1 6 - 6 4 5 F 7 B 2 0 - 6 4 5 F7B

Exhaust Gas Volume

Exhaust Temperature @ 900 rprn @ 800 rpm @ 900 rpm @ 800 rpm 15,430 cfm (7 283 I/sec) 13860 cfm (6 542 I/sec) 650 ° F (343 ° C) 675 ° F (357 ° C) 19,200 cfm (9 063 I/sec) 17950 cfm (8 473 I/sec) 685 ° F (363 ° C) 640 ° F (338 ° C) 21,350 cfm (10 077 I/sec) 19740 cfm (9 317 I/sec) 635 ° F (335 ° C) 620 ° F (327 ° C) Engine Radiation

Radiation (approx.) 81 6 0 B T U / m i n 12240BTU/min (2 056 kg (3 084 kg cal/min) cal/min) 6320 BTU/min (4 113 kg cal/min) 19225 BTU/min I (4 845 kg cal/m n) (continued)

Section 2

_{E N G I N E O P E R A T I N G}

_{D A T A}

MODEL 7 1 0 G 7 - T U R B O C H A R G E D E N G I N E S

Engine Models 8-710G7 12-710G7 16-710G7 20-710G7

Volumes

Lube Oil in Engine Lube Oil in Accessories* Water in Engine Water in Accessories* gal. litres 106 401 120 454 70 265 88 333 gal. litres 142 537 120 454 95 360 91 344 gal. litres 194 734 210 795 135 511 100 379 *Data does not include liquid weight/volumes in any ship's piping, keel coolers, etc.

gal. litres

174 659 210 795 165 625 100 379

Air Supply System

Intake Air Volume @ 81 ° F (27,2 ° C) 8-710G7 12-710G7 • 1 6 - 7 1 0 G 7 10,375 cfm (4 897 I/sec) 20-710G7 12,050 cfm (5 688 I/sec) Fuel System

Fuel Supply Pump Suction Lift 12 ft. (3.66 m)

Pressure At Filter inlet (from pump) 35-50 psi (276-345 kPa)

Fuel Pump Capacities 8-710G7 12-710G7 16-710G7 20-710G7

Brake Specific Fuel

Consumption Rate, 36API Fuel

2.1 gal/min (7.95 I/min) 4.5 gal/min (17.03 I/min) 0.338 Ibs/bhp. hr (205.5 g/kW-hrl 4.5 gal/min (17.03 I/min) 0.341 Ibs/bhp. hr (207.3 g/kW-hrl 6.0 gal/min (22.71 I/min) 0.345 Ibs/bhp. hr (209.7 g/kW-hr)

Lube Oil System

Pressure @ Normal Operating

Temperature At Governor Connection Temperatures

To Engine (from cooler) From Engine (to cooler) Temperature Differential

Oil Pump Capacities Scavenging Main Lube Oil Piston Cooling

Lube Oil Consumption Rate (representative)

Alarm Settings LOS, Lube Oil Switch

Rated Speed Idle Speed

HOS, High Oil Temperature Switch (into engine)

60-100 psi (414-689 kPa) 170-195 ° F (71"91 ° C) 190-215 ° F (88-102 ° C) 17-23 ° F (9-13 ° C) 8 - 7 1 0 G 7 gal/min (I/min) 279 (1 056) 157 (594) 54 (204) gal/hr (I/hr) 0.35 (1.32) 12-710G7 gal/min (I/rain) = 390 (1 476) 185 (700) 92 (348) gal/hr (I/hr) 0.53 (2.01) 26-30 psi (179-207 kPa) 10-14 psi (69-97 kPa) 220 ° F (104 ° C) 16-710G7 gal/min (I/min) 450 (1 703) 229 (867) 109 (413) gal/hr (I/hr) 0.70 (2.65) 20-710G7 gal/min (I/min) 500 (1 893) 281 (1 064) 138 (515) gal/hr (I/hr) 0.90 (3.41) 2-10 (continued) 134A587

E N G I N E O P E R A T I N G DATA

M O D E L 7 1 0 G 7 - T U R B O C H A R G E D E N G I N E S

Section 2

Lube Oil S y s t e m - (continued)

TOS, T u r b o / u b e Pump Low Oil

Pressure (rising pressure) 10 psi (69 kPa) Capacity, Turbo Bearing Priming

and Shutdown Cooling Pump 3 gal/min (11.41 I/rain)

Fresh W a t e r System

Fresh Water Pumps Two, engine-driven, Centrifugal

8 - 7 1 0 G 7 1 2 - 7 1 0 G 7 1 6 - 7 1 0 G 7 2 0 - 7 1 0 G 7 Fresh Water Flow Rate

