Professional Documents
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WRTSIL 50DF 00 - 1
Contents, instructions, terminology 50-200506-06
00.3 Terminology
The most commonly used terms in this manual are defined as follows,
see also Fig 00-1:
Operating side and rear side: Details located on the operating side
may be marked with "M" (Manoeuvering) and correspondingly "B" for
the back side of the engine (B-bank on a V-engine).
Driving end: The end of the engine where the flywheel is located.
Free end: The end opposite the driving end.
Clockwise rotating engine: When looking at the engine from the
driving end the shaft rotates clockwise.
Counter-clockwise rotating engine: When looking at the engine
from the driving end the shaft rotates counter-clockwise.
Bottom dead centre, abbreviated BDC, is the bottom turning point
of the piston in the cylinder.
Top dead centre, abbreviated TDC, is the top turning point of the
piston in the cylinder. TDC for every cylinder is marked on the
graduation of the flywheel.
Top dead centre at firing: During a complete working cycle, consist-
ing of two crankshaft revolutions in a four-stroke engine, the piston
reaches TDC twice:
a) TDC at scavenging: For the first time when the exhaust stroke of
the previous working cycle ends and the suction stroke of the following
one begins. Exhaust valves as well as inlet valves are then partially
open and scavenging takes place. If the crankshaft is turned backwards
and forwards from TDC position, both exhaust and inlet valves will
move, a fact that indicates that the crankshaft is near the position
which is called TDC at scavenging.
00 - 2 WRTSIL 50DF
50-200506-06 Contents, instructions, terminology
Terminology
end
Free B6
6
A6 B5
5
A5 B4
4
3
Op A4 B3
2
era A3 B2
1
tin A2 B1
gs A1
ide
end
ng
Drivi
b) TDC at firing: The second time is after the compression stroke and
before the working stroke. Slightly before this TDC the fuel injection
takes place (on an engine in operation) and this TDC can therefore be
defined TDC at firing. In this case, all valves are closed and do not move
if the crankshaft is turned. When watching the camshaft and the
injection pump it is possible to note that the pump tappet roller is on
the lifting side of the fuel cam.
Designation of cylinders:
According to ISO recommendation 1204 and DIN 6265 the designation
of cylinders begins at the driving end. In a V-engine the cylinders in
the left bank, seen from the driving end, are termed A1, A2 etc. and in
the right bank B1, B2 etc.
WRTSIL 50DF 00 - 3
Contents, instructions, terminology 50-200506-06
Designation of bearings
Main bearings:
The flywheel bearing is No. 0, the first standard main bearing is No.
1, the second No. 2 etc., see Fig 00-2.
Thrust bearings:
The thrust bearing rails are located in the flywheel bearing. The outer
rails close to the flywheel are marked with "00" and the inner rails with
"0".
Camshaft bearings:
The camshaft bearings are designated the same as the main bearings
and the thrust bearing bushings are designated "00" (outer) and "0".
Camshaft gear bearings:
The bearings is a located on the flywheel side are designated "00" and
the inner bearings "0".
Upper and lower bearings shells:
In bearings where both shells are identical, the upper one is marked
with "UP".
00
5 4 3 2 1
0
00
0
00
5 4 3 2 1 0
0
00 - 4 WRTSIL 50DF
50-200506-06 Contents, instructions, terminology
A D
B C
WRTSIL 50DF 00 - 5
Contents, instructions, terminology 50-200506-06
5 4 3 2 1 0 1 2 3 4 5
10
110
60
70
130
80
140
90
00 - 6 WRTSIL 50DF
200343 Risk Reduction Appendix A
00A.1 General
Read the engine manual including this appendix before installing,
operating or servicing the engine and/or related equipment.
Failure to follow the instructions can cause personal injury, loss of life
and/or property damage.
Proper personal safety equipment, e.g. gloves, hard hat, safety glasses
and ear protection must be used in all circumstances. Missing, imper-
fect or defective safety equipment might cause serious personal injury
or loss of life.
This appendix contains listed general identified hazards, hazardous
situations or events, which are to be noticed during normal operation
and maintenance work.
00A - 1
Appendix A Risk Reduction 200343
1)
Warning light when turning device engaged.
2)
Suction air to be taken from gas free space.
3)
Require proper ventilation of engine room/plant.
4)
Require proper ventilation and/or gas detector in the engine.
00A - 2
200343 Risk Reduction Appendix A
00A - 3
Appendix A Risk Reduction 200343
00A - 4
200506 Welding Precautions Appendix B
Sparkles are commonly flying around from the welding arc. Few
materials withstand the heat from these sparkles. Therefore all cabi-
nets and terminal boxes should be kept closed during the welding.
Sensors, actuators, cables and other equipment out on the engine must
be protected by means of proper protection.
00 - 1
Appendix B Welding Precautions 200506
Sparkles can also be a problem after they have cooled down, i.e. causing
short circuits, sealing problems etc.
00 - 2
200506 Welding Precautions Appendix B
00 - 3
Appendix B Welding Precautions 200506
00 - 4
50-2000507-05 Main Data, Operating Data and General Design
Firing order
Engine Clockwise rotation Counter-clockwise rotation
type
6L50 1-5-3-6-2-4 1-4-2-6-3-5
8L50 I: 1-3-2-5-8-6-7-4 I: 1-4-7-6-8-5-2-3
II: 1-6-2-4-8-3-7-5 II: 1-5-7-3-8-4-2-6
9L50 I: 1-2-4-6-8-9-7-5-3 I: 1-3-5-7-9-8-6-4-2
II: 1-7-4-2-8-6-3-9-5 II: 1-5-9-3-6-8-2-4-7
12V50 A1-B1-A5-B5-A3-B3- A1-B4-A4-B2-A2-B6-
A6-B6-A2-B2-A4-B4 A6-B3-A3-B5-A5-B1
16V50 A1-B1-A3-B3-A2-B2-A5-B5- A1-B4-A4-B7-A7-B6-A6-B8-
A8-B8-A6-B6-A7-B7-A4-B4 A8-B5-A5-B2-A2-B3-A3-B1
18V50 A1-B8-A7-B6-A4-B3-A2-B9-A8- A1-B2-A5-B4-A9-B7-A3-B1-A6-
B5-A6-B1-A3-B7-A9-B4-A5-B2 B5-A8-B9-A2-B3-A4-B6-A7-B8
Note! The engine specific firing order can be found in Setting table of
Test run reports in file Technical documents.
01 - 1
Main Data, Operating Data and General Design 50-2000507-05
(x)
Depending on speed and installation.
(xx)
Load reduction -20% at loads over 60%.
01 - 2
50-2000507-05 Main Data, Operating Data and General Design
In case the engine power can be utilized under more difficult conditions
than those mentioned above, it will be stated in the sales documents.