Pressure Rise Across Fresh Water Pump

(Total System Pressure Drop) Temperatures

To Engine From Engine

Temperature Rise Across Lube Oil Cooler

Temperature Rise Across Engine

To Lube Oil Cooler

Design Water Temperature To Raw Water Cooler or Keel Cooler

Alarm Setting ETS, Engine Water

Temperature (from engine)

525 gal/min (1 987 I/min) 42 (±2) psi [290 (±13.8) kPa] 800 gal/min (3 028 I/min) 43 (4-4) psi [296 (±28) kPa] 1070 gal/min (4 050 I/min) 53 (4-3) psi [365 (4-21) kPa] 155-170 ° F (68-77 ° C) 165-180 ° F (74-82 ° C) 3-5 ° F (1.5-3 ° C) 8-10 ° F (4.4-5.6 ° C) 150-165 ° F (66-74 ° C) 180 ° F (82 ° C)

190 ° F (88 ° C) - Models with Loose Accessories

1155 gal/min (4 372 I/min) 50 (4-2) psi [345 (+13.8)kPa]

R a w W a t e r S y s t e m

Maximum Allowable Temperature - 85 ° F (29.4 ° C) Raw Water to Fresh Water Cooler

8 - 7 1 0 G 7 1 2 - 7 1 0 G 7 1 6 - 7 1 0 G 7 2 0 - 7 1 0 G 7 Raw Water Temperature Rise

Across Fresh Water Cooler

Pressure Rise Across Belt Driven Raw Water Pump [maximum suction 4 psi negative (27.6 kPa) at pump inlet]

Pressure Rise Across Engine Driven Raw Water Pump [maximum suction

4 psi negative (27.6 kPa) at pump inlet] 15-17 ° F (8.3-9.4 ° C) 27 (4-2) psi 186 (±14) kPa] 43 (4-2) psi [297 (±14) kPa] I-

Raw Water Pump Flow, | 7 2 0 g a l / m i n including allowance for gear oil cooler / (2 725 I/min)

17-19 ° F (9.4-10.6 ° C) 27 (+2) psi 186 (+14) kPa] 43 (±2) psi [297 (4-14) kPa] 720 gal/min (2 725 I/min) 14-16 ° F (7.8-8.9 ° C) 22 (4-2) psi 152 (__+14) kPa] 32 (4-2) psi [221 (__+14) kPa] 845 gal/min (3 198 I/min) 21-24 ° F (11.7-13.3 ° C) 22 (+2) psi 152 (+14) kPa] 32 (+__2) psi [221 (-I-14) kPa] 845 gal/min (3 198 I/min) (continued)

Section 2

_{E N G I N E O P E R A T I N G}

_{D A T A}

MODEL 7 1 0 G 7 - T U R B O C H A R G E D E N G I N E S

Air Starting System

Starting Air Pressure 150 psi (1 034 kPa) - 8 and 20-cylinder engines

150 psi (1 034 kPa) or 200 psi (1 380 kPa) - 12-cylinder engine 200 psi (1 380 kPa) - 16-cylinder engine

Air Starting Control Solenoid 120 volts AC

Exhaust System

Exhaust Back Pressure - Maximum Allowable

Exhaust Gas Volume

5 inches H20 (1.25 kPa) 8 - 7 1 0 G 7 Exhaust Temperature Engine Radiation Radiation (approx.) 12-710G7 16-71 OG7 20-71 OG7 21,800 cfm 24,350 cfm (10 290 I/sec) (11 494 I/sec) 625 ° F - - (329 ° C) 635 ° F (335 ° 'C) 8640 BTU/min (2 177 kg cal/min)

13,440 BTU/min 17,280 BTU/min120,667 BTU/min (3 386kg (4 355kg | (5 208kg

c a / m n) cal/min) / cal/min)

SECTION 3

E N G I N E S T A R T I N G S Y S T E M

CONTENTS G E N E R A L O P E R A T I O N TURNING ENGINE M A N U A L L Y PAGE 3-1 3-2 3-2

ELECTRO-MOTIVE

SECTION

3

M A R I N E P R O P U L S I O N UNIT

ENGINE STARTING SYSTEM

GENERAL

The engine starting system, Fig. 3-1, consists of an air supply, strainer, shutoff valve, air start valve, air line lubricator, solenoid valve, a start button, and either one or two .air starting motors.

oDIESEL ENGINE

/I//~IIscHPASGE ~ ~

///7//

/

"AIR STARTING ~ ~

MOTORS (ATTACHED) ~---.-r-I] n"d'~P;::;~--~ / /

o .,SOLENOID AIR VALVE--'

Two air starting motors are supplied on all engines with the exception of the 8-cylinder engines which use ony one starting motor.