Otherwise, the engine manufacturer can give advice about the correct
output reduction. As a guideline additional reduction may be calculated
as follows:
Reduction factor = (a + b + c) %
01 - 3
Main Data, Operating Data and General Design 50-2000507-05
01 - 4
50-2000507-05 Main Data, Operating Data and General Design
01 - 5
Main Data, Operating Data and General Design 50-2000507-05
01 - 6
50-2000507-05 Main Data, Operating Data and General Design
01 - 7
Main Data, Operating Data and General Design 50-2000507-05
01 - 8
32-200305-02 Fuel, Lubricating Oil, Cooling Water
02.1 Fuel
02.1.1 General
32DF/W 50DF 02 - 1
Fuel, Lubricating Oil, Cooling Water 32-200305-02
100
90
80
70
60
50
30 40 50 60 70 80 90 100 110
Methane Number
Particles can be the reason for improper sealing and function of the
gas handling equipments. The gas regulating unit should contain a
suitable filter.
02 - 2 32DF/W 50DF
32-200305-02 Fuel, Lubricating Oil, Cooling Water
32DF/W 50DF 02 - 3
Fuel, Lubricating Oil, Cooling Water 32-200305-02
02 - 4 32DF/W 50DF
32-200305-02 Fuel, Lubricating Oil, Cooling Water
operation with LFO): If gas oil or marine diesel oil is continuously used
as fuel, lubricating oil with a BN of 10-20 is recommended to be used.
In periodic operation with natural gas and light fuel oil lubricating oil
with a BN of 10-15 is recommended.
1)
Periodic operation with natural gas and light fuel oil as a main fuel.
2)
Continuous operation with light fuel oil as a main fuel.
Additives. The oils should contain additives that give good oxidation
stability, corrosion protection, load carrying capacity, neutralisation of
acid combustion and oxidation residues and should prevent deposit
formation on internal engine parts (piston cooling gallery, piston ring
zone and bearing surfaces in particular).
Foaming characteristics. Fresh lubricating oil should meet the follow-
ing limits for foaming tendency and stability, according to the ASTM
D 892-92 test method:
Sequence I:100/0 ml
Sequence II:100/0 ml
Sequence III:100/0 ml
In this test a certain amount of air is blown through the lubricating oil
sample. The first number in the results is the foam volume after a
blowing period of 5 minutes and should be less than or equal to 100 ml.
The second number is the foam volume after a settling period of 10
minutes and should always be 0 ml.
Sequences I and III are performed at a temperature of 24 C and
sequence II at a temperature of 93.5 C.
Base oils. Use of virgin base oils is only allowed, i.e. recycled or
re-refined base oils are not allowed.
32DF/W 50DF 02 - 5
Fuel, Lubricating Oil, Cooling Water 32-200305-02
The list of approved lubricating oils can be found in the end of this
chapter.
Note! Never blend different oil brands unless approved by the oil supplier,
and during the warranty period, by the engine manufacturer.
Attention! Before using a lubricating oil not listed in the table the engine
manufacturer must be contacted. Lubricating oils that are not
approved have to be tested according to the engine manufac-
turers procedures.
Note! The separator should run always when the engine is running.
02 - 6 32DF/W 50DF
32-200305-02 Fuel, Lubricating Oil, Cooling Water
All systems:
b) During the first year of operation it is advisable to take samples of the
lubricating oil at 500 operating hours intervals. The sample should be
sent to the oil supplier for analysis. On the basis of the results it is
possible to determine suitable intervals between oil changes. Frequent
oil analysis at 500 - 1000 operating hours intervals is also recom-
mended after the first year of operation to ensure safe engine operation.
To be representative of the oil in circulation, the sample should be
taken with the engine in operation at the sampling cock located
immediately after the oil filter on the engine, in a clean container
holding 0.75 - 1 litre. Take samples before, not after adding new oil to
compensate for consumption. Before filling the container, rinse it with
the oil from which the sample is to be taken.
In order to make a complete assessment of the condition of the oil in
service, the following details should be furnished with the sample:
Installation, engine number, oil brand, engine operating hours, num-
ber of hours the oil has been in use, where in the system sample was
drawn, type of fuel, any special remarks. Oil samples with no informa-
tion except installation and engine number are close to valueless.
c) When estimating the condition of the used oil, the following proper-
ties should be observed. Compare with guidance values (type analysis)
for new oil of the brand used.
Viscosity. Should not decrease by more than 20 % and not rise by more
than 25% above the guidance value at 100 C.
Should not decrease by more than 25 % and not rise by more than
50% above the guidance value at 40 C.
Flash point. Should not fall by more than 50 C below the guidance
value. Min. permissible flash point 190 C (open cup) and 170 C (closed
cup) . At 150 C risk of crankcase explosion.
Water content. Should not exceed 0.3 %. A value higher than 0.3% can
not be accepted for longer periods, but measures must be taken; either
centrifuging or oil change.
BN (Base Number). The minimum allowable BN value of a used oil is
50 % of the nominal value of a new oil.
TAN (Total Acid Number). Should not increase by more than
2.5 mg KOH/g compared to nominal value of a new oil.
Insolubles. The quantity allowed depends on various factors. The oil
suppliers recommendations should be followed. However, an n-Pentan
insoluble value above 0.5 w-% calls for attention. A value higher than
1.0 w-% cannot be accepted for longer periods.
TAN (Total Acid Number). Should not increase by more than 2.5 mg
KOH/g compared to the nominal value of a new oil.
32DF/W 50DF 02 - 7
Fuel, Lubricating Oil, Cooling Water 32-200305-02
02 - 8 32DF/W 50DF
32-200305-02 Fuel, Lubricating Oil, Cooling Water
See the Instruction Book for the governor, attached. An oil of viscosity
class SAE 30 or SAE 40 is suitable, and the same oil can be used as in
the engine. Turbocharger oil can also be used in the governor. In low
ambient conditions it may be necessary to use a multigrade oil (e.g.
SAE 5W-40) to get a good control during start-up. Oil change interval,
see maintenance schedule chapter 04.
Condensed water, high temperature or leaking drive shaft seal may
cause the oil to deteriorate, or internal surfaces of the governor to collect
deposits. If the reason cannot be clarified and rectified, a shorter oil
change interval or change of oil type should be considered.
The governor should be flushed with the oil in use or gasoil if heavy
contamination of the oil is evident.
Examples of suitable lubricating oils for governor can be found from
the end of this chapter, where the lists of approved lubricating oils for
an engine and turbocharger are available.
If the system is equipped with a start booster, then this should
also be emptied when changing oil.
In installations whereby the actuator is equipped with a filter, it
has to be cleaned when changing oil.
Depending on the governor type, oil should be separately emptied
from the power cylinder. This is done by removing the plug in the
bottom of the power cylinder.