• FLEXIBLE HOSE

,CHECK V A L V E ] ' ~

/ (SEE N~jJ]BL E ~ <

/

UNATTACHED ON ~ LUBRICATOR /

UNITS WITH | AIR RELAY VALVE t

LOOSE ACCESSORIES ~ SHUT-OFF VALVE ATTACHED ON UNITS J qTDATNF#-WYF WITH ACCESSORY ~ . . . ] - - - RACK (TWO ON

20-CYLINDER G7 UNITS) AIR TO CLUTCH

SAFETY POP VALVES SET AT 220 PSI

AIR COMPRESSORS (200 PSI)

AS REQUIRED

STARTING AIR TO OTHER ENGINE

• (IF REQUIRED)

CLUTCH AIR TO OTHER ENGINE

(IF REQUIRED)

SAFETY POP VALVES _ ~ / SET AT 220 P S I STARTING DRAIN AIR TANK ! NUMBER OF TANKS AS REQUIRED

NOTE= ON UNITS WITH LOOSE ACCESSORIES, STARTING AIR PRESSURE GAUGE IS MOUNTED ON THE INSTRUMENT PANEL AND PIPED BY THE SHIPBUILDER.

Fig.3-1 - Typical Engine Air Starting System

Section 3

The basic engine s t a r t i n g system utilizes the air motors with pinion gears to engage and drive the engine flywheel ring gear. Operational control is the same for either single or dual air starting motor starting system. An ENGINE START pushbutton is located on the engine or control cabinet. The pushbutton is a single contact switch which remains closed during the engine cranking period.

The starting system control ofturbocharged engines is interlocked to require the turbocharger lube oil (soak back) circulating pump to be running, and the governor S P E E D CONTROL to be set for idle speed before the engine may be started.

A lube oil presstire switch OPS is connected in the engine start circuit to prevent a n i n - a d v e r t e n t starting attempt while the engine is already running.

NOTE

In an extreme emergency, engine startup can be made without control using the manual "T" handle override on the air start solenoid valve. However, turbocharged engines started in this manner are riot pre-lubricated and therefore risk damage to turbocharger bearings.

OPERATION

Upon receiving a start Signal, the solenoid valve is e n e r g i z e d to allow air from the tanks to pass through the solenoid valve to the pinion gear end of

the lower starting motor, Fig. 3-2. The entry of air moves the pinion gear forward to engage with the engine ring gear. M o v e m e n t of the p i n i o n g e a r uncovers a port allowing air pressure to be released to the upper starting motor which, in turn, engages its pinion gear with the engine ring gear. Both pinion gears being engaged, the air is released from the uncovered air relay valve, which in turn opens the air starting valve and releases the main starting air supply. S t a r t i n g air passes t h r o u g h the air line lubricator, releasing an oil-air mist into the starting motors, automatically lubricating the motors. The multivane motors drive the pinion gears, rotating the ring gear and cranking the engine.

TURNING ENGINE

M A N U A L L Y

Some prestart checks and maintenance procedures require a manual turning of the engine. There are several methods to do this. Crankover tool 9561844 with electric drive unit, Fig. 3-3, or with optional air drive kit 9560333, Fig. 3-4, can be used as jacking gear to rotate the engine.

Another method of turning the engine manually is to utilize the air starting motors as follows:

1. Close the shutoff valve in the main air line of the starting system, Fig. 3-5.

Con,ro,

Voltage

Lube

Oil

r]_u_u "Engine

Pressure

L ~ Start"

Switch < Solenoid

Flywheel Air Valve

Ring Gear

/ r , Air Line ~ Air

Pinion

~

Upper J

J ubricator|

Relay

Retracted t ~ ~ / M o t o r ]

11 (..__~_._~ ~,~lve

Pinion t ~ l . ~ Lower 1 I I .J . - - L c : : : : ~ / Strainer

Engaged ~L ~

I I Motor I "~---'] ~

~

~L

( ~ : = = = Air I=;I I L.. ! .[ ~ - - ~ " ' - Supply

/ " ~ Pin-~on

Engaging

/ Solenoid Air Line

Check

Valve" Valve With

Dump Vent 2s29s

Fig.3-2 - Typical Air Starting System Operation Diagram

Section 3

/

Crankover Tool Electric Drive

Fig.3-3 - Crankover Tool 9 5 6 1 8 4 4 And Electric Drive Unit 9 5 4 3 8 6 7

28804

l

Air Drive Kit

i{

t

Remote Control

28805

Fig.3-4 - A i r Drive Kit 9 5 6 0 3 3 3 And Remote Control 9 5 6 0 3 3 8

2. Engage the pinion gears with the engine ring gear by one of the following methods:

a . _{Attach a jumper wire at the rear of the}

Engine Start switch to bypass the switch. This will e n e r g i z e the air s t a r t solenoid a l l o w i n g air to move the pinion gears forward.

b. Open the manual "T" handle override valve, Fig. 3-6, on the air start solenoid valve to move pinion gears forward.

CAUTION

Ensure the override valve is closed when the turning operation is completed or the engine will crank when the main air line shutoff is opened.