Some governors are equipped with a magnetic oil plug, this plug
should be cleaned in connection with an oil change.
Caution! If turbine oil is used in the governor, take care not to mix it with
engine lubricating oil. Only a small quantity of engine lubricating oil
into the turbine oil may cause heavy foaming.
Please note that different types of turbochargers can be used for the
engine. The lubricating system is different for the different turbo-
charger. One type of chargers has a common lubricating oil system with
the engine, see chapter 15, while the other type of chargers has an
internal lubricating system for the bearings, see chapter 15. See the
Instruction Book for the turbocharger, attached.
Note! In the ABB VTR..4 series turbochargers the use of synthetic low friction
lubricating oils is strongly recommended by the engine and the
turbocharger manufacturers!
Oil change interval is 500 h service for normal mineral oils, 1 500 h
service for special mineral oils and 2 500 h service for synthetic
lubricating oils.
32DF/W 50DF 02 - 9
Fuel, Lubricating Oil, Cooling Water 32-200305-02
Caution! Take care that the turbine oil is not mixed with engine lubricating
oil. Only a small quantity may cause heavy foaming.
The list of approved lubricating oils for the ABB VTR..4 series turbo-
chargers can be found in the end of this chapter. These lubricating oils
are, regarding viscosity and quality, according to the recommenda-
tions.
02.3.1 General
Caution! Distilled water without additives absorbs carbon dioxide from the
air, which involves great risk of corrosion.
Sea water will cause severe corrosion and deposit formation even if
supplied to the system in small amounts.
Rain water has a high oxygen and carbon dioxide content; great risk
of corrosion; unsuitable as cooling water.
If risk of freezing occurs, please contact the engine manufacturer for
use of anti-freeze chemicals.
Fresh water generated by a reverse osmosis plant onboard often has
a high chloride content (higher than the permitted 80 mg/l) causing
corrosion.
02 - 10 32DF/W 50DF
32-200305-02 Fuel, Lubricating Oil, Cooling Water
02.3.2 Additives
Attention! The use of emulsion oils, phosphates and borates (sole) is not
accepted.
Nitrite Concentration
X ppm
Nitrite based cooling water additives are so called anodic inhibitors and
require proper dosing and maintenance in order to serve as intended.
The nitrite of the additive is as such a salt and it will increase the
conductivity of the water. The conductivity is on the other hand one of
the main parameters affecting the corrosion rate once a corrosion process
gets started, the higher the conductivity the higher the corrosion rate.
32DF/W 50DF 02 - 11
Fuel, Lubricating Oil, Cooling Water 32-200305-02
If the conditions (nitrite level, chlorides, pH, etc.) in the systems are
such that the nitrite based additive is no longer able to protect the
entire surface of the system there may occur a rapid, local corrosion in
the areas that are not protected. The corrosion rate at the attacked
areas will even be much greater than it would be with no additive at
all present in the system, see schematic graph of the corrosion rate as
a function of the nitrite dosage in Fig 02-3. Observe that the position
of the curve peak on the x-axis (= dangerous condition for corrosion) is
not stable, but will shift depending on temperature, pH, chloride &
sulphate contents, etc. in the cooling water.
The table below shows shows examples of the most common cooling
water additive types.
Summary of the most common cooling water additives
Additive Advantages Disadvantages
- good efficiency, if - suitable as additive except
dosage is controlled in air cooled heat ex-
Sodium carefully changers with large soft
- small active quantities, solder surfaces
nitrite 0.5 % by mass - toxic
- cheap - risk of spot corrosion when
too low concentration
- no increased risk of - tendency to attack zinc
corrosion coverings and soft solde-
Nitrite at over doses rings
- innocuous for the skin - toxic: lethal dosage 3 - 4 g
+ solid nitrite
borate - risk of spot corrosion when
too
low concentration
- not toxic - not active when water
- harmless to handle velocity exceeds 2 m/s
- commercial products very
Sodium expensive
silicate - increased risk of corrosion
when too low concen-
tration; spot corrosion
- limited suitability
- not toxic - more expensive than toxic
- harmless to handle additives
- increased risk of corrosion,
Sodium if unsufficently dosed
molybdate - can cause deposit
formation
(molybdates can collect to
ferrous sulphates)
- not toxic - more expensive than
Organic sodium
and nitrite and molybdate
inorcanic based
synergistic additives
based - big active quantitives by
mass
02 - 12 32DF/W 50DF
32-200305-02 Fuel, Lubricating Oil, Cooling Water
02.3.3 Treatment
Attention! Ask the supplier of the treatment product for instructions about
treatment procedure, dosage and concentration control.
Most suppliers will provide a test kit for the concentration control.
Additionally a frequent laboratory analysis of cooling water at 3 months
interval is recommended to ensure safe engine operation.
32DF/W 50DF 02 - 13
Fuel, Lubricating Oil, Cooling Water 32-200305-02
02 - 14 32DF/W 50DF
200507 Environmental Hazards Appendix A
02A.1 General
Fuel oils, lubricating oils and cooling water additives are environmen-
tally hazardous. Take great care when handling these products or
systems containing these products. Detailed information and handling
instructions can be found in the text below.
Prolonged or repetitive contact with the skin may cause irritation and
increase the risk of skin cancer (polyaromatic hydrocarbons, etc.).
Fumes, like hydrogen sulphide or light hydrocarbons, that are irritat-
ing for eyes and respiratory organs may be released during load-
ing/bunkering. Fuel oils are mainly non-volatile burning fluids, but
may also contain volatile fractions. Risk for fire and explosion. May
cause long-term harm and damages in water environments. Risk of
contamination of the soil and the ground water. Take every appropriate
measure to prevent water and soil contamination.
02A.2.1 Handling
Isolate from ignition sources, like sparks from static electricity for
example.
Avoid breathing evaporated fumes (may contain hydrogen sul-
phide, etc.) during pumping and opening of storage tanks for
example. Use gas mask if necessary.
The handling and storage temperatures must not exceed the flash
point of the product. Should be stored in tanks or containers
designed for flammable fluids.
Must not be let into the sewage system, water systems or onto the
ground.
Methane may during long-term storage be formed in tanks, due
to bacterial activities. Risk of explosions during unloading or
storage tank opening for example.
Cloths, paper or any other absorbent material used to soak up
spills are fire hazards. Do not allow these to accumulate.
Waste that contains the product is hazardous and has to be
disposed of according to directives issued by the local or national
environmental authorities. Collection, regeneration and burning
should be handled by authorized disposal plants.
02A - 1
Appendix A Environmental Hazards 200507
Note! Complete safety data sheets for the specific products used at your
installation should be available from the fuel oil delivering com-
pany.
02A - 2
200507 Environmental Hazards Appendix A
02A.4.1 Handling
02A - 3
Appendix A Environmental Hazards 200507
Note! Complete safety data sheets for the specific products used at your
installation should be available from the lubricating oil manufac-
turer or your local dealer.
02A.5.1 Handling
02A - 4
200507 Environmental Hazards Appendix A
Note! Complete safety data sheets for the specific products used at your
installation should be available from the cooling water additive
manufacturer or local representative.
02A - 5
Appendix A Environmental Hazards 200507
When handling the fly ashes, exhaust gas dusts and when working
inside the exhaust gas system or when handling any component
contaminated with exhaust gas dust, at least the following minimum
precautions and safety procedures must be applied:
Note! Inhaling, eye contacts, skin contacts and swallowing of fly ashes
and dusts must be avoided.
Note! Spreading and spillage of the fly ashes and dusts to the environment
must be avoided.
When opening the manholes of the exhaust gas system and specially
the SCR avoid spreading the dust in the surrounding area. During
replacement of components in the exhaust gas system and during
handling as well as during normal operation of the system, dust
spreading must be avoided.
Appropriate flue gas dust spillage disposal instructions must be
applied. The dusts collected from the exhaust gas system must be
considered as hazardous waste and must be treated according to the
local regulations and legislation.
02A - 6
200507 Environmental Hazards Appendix A
Inhalation of ashes: Move victim to fresh air, keep warm and lying
still. Give oxygen or mouth to mouth resuscitation as needed. Seek
medical advice after significant exposures.
Skin contact: Hot ash on the skin should be cooled immediately
with plenty of cold water. Wash immediately with plenty of water
and soap. Do not use solvents, the ash is spread and may be
absorbed into the skin. Remove contaminated clothing. Seek
medical advice if irritation develops.
Eye contact: Rinse immediately with plenty of water, for at least
15 minutes and seek medical advice. If possible, keep rinsing until
eye specialist has been reached.
Ingestion: Rinse mouth with water. Do not induce vomiting, in
order not to risk aspiration into respiratory organs. Seek medical
advice.
02A - 7
Appendix A Environmental Hazards 200507
02A.8.3.2 Fire
In case of a fire, burning fluoride rubber can cause the formation of
toxic and corrosive degradation products (e.g. hydrofluoric acid, car-
bonyl fluoride, carbon monoxide and carbon fluoride fragments of low
molecular weight).
Burning (incineration) of fluoride rubber is allowed only when using
approved incinerators equipped with gas emission reduction systems.
02A - 8
200507 Environmental Hazards Appendix A
02A.8.3.3 Decontamination
Operators handling the remains of burnt fluoride rubber must wear
impenetrable acid-proof gloves to protect the skin from the high corro-
sive remains of burnt fluoride rubber. Appropriate glove materials are
neoprene or PVC. All liquid state remains must be considered to be
extremely corrosive.
Inhaling: Move the patient from the danger zone. Make sure that
he blows his nose. Consult medical personnel.
Eye contact: Rinse immediately with water. Contact medical
personnel.
Skin contact: Rinse immediately with water, put a 2%-solution of
calcium gluconate gel on the exposed skin. If calcium gluconate-
gel is not available, continue to rinse with water. Contact medical
personnel.
02A - 9
Appendix A Environmental Hazards 200507
02A - 10
Wrtsil
Corporation INSTALLATION MANUAL
Finland
Technology
This doc. is the property of Wrtsil Corp. and shall neither be copied, shown or communicated to a third party without the consent of the owner.
K Juoperi /
Subtitle Product Made 06.03.2000 Page Document No Rev
J Norrgrd
Wrtsil 32DF
-
Wrtsil 50DF
Appd. 12.10.2000 U strand 1 (10) 4V92A1051 e
Changed by: K Juoperi / M
Revised date: 01.08.2005 Approved by: M Wideskog D-message No.: 64408
Toija
Viscosity
Viscosity class SAE 40
Alkalinity (BN)
Lubricating oils with BN of 4-7 mg KOH/g have to be used.
Additives
The oils should contain additives that give good oxidation stability, corrosion protection, load
carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts.
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined base oils are not
allowed.
Page Document No Rev
2 (10) 4V92A1051 e
When estimating the condition of used lubricating oil, the following properties along with the
corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
1.3 APPROVED LUBRICATING OIL QUALITIES FOR W 32DF AND W 50DF ENGINES
Viscosity
Viscosity class SAE 40
Alkalinity (BN)
Liquid fuel always contains some sulphur and because of that higher BN in lubricating oil
compared to natural gas operation is required. The required lubricating oil alkalinity in
LFO operation is tied to the fuel specified for the engine, which is shown in the table
below.
Additives
The oils should contain additives that give good oxidation stability, corrosion protection, load
carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined base oils are not
allowed.
Page Document No Rev
4 (10) 4V92A1051 e
When estimating the condition of used lubricating oil, the following properties along with the
corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
2.3 APPROVED LUBRICATING OIL QUALITIES FOR W 32DF AND W 50DF ENGINES
If gas oil or marine diesel oil is continuously used as fuel, lubricating oil with a BN of 10-20
is recommended to be used. In periodic operation with natural gas and light fuel oil
lubricating oil with a BN of 10-15 is recommended.
Viscosity
Viscosity class SAE 40
Alkalinity (BN)
The required lubricating oil alkalinity in HFO operation is tied to the fuel specified for the
engine, which is shown in the table below.
It is recommended to use in the first place min. BN 50 lubricants when operating on heavy
fuel. This recommendation is valid especially for engines having wet lubricating oil sump
and using heavy fuel with sulphur content above 2.0 % m/m. BN 40 lubricants can be used
as well if experience shows that the lubricating oil BN equilibrium remains at an acceptable
level.
60
20
-20
0 2000 4000 6000 8000 10000
SERVICE HOURS
BN 55 Oil BN 40 Oil BN 30 Oil
Additives
The oils should contain additives that give good oxidation stability, corrosion protection, load
carrying capacity, neutralisation of acid combustion and oxidation residues and should
prevent deposit formation on internal engine parts (piston cooling gallery, piston ring zone
and bearing surfaces in particular).
Foaming characteristics
Fresh lubricating oil should meet the following limits for foaming tendency and stability,
according to the ASTM D 892-92 test method:
Sequence I: 100/0 ml
Sequence II: 100/0 ml
Sequence III: 100/0 ml
Base oils
Use of virgin base stocks is only allowed, i.e. recycled or re-refined base oils are not
allowed.
When estimating the condition of used lubricating oil, the following properties along with the
corresponding limit values must be noted. If the limits are exceeded, measures must be
taken. Compare also with guidance values for fresh lubricating of the brand used.
Page Document No Rev
7 (10) 4V92A1051 e
3.3 APPROVED LUBRICATING OIL QUALITIES FOR W 32DF AND W 50DF ENGINES
The intervals between lubricating oil changes may be extended by adding oil daily to keep
the oil level constantly close to the maximum level.