3. Remove the housing cover end plug from the rear of either of the starting motors, Fig. 3-5. Insert a 5/16" allen wrench into housing cover end plug o p e n i n g ( b a r r i n g hole). The allen

Fig.3-5 - A i r Starting System

20220

wrench can either be rotated by hand or a 1 / 2" ratchet wrench can be used. Rotate the allen wrench slowly which will rotate the engine.

Fig.3-6 - Solenoid Valve Override

SECTION 4

FUEL S Y S T E M

CONTENTS

GENERAL O P E R A T I O N

ENGINE DRIVEN FUEL P U M P DUPLEX FUEL FILTER

DESCRIPTION MAINTENANCE FUEL PRIMING P U M P

DESCRIPTION MAINTENANCE

DUPLEX FUEL SUCTION STRAINER DESCRIPTION MAINTENANCE PAGE 4-1 4-1 4-2 4-2 4-3 4-3 4-3 4-3 4-4

ELECTRO-MOTIVE SECTION

4

M A R I N E P R O P U L S I O N U N i T

FUEL S Y S T E M

GENERAL

The typical engine fuel system, Fig. 4-1, consists of fuel injectors, engine driven fuel pump, duplex fuel filter, and fuel supply and return manifolds, which are located on or within the engine. Components of the fuel system located external to the engine are the duplex fuel suction strainer, manual fuel priming pump or motor driven pump (whichever is applicable), check valves, and the fuel tank and associated piping.

OPERATION

Fuel oil is drawn from the fuel tank through a d u p l e x s u c t i o n strainer, and into the engine m o u n t e d fuel p u m p , Fig.4-1. Fuel, u n d e r low pressure, then flows through an anti-flood check valve, t h r o u g h the engine m o u n t e d d u p l e x fuel filter, through a jumper line to the injector inlet filters, and into the injectors. A small portion of this fuel supplied to each injector is pumped into the cylinder at very high pressure. The quantity of fuel injected depends upon the rotative position of the plunger as set by the injector rack and the governor. The excess fuel not used by the injector flows through the i n j e c t o r , serving to l u b r i c a t e and cool the working parts.

ANTI-FLOOD,CHECK VALVE SET AT I0 PSI ( 6 8 . 9 kPa)

RETURN FROM INJECTORS i

TO INJECTORS

FUEL PRESSURE GAUGE AND/OR FUEL PRESSURE SWITCH (FPS)

FUEL OIL PUMP PRESSURE RELIEF VALVE SET AT 65 PSI (448 kPa)

PRESSURE REGULATING VALVE

7 SET AT I0 PSI ( 6 8 . 9 kP=)

FUEL MANIFOLD

ANTI-FLOOD CHECK VALVE SET AT I0 PSI (68.9 kPa)

DUPLEX FUEL FILTER

3 / 4

3/4 RETURN FROM INJECTORS

PUMP 3 / 4 ~ PRIMING SUCTION

/ 3 / ~ ~ ~ - . .

FUEL OIL HAND PRIMING PUMP

j SUCTION STRAINER-

OPENINGS-O.020" (0.508 mm) FIAX. CAPACITY-SAME AS ENGINE PUMP FUEL OIL PRESSURE DROP (CLEAN)

PUMP I PSI (6.895 kPo) MAX.

VENT

SHUT-OFF VALVE

CAN BE COMBINATION UNIT-CAPACITY TO MATCH TRANSFER PUMP

~

FILLING

LINE I

FUEL OIL I WATERI

TANK SEPARATOR FUEL FILTER

l

15 MICRONS

MAX.

DRAIN

SHUT-OFF VALVE AT TANK TO BE ARRANGED SO THAT IT CAN BE READILY OPERATED

NOTE: 3/4 INDICATES 3/4 INCH (19.05 mm) PIPE. MAXIMUM HEIGHT OF FUEL IN FUEL OIL TANK

SHOULD NOT EXCEED 15 FEET (4.57 m) ABOVE ENGINE CRANKCASE

Fig.4-1 - Typical Engine Fuel System

Section 4

T h e excess fuel leaves the i n j e c t o r s t h r o u g h t h e return fuel filter, passes through a relief valve in the return fuel line in the manifold, through a swing check valve, and back into the fuel tank. The relief valve restricts the return fuel and maintains a back pressure on the injectors. The swing check valve prevents a reversal of flow or siphoning.

A good quality of fuel should be used. Specifications for fuel are provided in Maintenance Instruction M.I. 1750.