If the main fuel type is changed from natural gas to light fuel oil or heavy fuel oil, or vice
versa, change the lubricating oil to a suitable product as shown in the chapters 1.3, 2.3 and
3.3 of this document.
In order to minimize the risk of lubricating oil foaming, deposit formation, blocking of
lubricating oil filters, damage of engine components, etc., the following procedure should be
followed when lubricating oil brand is changed from one to another:
If possible, change the lubricating oil brand in connection with an engine (piston)
overhaul
Drain old lubricating oil from the lubricating oil system
Page Document No Rev
9 (10) 4V92A1051 e
Clean the lubricating oil system in case of an excessive amount of deposits on the
surfaces of engine components, like crankcase, camshaft compartment, etc.
Fill the lubricating oil system with fresh lubricating oil
If the procedure described above is not followed, responsibility of possible damage and
malfunctions caused by lubricating oil change should always be agreed between the oil
company and customer.
Before using a lubricating oil not listed in the tables above, the engine manufacturer must be
contacted. Lubricating oils that are not approved have to be tested according to engine
manufacturers procedure.
Should unapproved lubricating oils be used during the engine warranty period, and there
exist no agreement with the engine manufacturer about testing, the engine guarantee does
not hold.
An oil of viscosity class SAE 30 or SAE 40 is suitable and usually the same oil can be used
as in the engine. Turbocharger oil can also be used in the governor. In low ambient
conditions it may be necessary to use a multigrade oil (e.g. SAE 5W-40) to get a good
control during start-up. Oil change interval: 2000 service hours.
Page Document No Rev
10 (10) 4V92A1051 e
Subtitle Product Made 09.10.1998 KJi / HPH / Hanstn Page Document No Rev
Cooling Systems 20, 32, 46, 64, Appd. 12.10.1998 EFl / Fontell 1 (4) 4V92A0765 c
34SG, 32DF,
50DF
Revised date: 10.1.2003 Changed by: Kji /ILe Approved by: VJn / Nurminen D-message No.: 43058
5$::$7(548$/,7<$33529('&22/,1*:$7(5$'',7,9(6$1'
75($70(176<67(06
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:b576,/b'):b576,/b')$1':b576,/b6*(1*,1(7<3(6
5$::$7(548$/,7<
Raw water quality to be used in the closed cooling water circuits of engines has to meet the following
specification.
3URSHUW\ /LPLW
pH min. 6.5
Hardness max. 10 dH
Chlorides max. 80 mg/l
Sulphates max. 150 mg/l
$33529('&22/,1*:$7(5$'',7,9(6
0DQXIDFWXUHU $GGLWLYHQDPH
0DQXIDFWXUHU $GGLWLYHQDPH
Maritech AB Marisol CW
Box 143
S-29122 Kristianstad, Sweden
Nalco Chemical Company Nalco 39 (L)
One Nalco Centre Nalcool 2000
Naperville, Illinois
60566-1024 USA
Nalfleet Marine Chemicals Nalcool 2000
PO Box 11 Nalfleet EWT 9-108
Winnington Avenue, Northwich Nalfleet CWT 9-131C
Cheshire, CW8 4DX, UK
Rohm & Haas RD11
La Tour de Lyon RD11M
185, Rue de Bercy RD25
75579 Paris, Cedex 12, France
RRS-Yhtit Korrostop KV
Pieksmentie 398A
77570 Jppil, Finland
Tampereen Prosessi-Insinrit Oy Ruostop XM
Keisarinviitta 22
33960 Pirkkala, Finland
Texaco Global Products, LLC Havoline XLi
1111 Bagby
Houston, TX 77002
TotalFinaElf WT Supra
Diamant B, 16, rue de la Rpublique
92922 Paris La Dfense Cedex, France
Unitor ASA Dieselguard NB
P.O. Box 300 Skyen Rocor NB liquid
N-0212 Oslo, Norway Cooltreat AL
Vecom Holding BV Vecom CWT Diesel QC-2
PO Box 27
3140 AA Maassluis, The Netherlands
In order to prevent corrosion in the cooling water system, the instructions of right dosage and
concentration of active corrosion inhibitors should always be followed. The information can be found
in the table below.
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3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU
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3URGXFWGHVLJQDWLRQ
V\VWHPFDSDFLW\ LQKLELWRU
1RWH)RUVRPHSURGXFWVWKHUHFRPPHQGHGPLQLPXPDQGPD[LPXPOLPLWV
DUHOLVWHGLQWKHWDEOHDERYH6LQFHWKHDPRXQWRIDFWLYHFRUURVLRQLQKLELWRUV
HVSHFLDOO\QLWULWHVLVGHFUHDVLQJGXULQJWKHVHUYLFHRIHQJLQHVWKHHQJLQH
PDQXIDFWXUHUUHFRPPHQGVWRVWDUWWKHGRVDJHIURPWKHXSSHUOHYHO
$33529('&22/,1*:$7(575($70(176<67(06
(/<6$725
As an alternative to the approved cooling water additives, the Elysator cooling water treatment
system can also be used. The Elysator protects the engine from corrosion without any chemicals. It
provides a cathodic/anodic protection to engines cooling water system by letting magnesium anodes
corrode instead of the engine itself. Raw water quality specification is the same as in connection with
cooling water additives. More information in document 4V92A1322.
The Elysator can be a sensible alternative in installations where the environmental factors are
considered important.
Page Document No Rev
4 (4) 4V92A0765 c
The installation, operation and maintenance instructions of the manufacturer should always be
followed. The contact information can be found in the table below.
6XSSOLHU 7UHDWPHQWV\VWHP
1 3
TGE
5
3
1
5
6
6
1
TGD 2
2
4
4
A) B) F03Y 0001_02EN
03 - 1
Start, stop and operation 50-200509-07
Secondary shaft
Grease the secondary shaft of the turning gear with water resistant
grease according to the maintenance schedule in chapter 04..
The greasing takes place with the turning gear engaged (the secondary
shaft in the in-position), when the extra grease comes out from the
locking pin bore in the other end of the shaft. Excessive greasing is to
be avoided.
Oil change
Change the gear box lubricating oil once during the first year of
operation. Approved lubricating oils, can be found in the end of chapter
02. After that, oil should be changed according to chapter 04..
Check also that the vent hole (3) is open.
1 Drain old oil, preferably when warm, through the drain hole (4).
2 Rinse the gear box with clean, thin fluid oil.
3 Fill the gear box with oil (according to the table in section 02.2.7)
through the filling hole (5) until the oil level reaches the lewel screw.
Utmost cleanliness must be observed.
4 Close the oil holes and drive the turning device a few revolu-
tions.
5 Check the oil level and fill, if necessary.
03 - 2
50-200509-07 Start, stop and operation
03.2 Start
Caution! Avoid running the engine in gas mode without load. There is a risk
for misfiring which may lead to unburned gas entering the exhaust
system causing a gas explosion.