R e f e r to the a p p l i c a b l e E n g i n e M a i n t e n a n c e Manual for components of the fuel system internal to the engine. A brief description of the external engine fuel system components and accessory rack fuel system components follows. .

i

ENGINE DRIVEN FUEL PUMP

The single unit pump, Fig. 4-2, is m o u n t e d on and d i r e c t l y d r i v e n by the l u b r i c a t i n g oil s c a v e n g i n g p u m p . It is an "internal" gear p u m p . Fuel is drawn into the inlet portion, Fig. 4-3, to fill space created by the gear teeth coming out of the mesh. The fuel is then trapped in the space between the gear teeth and carried to the outlet side of the pump. There the gears mesh, which forces the fuel from between the gear teeth and flow through the outlet. Refer to the a p p l i c a b l e E n g i n e M a i n t e n a n c e M a n u a l f o r a detailed description and maintenance instructions of the engine driven fuel pump.

Idler Crescent Discharge Suction 4....__..- Body ~.V~"~.,~.'~ , -.,., Rotor 1 3 3 9 8

Fig.4-3 - Engine Driven Fuel Pump, C r o s s Section

DUPLEX FUEL FILTER

DESCRIPTION

The engine m o u n t e d duplex fuel oil filters, Fig. 4-4, are installed at the right front of the engine. Each filter is a disposable type which is screwed directly to a c o m m o n head.

1 2 9 5 9

Fig.4-2 - Engine Driven Fuel P u m p

Fig.4-4 - Duplex Fuel Filter

1 7 1 6 2

The filter is composed of a pleated paper element a r o u n d a p e r f o r a t e d metal tube p r o v i d i n g an 1100 sq. in. filtering area. The case is an enameled drawn steel shell capable of withstanding internal p r e s s u r e s in excess o f 1 034 k P a (150 psi). A neoprene gasket attached to the top of the filter ensures sealing.

A t a p e r e d c o c k - t y p e c o n t r o l valve in the head assembly directs the flow of fuel to either or both filters. One filter can be cut out of service to permit replacement without stopping the engine. The inlet and o u t l e t c o n n e c t i o n s are l o c a t e d in the head assembly.

The flow of fuel through the filter is directed and regulated by the position of the control valve. When the control valve lever is set at the center or "BOTH" position, both filters are being used. When it is necessary to change filters, the flow of fuel can be directed through one filter while changing the other one. To do this, the control valve lever is moved to the "L" (left) or "R" (right) position. When the control valve lever is in the " R " position, only the right filter is in use, and the left can be removed. The reverse is true when the control valve lever is in the "L" position.

MAINTENANCE

The filters s h o u l d be c h a n g e d at intervals as specified in the Scheduled Maintenance Program, or m o r e f r e q u e n t l y as d e t e r m i n e d by o p e r a t i n g experience.

I. To change a filter while the engine is running, m o v e the filter s e l e c t o r lever to the letter representing the opposite filter.

2. Unscrew the filter to be changed, using a strap wrench if necessary.

3. Apply a new filter to the filter head and tighten until the neoprene gasket is sealed.

. W i t h the engine r u n n i n g , move t h e selector

lever to the p o s i t i o n of the filter that was changed and check for leakage.

FUEL P R I M I N G P U M P

DESCRIPTION

The fuel priming pump, Fig. 4-5, is a manually operated pump located on the accessory rack (if provided). Its function is to prime the fuel system after the engine has been shut down for an extended period of time. The pump draws fuel from the fuel tank through the duplex fuel suction strainer, and into the engine mounted fuel manifold. The fuel flow from this point is the same as the engine driven pump flow, Fig. 4-I.

Section 4

29769

Fig.4-5 - Typical Accessory Rack Fuel System Components

The fuel priming pump has a built-in check valve at the discharge side of the pump which closes when the pump lever is repositioned during the suction stroke.

MAINTENANCE

No scheduled maintenance is required. If the pump is not operating properly, it can be disassembled for i n s p e c t i o n by r e m o v i n g the lever, and t h e n separating the shell and lid.

D U P L E X FUEL S U C T I O N

S T R A I N E R

DESCRIPTION

The duplex fuel suction strainer, typically mounted on the accessory rack, Fig. 4-5, is located in the fuel system to remove foreign material from the fuel being taken from the fuel tank. The strainer contains mesh elements. A cutaway view of the strainer is s h o w n in Fig. 4-6. Fuel oil passing t h r o u g h the strainer goes directly to the engine mounted fuel pump.

Section 4 "O"-Ring Seal Shell Gasket ~ Mesh Element Cover Nut r- F~" ~ "1 I i

J,

1/2"-14 NPT Head (Inlet & Outlet) Assembly

° Contro, Valve Lever 'Assembly • 3 0 1 7 9

Fig.4-6 - Duplex Fuel Suction Strainer A t a p e r e d c o c k - t y p e c o n t r o l valve in t h e h e a d assembly directs the flow of fuel to either or both elements. One element can be cut out of service to permit cleaning without stopping the engine. The inlet and outlet connections are located in the top of the head assembly.

The flow of fuel through the strainer is directed and regulated by the position of the control valve. When the control valve lever is set at the center or "BOTH" position, b o t h e l e m e n t s arebeing used. When it is necessary to clean elements, the flow of fuel can be directed t h r o u g h one element while cleaning the other one. To do this, the control valve lever is m o v e d to t h e " L " (left) o r " R " ( r i g h t ) p o s i t i o n . When the control valve lever is in the "R" position, only the right element is in use, and the left can be removed. The reverse is true when the control valve lever is in the "L" position.

M A I N T E N A N C E

The fuel suction strainer elements should be cleaned a n d i n s p e c t e d as specified in the S c h e d u l e d Maintenance Program, or at shorter time periods, if operating conditions warrant.

. To clean a strainer element while the engine is running, move the selector lever to the letter representing the opposite element.

. Remove cover nut holding the strainer shell to the head assembly of the element to be cleaned, and remove shell assembly with element from head assembly.

3. Withdraw the mesh element, and discard the oil and sediment held in the strainer shell.

C A U T I O N

Chlorinated hydrocarbon solvents and temper- atures above 82 ° C (180 ° F) will damage the epoxy material bonding the strainer element to the end caps.

. Clean the mesh element in a container of clean

fuel oil. A brush may be used, but no special cleaning tools are necessary.

5. Clean the shell with fuel oil and wipe it clean. . Inspect the cover nut "O" ring, and replace it

with a new ring if necessary. Replace strainer shell to head assembly gasket.

. Place the cleaned strainer element in the shell and reapply the shell to the head assembly. A p p l y c o v e r n u t w i t h " O " r i n g a n d t i g h t e n firmly into place after making certain the "O" ring is properly seated.

SECTION 5

LUBRICATING OIL S Y S T E M

CONTENTS

GENERAL 5-1

MAIN LUBRICANT, PISTON COOLING, A N D SCAVENGING OIL SYSTEM 5-3

SOAK BACK OIL SYSTEM 5-3

SOAK BACK PUMP CIRCUIT 5-3

MAINTENANCE 5-4

LUBRICATING OIL LEVEL 5-4 FILLING OR A D D I N G

LUBRICATING OIL 5-4

D R A I N I N G LUBRICATING OIL 5-5 OIL COOLER INSPECTION

A N D MAINTENANCE 5-5 OIL FILTER INSPECTION

A N D MAINTENANCE 5-5

PRELUBRICATING OF ENGINES 5-5

ELECTRO-MOTIVE

SECTION

5

M A R I N E P R O P U L S I O N U N I T

LUBRICATING OIL S Y S T E M

GENERAL

The lubricating oil system, Fig. 5-1 and Fig. 5-2, can vary in a c c o r d a n c e with specific application. Because of options and customer supplied equipment, the exact operation for the lubricating oil system can only be determined from schematic diagrams and a s s e m b l y d r a w i n g s for t h a t p a r t i c u l a r installation. However, most lubricating systems have basic c h a r a c t e r i s t i c s and can, with minor interpretation, be applied to most installations.

The three systems (common to both type engines) are the main l u b r i c a t i n g system, piston cooling system, and scavenging oil system. Each system has its own pump. The main lubricating oil pump and piston c o o l i n g oil p u m p , a l t h o u g h i n d i v i d u a l pumps, are both contained in one housing and are driven from a common shaft. The main lubricating, piston cooling and scavenging oil pumps are driven from the accessory gear train at the front of the engine. An auxiliary system for the turbocharged engines has a motor driven circulating pump.

The engine lubricating system is a combination of three s e p a r a t e systems for i n s t a l l a t i o n s with blower-type engines, and four separate systems for installations with turbocharged engines.

F o r a d e t a i l e d d e s c r i p t i o n of the m a i n t e n a n c e instructions for the lubricating oil system compo- nents, refer to a p p l i c a b l e E n g i n e M a i n t e n a n c e Manual.

LUBE OIL A I R STARTING

CUT-OFF CONTACTOR; ALSO TURBO

PRIMING/SOAK-BACK PUMP CONTROL (OPS) LUBE OIL TO ENG. PRESS. GAUGE

TURBO PRIME AND SOAKBACK PUMP (TURBO UNITS ONLY) MAIN LUBE O I L PUMP DISCHARGE / PRELUBE VALVES /- PISTON COOLING PUMP DISCHARGE / SCAVENGING PUMP STRAINER - / THERMOMETER- LUBE O I L FROM ENG.