03 - 3
Start, stop and operation 50-200509-07
0,8
0,6
0,4
0,2
0
40 45 50 55 60 65 70 75 80
C
Before the PLC activates a start request the engine must be ready for
start. There is a list of conditions to be fulfilled before starting in
chapter 23 section Alarm and safety system.
4 Check that the automatic alarm and stop devices in the in-
stallation are set in operation.
5 Check that the stop lever is in work position (N). See Fig 03-3.
6 Open the starting air valve and shut the blow-off valve
when there is no more condensate.
03 - 4
50-200509-07 Start, stop and operation
N. Normal, S. Stop.
Warning! Despite the safety system, there is always a risk of an explosion when
dealing with gas. To avoid possible accidents, no-one should re-
main in the engine room and boiler/silencer room during an engine
start.
03 - 5
Start, stop and operation 50-200509-07
1 Check:
the lubricating oil level in the oil tank
the lubricating oil pressure
the circulating water level in the expansion tank
LT/HT water pressure
the raw water supply
the fuel oil level in the day tank
the fuel oil pressure
the starting air pressure
the governor oil level (sight glass or stick)
that the fuel racks move freely to prevent risk of overspeed
2 Observe section 03.2.2
3 After starting check:
that the starting air distributing pipes are not hot at any cylinder
(leakage from the starting valve)
the governor oil level
exhaust gas temperatures after each cylinder (all fuel pumps are
operating)
03 - 6
50-200509-07 Start, stop and operation
03 - 7
Start, stop and operation 50-200509-07
03.5 Stop
The engine can always be stopped manually (with the stop lever, see
Fig 03-3) independent of the remote control or automation system.
Warning! When overhauling the engine, make absolutely sure that the auto-
matic start and the priming pump are inoperative. Close the starting
air shut-off valve located before the solenoid valve. Otherwise it
might cause engine damage and/or personal injury.
03 - 8
50-200509-07 Start, stop and operation
03 - 9
Start, stop and operation 50-200509-07
03 - 10
50-200509-07 Start, stop and operation
40
30
f=Relative humidity %
20
10
0
10
Water dewpoint C
30
40
50
P=1,5
60 P=4,5 P=3,5 P=2,5
70
.01 .02 .03 .04 .05 .06 .07 .08 .09
Water content (kg water/kg dry air)
03 - 11
Start, stop and operation 50-200509-07
1 Record the following steps and the running hours in the engine
log:
lubricating oil sampling (record also operating time of oil). Lubri-
cating oil analyzes without statement of operating time is of
limited value (go - no go only).
lubricating oil changes
cleaning of centrifugal lubricating oil filters
cleaning of lubricating and fuel oil filter cartridges
change of parts in connection with maintenance according to
chapter 04.
03 - 12
50-200509-07 Start, stop and operation
Caution! Check that the starting air distributing pipe is not hot at any cylinder
(leaky starting valve). May cause explosion!
03.8 Running-in
03 - 13
Start, stop and operation 50-200509-07
The piston rings have slid into new positions and need time to bed-in.
If the program cannot be followed, do not load the engine fully for
4 h, at least.
2 After changing piston rings, pistons or cylinder liners and after
honing of cylinder liners follow program B in Fig 03-5 as closely as
possible.
If the program cannot be followed, do not load the engine fully for
10 h, at least.
The important thing is to vary the load several times. The ring groove
will have a different tilting angle at each load stage, and consequently
the piston ring a different contact line to the cylinder liner.
The running-in may be performed either on distillate or heavy fuel,
using the normal lubricating oil specified for the engine.
For use of running-in filters see chapter 18
Running-in program
L%
100
90
80 A
70 B
60
50 1
40
30
20
10 2B
0 2A
1 2 3 4 5 6 7 8 9 10 h T
03 - 14
50-200509-07 Start, stop and operation
03.9 Loading
Engine loading, see Fig 03-6.
The loading of the engine is subjected to a heated engine with HT-water
temperatures 70C.
Lubrication oil temperatures 40C.
If the temperatures are lower the loading time must be twice as long.
Normally the loading is automatically controlled by the engine control
system.
L%
100
75
1 2 3
50
25
0
0 30 60 90 120 150 180 300 360
T (s)
03 - 15
Start, stop and operation 50-200509-07
L%
100
G
75
50
25
G
0
0 30 60 90 120 150 180 570 600
T (s)
03 - 16
50-200536-13 Maintenance Schedule
04.1 General
The actual operating conditions, and above all the quality of the fuel
used, will largely determine the maintenance necessary for the engine.
Because of the difficulty in anticipating the various operating condi-
tions that may be encountered in the field, the periods stated in the
schedule should be used for guidance purposes only, but must not be
exceeded during the warranty period. Where any indications are
encountered that the performance of a maintenance procedure is
required in advance of the recommended time period, prudent industry
practice dictates that the suggested maintenance procedure be per-
formed. Additionally, where inspection or observation reveals that a
part shows wear or use beyond the prescribed tolerances, that part
should be renewed immediately.
See also the instruction books of the turbocharger separate instructions
for additional equipment and chapter 03.
8 After reassembling, check that all screws and nuts are tight-
ened and locked, if necessary.
04 - 1
Maintenance Schedule 50-200536-13
Caution! When overhauling the engine, make absolutely sure that the auto-
matic start and the priming pump are disconnected. Make also sure
that the starting air shut-off valve located before main starting valve
is closed. Then drain the engine starting air system to avoid engine
damage and/or personal injury.
Caution! When overhauling the engine, make absolutely sure that the gen-
erator breaker is secured/gear box is not engaged to avoid acci-
dental turning of engine.
04 - 2
50-200536-13 Maintenance Schedule
04.3 Every second day, irrespective of the engine being in operation or not
Automatic prelubrication Check operation 03.1
04 - 3
Maintenance Schedule 50-200536-13
04 - 4
50-200536-13 Maintenance Schedule
04 - 5
Maintenance Schedule 50-200536-13
04 - 6
50-200536-13 Maintenance Schedule
04 - 7
Maintenance Schedule 50-200536-13
04 - 8
50-200536-13 Maintenance Schedule
04 - 9
Maintenance Schedule 50-200536-13
Gas admission valves Replace the main gas admission valves 17.4
Woodward In installations where connectors used, replace also the
female connector.
Gas admission valves can be sent to the engine
manufacturer to be reconditioned.
Gas system Maintenance of gas system
Replace sealings in pipe connections, check sealing faces
for wear and corrosion. Make the leak test. 17.2
Continue
04 - 10
50-200536-13 Maintenance Schedule
04 - 11
Maintenance Schedule 50-200536-13
LT-water pump driving gear Inspect LT-water pump driving gear 19.2
Replace parts if necessary. 06.2
LT-water thermostatic valve Clean and inspect LT-water thermostatic valve 19.
Clean and check the thermostatic element, valve cone-cas-
ing, indicator pin and sealings.
Lube oil pump Inspect lubricating oil pump 18.5
Renew bearings and shaft sealing.
Lube oil pump driving gear Inspect lubricating oil pump driving gear 18.5
Replace parts if necessary. 06.2
Lube oil thermostatic valve Clean and inspect lubricating oil thermostatic valve 18.
Clean and check the thermostatic element, valve cone-cas-
ing and sealings.
Main starting valve General overhaul of main starting valve
Renew worn parts. 21.2
Pilot fuel pump Replace the pilot fuel pump
Replace the pilot fuel pump. 16.5
Turbocharger(s) Inspect turbocharger parts 15.2
ABB TPL-chargers Inspect and replace the nozzle ring, turbine diffuser/cover
ring if necessary.
See manufacturers instructions.
04 - 12
50-200536-13 Maintenance Schedule
04 - 13
Maintenance Schedule 50-200536-13
04 - 14
5020053603 Maintenance tools 05
W50DF 001 05 1
05 Maintenance tools 5020053603
861011 0,7
861012 2,0
05 2 002 W50DF
5020053603 Maintenance tools 05
0515ah07002
W50DF 003 05 3
05 Maintenance tools 5020053603
05 4 004 W50DF
5020053603 Maintenance tools 05
210
0515ah11003
W50DF 005 05 5
05 Maintenance tools 5020053603
05 6 006 W50DF
5020053603 Maintenance tools 05
0515ah24002
W50DF 007 05 7
05 Maintenance tools 5020053603
05 8 008 W50DF
5020053603 Maintenance tools 05
05.3. Piston
(Chapter 11)
Description Code Weight Dimensions
No (kg)
Lifting tool for piston 835001 39 498
445
0520ah02005
128
antipolishing ring
520
0520ah04002
W50DF 009 05 9
05 Maintenance tools 5020053603
0520ah06003
05 10 0010 W50DF
5020053603 Maintenance tools 05
130
546
0520ah09002
W50DF 0011 05 11
05 Maintenance tools 5020053603
160
0520ah12001
05 12 0012 W50DF
5020053603 Maintenance tools 05
(Chapter 11)
W50DF 0013 05 13
05 Maintenance tools 5020053603
05 14 0014 W50DF
5020053603 Maintenance tools 05
1. Frame complete
Frame
Frame
Support
Rail
2. Car 836038
W50DF 0015 05 15
05 Maintenance tools 5020053603
2. Car 836038
05 16 0016 W50DF
5020053603 Maintenance tools 05
W50DF 0017 05 17
05 Maintenance tools 5020053603
05 18 0018 W50DF
5020053603 Maintenance tools 05
(Chapter 10)
0530ah02502
1060
0530ah03002
W50DF 0019 05 19
05 Maintenance tools 5020053603
500
0530ah08003
05 20 0020 W50DF
5020053603 Maintenance tools 05
W50DF 0021 05 21
05 Maintenance tools 5020053603
860172
861012 2.0
Quick coupling, male
860174
Flexible hose, long
860173
05 22 0022 W50DF
5020053603 Maintenance tools 05
W50DF 0023 05 23
05 Maintenance tools 5020053603
05 24 0024 W50DF
5020053603 Maintenance tools 05
W50DF 0025 05 25
05 Maintenance tools 5020053603
05 26 0026 W50DF
5020053603 Maintenance tools 05
0540ah04002
W50DF 0027 05 27
05 Maintenance tools 5020053603
05 28 0028 W50DF
5020053603 Maintenance tools 05
561
450
300
280
0540ah07004
W50DF 0029 05 29
05 Maintenance tools 5020053603
05 30 0030 W50DF
5020053603 Maintenance tools 05
05.8. Camshaft
W50DF 0031 05 31
05 Maintenance tools 5020053603
05 32 0032 W50DF
5020053603 Maintenance tools 05
W50DF 0033 05 33
05 Maintenance tools 5020053603
198
270
0545ah06002
05 34 0034 W50DF
5020053603 Maintenance tools 05
W50DF 0035 05 35
05 Maintenance tools 5020053603
0545ah14502
05 36 0036 W50DF
5020053603 Maintenance tools 05
W50DF 0037 05 37
05 Maintenance tools 5020053603
05 38 0038 W50DF
5020053603 Maintenance tools 05
0545ah30001
W50DF 0039 05 39
05 Maintenance tools 5020053603
782
158
1313
646
40 x 60
200
825
656
288
230
450 x 80 x 10
0550ah02014
05 40 0040 W50DF
5020053603 Maintenance tools 05
W50DF 0041 05 41
05 Maintenance tools 5020053603
05 42 0042 W50DF
5020053603 Maintenance tools 05
W50DF 0043 05 43
05 Maintenance tools 5020053603
05 44 0044 W50DF
5020053603 Maintenance tools 05
W50DF 0045 05 45
05 Maintenance tools 5020053603
05 46 0046 W50DF
5020053603 Maintenance tools 05
W50DF 0047 05 47
05 Maintenance tools 5020053603
05 48 0048 W50DF
5020053603 Maintenance tools 05
216
SWL 650 kg
400
1210
0580ah53001
387
1404
0580ah54001
W50DF 0049 05 49
05 Maintenance tools 5020053603
200
0580ah55001
281
0580ah56001
90 319
0580ah57001
420 50
0580ah58001
05 50 0050 W50DF
5020053603 Maintenance tools 05
550
0580ah59001
370 275
860
0580ah60001
W50DF 0051 05 51
05 Maintenance tools 5020053603
05 52 0052 W50DF
50-200510-09 Adjustments, clearances and wear limits
06.1 Adjustments
The valve timing is fixed and cannot be changed individually, cylinder
by cylinder.
TDC
Inlet valve opens Exhaust valve closes
E
AUST VALV
INL ET VAL VE
EXH
W50DF 06 - 1
Adjustments, clearances and wear limits 50-200510-09
06 - 2 W50DF
50-200510-09 Adjustments, clearances and wear limits
W50DF 06 - 3
Adjustments, clearances and wear limits 50-200510-09
06 - 4 W50DF
50-200510-09 Adjustments, clearances and wear limits
W50DF 06 - 5
Adjustments, clearances and wear limits 50-200510-09
Valve tappet
1, 2
12, 13
A
4, 5
A 6 7 14
A-A
06 - 6 W50DF
50-200510-09 Adjustments, clearances and wear limits
Rocker arm
10, 11
B
8, 9 B
B-B
M P
W50DF 06 - 7
Adjustments, clearances and wear limits 50-200510-09
Injection tappet
1, 2
3
4, 5
12
6 7
06 - 8 W50DF
50-200510-09 Adjustments, clearances and wear limits
Fig 06-11
1 500606
W50DF 06 - 9
Adjustments, clearances and wear limits 50-200510-09
06 - 10 W50DF
50-200510-09 Adjustments, clearances and wear limits
2 7
W50DF 06 - 11
Adjustments, clearances and wear limits 50-200510-09
Control shaft
6
4 5
11
10
A 9
06 - 12 W50DF
50-200519-10 Adjustments, clearances and wear limits
06.1 Adjustments
The valve timing is fixed and cannot be changed individually, cylinder
by cylinder.