LUBE O I L HIGH TEMP. ALARM CONTACTOR (HOS)

L U B E OIL F I L T E R

BYPASS RELIEF VALVE

PRIMING PUMP

'

o , . coo ,

CHECK VALVE ~ 1

DRAIN VALVES LUBE O I L TO ENGINE THERMOMETER

Fig.5-1 - Typical Lube Oil System Piping (Units With Loose Accessories And

Engine Driven Raw Water Pump)

Section 5

PISTON PUMP 01

LUBE OIL

LUBE OIL TO ENG. THERMOMETER

O I L PAN

PRIMING PUMP

NOTE

OPEN LUBE OIL SYSTEM PRIMING VALVE TO PRIME ACCESSORIES AND PIPING AND TO FILL STRAINER. CLOSE TO PRELUBRICATE ENGINE,

LUBE OIL AIR STARTING

CUT-OFF CONTACTOR; ALSO TURBO PRIMING/SOAK-BACK PUMP

CONTROL (OPS)

LUBE OIL TO ENG, PRESS. GAUGE LUBE OIL PRESS. AND PISTON COOLING PUMPS

MAIN LUBE OIL PUMP DISCHARGE

~RELUBE VALVES SCAVENGING

PuMp

THERMOMETER LUBE OIL FROM ENG. -~CHECK VALVE ~

, ~

i,7"

LUBE OIL SYSTEM PRIMING VALVE

(SEE NOTE)

~-- LINE STRAINER

CONTACTOR

BYPASS

4

RELIEF VALVE,,,~

LUBE OIL FILTER

BYPASS RELIEF VALVE

~

J LUBE OIL _COOLER

NOTE

ON GMB UNITS (COMMON BASE OPTION) THE TURBOCHARGER LUBE OIL PUMP AND ASSOCIATED

PIPING IS INSTALLED BY THE

ENGINE MANUFACTURER.

T

ENGINE CRANKSHAFT I BYPASS / " ~ TO SUMP w TO TURBOCHARGER

LUBE OIL SOAK BACK FILTER (ATTACHED)

FLEXIBLE CONNECTION

PRIMING AND SOAK BACK LUBE OIL PUMP

I " LUBE OIL SUPPLY IN SUHP

Fig.5-2 - Typical Lube Oil System Piping (Units W i t h Accessory Rack A n d Belt Driven R a w W a t e r Pump)

M A I N LUBRICATING, PISTON

COOLING, AND SCAVENGING

OIL SYSTEM

G E N E R A L

The main lubricating oil system supplies oil under pressure to the various moving parts of the engine. The piston cooling system supplies oil for piston cooling and lubrication of the piston pin bearing surface. The scavenging oil system supplies other systems with cooled and filtered oil.

O P E R A T I O N

Oil is drawn from the engine sump by the scavenging oil p u m p through a strainer in the strainer housing. F r o m the strainer, the oil is p u m p e d through the lube oil filter and lube oil cooler. The cooler absorbs heat from the lube oil to maintain proper operating t e m p e r a t u r e . T h e oil t h e n flows to t h e strainer housing to supply the main lubricating and piston cooling pumps. After being p u m p e d through the engine, the oil returns to the engine sump to be recirculated through the system.

A lube oil high temperature alarm contactor (HOS) is located in the return line from the lube oil cooler to the engine.

SOAK BACK OIL SYSTEM

(TURBOCHARGED ENGINES

ONLY)

G E N E R A L

To ensure lubrication of the turbocharger bearings prior to engine start, and the removal of residual heat f r o m t h e t u r b o after e n g i n e s h u t d o w n , a separate lube oil pressure source is provided. This pressure source is controlled automatically through the engine "start" and "stop" controls.

O P E R A T I O N

An electrically driven soak back pump draws lube oil from the oil pan, pumps the oil t h r o u g h the soak back filter, Fig. 5-2, and t h r o u g h the head of the e n g i n e m o u n t e d t u r b o c h a r g e r oil filter into t h e turbocharger bearing area.

The soak back filter purifies the oil supplied to the turbocharger by the soak back pump. A relief valve allows oil to r e t u r n to the oil pan w h e n outlet pressure exceeds 379 kPa (55 psi).

Section 5 Upon engine start, the soak back p u m p momen- tarily lubricates the turbocharger until the main lube oil p r e s s u r e f r o m the e n g i n e d r i v e n p u m p becomes greater than the soak back pressure. At engine shutdown, the soak back pump operates for 25 minutes to remove residual heat from the turbocharger.

The soak back filter also contains a 483 kPa (70 psi) b y p a s s valve. This valve will o p e n to b y p a s s a plugged filter so that lubrication can be supplied to the turbocharged and prevent damage.

S O A K B A C K

P U M P C I R C U I T

With control power applied, momentary actuation of the engine start switch, Fig. 5-3, energizes the engine start relays S T R and STRX which in turn pickup the engine run ER relay, the soak back p u m p timer PT relay and the soak back p u m p M contactor to operate the soak back pump.

E L 7 - -

,,

,,

L

L

,

I TRX .O P S . . ."i . . . .

)---'n

', o ER R

)U-~j

R ~ -

P--

2C_ISTR 5 PT

1

> x <

,m0q

2NO

i

l L

Fig.5-3 - Typical Soak Back P u m p C i r c u i t 3°2~

(LUBE OIL

LEVEL)

After approximately 60 seconds of soak back pump operation, engine start switch is pressed and held until engine starts (within 10 seconds), and then released. When engine oil pressure reaches 145 kPa (21 psi), oil pressure switch OPS closes contact IA to actuate the ER and PT relays, and de-energize the M contactor to stop soak back p u m p operation. Upon engine shutdown, oil pressure drops below 117 kPa(17 psi) and OPS contact 1A opens, ER and PT relays de-energize to start the 25 minute timed operation of the soak back pump.

Section 5

The lube oil level must be at or above a predeter- mined level to hold the low oil level switch open and keep lube oil level relay OL normally closed contacts closed completing circuit to the soak back p u m p M contactor.

M A I N T E N A N C E

LUBRICATING OIL LEVEL

Engine oil level should be checked with the engine hot and running at idle speed. A dipstick, Fig. 5-4 extends from the side of the oil pan into the oil pan sump. The dipstick should show a level between the L O W and F U L L m a r k s . The oil level with the engine stopped should be above the F U L L mark.

22847

Fig.5-4 - Oil Level Gauge - Dipstick

FILLING OR A D D I N G

LUBRICATING OIL

W h e n filling or a d d i n g oil to t h e s y s t e m , it is r e c o m m e n d e d t h a t t h e oil be p o u r e d i n t o t h e s t r a i n e r h o u s i n g t h r o u g h the s q u a r e o p e n i n g as shown in Fig. 5-5. Should it be found more desirable to add oil through a handhole opening in the engine oil pan, it is imperative that the strainer housing be filled before starting the engine. Failure to do this may result in serious engine damage due to the time delay before oil is completely circulated through the system and then to the working parts of the engine.

F o r l u b e oil s y s t e m c a p a c i t i e s , refer to E n g i n e Operating Data - Section 2.

i

Stra in e~r~ ,D ra i n Vfl/~ ; ~

Fig.5-5 - Adding Oil To Engine

19243

If the system has not been drained, oil may be added to the strainer housing with the engine running or stopped.

W A R N I N G

D o n o t r e m o v e the r o u n d caps f r o m the strainer housing while the engine is running as h o t oil u n d e r p r e s s u r e will c o m e f r o m the openings and serious injury could result.

D R A I N I N G LUBRICATING OIL

T o drain the lubricating oil, it is first necessary to open both valves located under the filler cover of the strainer housing, Fig. 5-5. The front valve drains the oil from the lube oil filter housing into the engine sump and the rear valve drains the oil from the strainer housing into the engine sump.

Lubricating oil may be drained by removing the pipe plug from the oil sump drain valve, Fig. 5-6. If the maintenance conditions require more rapid lube oil transfer, it is possible for the customer to provide a h i g h v o l u m e p u m p a n d a n d p i p i n g f o r t r a n s f e r through the oil pan holes.

OIL COOLER INSPECTION

A N D M A I N T E N A N C E

The lube oil cooler, Fig. 5-7, consists of a cylindrical shell with lube oil inlet and outlet flanges, a bundle of admiralty tubes, and flanged inlet and outlet fresh water headers. Combination tube sheets, supports, and baffles inside the shell support the cooler tubes in the assembly.

Section 5

{

NOTE

Oil sump drain can be connected

at either side. 19316A

19316B

Fig.5-6- Oil Sump Drain

Fig.5-7 - Typical Flanged connections on either end of the oil cooler shell admit and discharge the lubricating oil. The fresh water, used for cooling the lube oil, enters through a flanged connection in one header, flows t h r o u g h the t u b e s a n d is d i s c h a r g e d t h r o u g h a f l a n g e d c o n n e c t i o n at the o p p o s i t e end of t h e assembly.

M a j o r s e r v i c i n g o f the oil c o o l e r s h o u l d not be undertaken until the need for such maintenance is definitely established by unsatisfactory operation, s u s p e c t e d oil c o o l e r leaks, or wide t e m p e r a t u r e differential between cooling water and engine oil.

M o s t c o n d i t i o n s of u n s a t i s f a c t o r y oil cooler performance will show up during routine engine system checks, outlined in the Scheduled Mainte- nance Program, or be indicated by operation of the

Lube Oil Cooler

29785

oil t e m p e r a t u r e and p r e s s u r e a l a r m s . R e f e r to a p p l i c a b l e E n g i n e M a i n t e n a n c e M a n u a l for appropriate inspection and test procedures.

OIL FILTER I N S P E C T I O N

A N D M A I N T E N A N C E

The lubricating oil filter, Fig. 5-8, is a full flow type and consists of a circular tank containing the filter e l e m e n t s w h i c h are m o u n t e d on s t a n d p i p e s . A hinged cover closes the open end of the tank and is held tightly by the cover holddown bolts. An "O" ring used between the cover and the rim of the tank to prevent oil leakage during operation. Flanged openings are provided for the oil inlet and outlet connections and for filter housing drain lines.