TDC
Inlet valve opens Exhaust valve closes
E
AUST VALV
INL ET VAL VE
EXH
W50DF 06 - 1
Adjustments, clearances and wear limits 50-200519-10
06 - 2 W50DF
50-200519-10 Adjustments, clearances and wear limits
W50DF 06 - 3
Adjustments, clearances and wear limits 50-200519-10
06 - 4 W50DF
50-200519-10 Adjustments, clearances and wear limits
W50DF 06 - 5
Adjustments, clearances and wear limits 50-200519-10
Valve tappet
1, 2
12, 13
A
4, 5
A 6 7 14
A-A
06 - 6 W50DF
50-200519-10 Adjustments, clearances and wear limits
Rocker arm
10, 11
B
8, 9 B
B-B
M P
W50DF 06 - 7
Adjustments, clearances and wear limits 50-200519-10
Injection tappet
1, 2
3
4, 5
12
6 7
06 - 8 W50DF
50-200519-10 Adjustments, clearances and wear limits
Fig 06-11
1 500606
W50DF 06 - 9
Adjustments, clearances and wear limits 50-200519-10
06 - 10 W50DF
50-200519-10 Adjustments, clearances and wear limits
2 7
W50DF 06 - 11
Adjustments, clearances and wear limits 50-200519-10
Control shaft
6
4 5
11
10
A 9
06 - 12 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
Note! Molycote or similar low friction lubricants must not be used for any
screws or nuts. Great risk of overtensioning of screws.
1 Nm = 0.102 kpm
Tightening torques
K F E D
C
G
I
B
H A
W50DF 07 - 1
Tightening torques and use of hydraulic tools 50-200538-11
18
19 17
Torque
Pos. Screw connection Nm
17 Split gear screws on crankshaft
(M30) 10.9 1900100
(M36) 10.9 3160150
Apply Loctite 243 on threads M36. (See section 07.2)
18, Flywheel fastening screws and flywheel fitting bolts
19 In case you need the tightening torque for these screws,
please contact the nearest Wrtsil service office.
07 - 2 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
B: Governor drive
Alternative 1 Alternative 2
34
34
Torque
Pos. Screw connection Nm
34 Alternative 1:
Hexagon socket head screw M10x130, 10.9 50
Hexagon socket head screw M10x130, 12.9 80
Apply Loctite 243 on threads, see section 07.2
34 Alternative 2: 25
Hexagon socket hed screw M8x60
W50DF 07 - 3
Tightening torques and use of hydraulic tools 50-200538-11
6
A-A Alternative 1 Alternative 2
54
56
A
A
49
Torque
Pos. Screw connection Nm
6 Overspeed trip lever screw (M12) 854
49 Locking screw of centrifugal tripping mechanism 14
54 Overspeed trip housing fastening screws (M12) 854
56 Overspeed trip fastening screws (M10) 502
07 - 4 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
C: Camshaft
1 Alternative1 2
1
47
50
Alternative 2
Torque
Pos. Screw connection Nm
1 Alternative 1:
Pretightening of camshaft flange connection nuts (M20) 200
Final tightening of camshaft flange connection nuts (M20) 55024
1 Alternative 2:
Pretightening of camshaft flange connection screws (M20) 200
Final tightening of camshaft flange connection screws 62025
(M20)
2 Camshaft gear flange connection screws (M20) 57525
47 In-line engines:
Camshaft damper (H&W) connection screws (M20) (8.8) 41015
(optional)
47 V-engines:
Vibration damper (viscous type), connection screws (M20) 41015
(8.8)
Vibration damper (spring type), connection screws (M20) 57525
(10.9)
50 Elastical coupling, vibration damper fastening screws 85
(M10)(optional)
W50DF 07 - 5
Tightening torques and use of hydraulic tools 50-200538-11
D: Cylinder head
12 13 48
8
67
10
40
41
42
43
Torque
Pos. Screw connection Nm
8 Main injection valve fastening screws (M12) 725
10 Injection pipe nuts 2005
Use Molykote G-n plus lubricant on threads and the
sealing cone.
12 Rocker arm console fastening screws (M24) 60025
13 Locking screw for valve clearance adjusting screw (M12) 305
48 Locking nut for adjusting screw of yoke (M24x2) 40025
40 Fastening screws for connection pipe pressure flange 382
(M12)
41 Fastening screws for connection pipe sealing flange (M12) 855
42 Pilot fuel pipes (M22x1,5) 252
43 Fastening screws for pilot fuel pipe connection piece (M8) 172
67 Clamp tightening screw (M16) 17010
07 - 6 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
D: Starting valve
15 16
Torque
Pos. Screw connection Nm
15 Fastening nuts for starting valve (M16) 1655
16 Nut for starting valve spindle (M12) 452
E: Piston
55
Torque
Pos. Screw connection Nm
55 Piston crown connection screws
1. Thread and contact surface of screw to be lubricated
with oil.
2.Screws to be tightened crosswise. 310
3. Screws to be slackened off.
4. Screws to be retightened crosswise. 50
5. Screws to be cross tightened. 120
6. Test for the right tighteness.
Screws should not move when tightening by 245 Nm
torque.
W50DF 07 - 7
Tightening torques and use of hydraulic tools 50-200538-11
F: Injection pump
A
26
105
46 46
A
106 23
24
25
22
Torque
Pos. Screw connection Nm
22 Locking screw (M12) for injection pump adjusting screw 605
(locked with locking fluid)
23 Injection pump fastening nuts (M24) 46020
24 Injection pump cover fastening screws (M14) 1505
25 Injection pump element fastening screws (M12) 1255
26 Main injection pipe fastening nut 2005
Use Molykote G-n plus lubricant on threads and the
sealing cone.
46 Erosion plug, see instructions for locking in section 16.3.6. 3505
105 Stop washer mounting screw 100
106 Pneumatic cylinder fastening screw 30
07 - 8 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
F: Injection valve
60 28
Torque
Pos. Screw connection Nm
28 Main injection nozzle cap nut 60015
Use Molykote G-n plus lubricant on threads and shoulder
60 Counter nut of main injection valve adjusting screw 200
G: Turbocharger, Napier
31
Torque
Pos. Screw connection Nm
31 Turbocharger fastening screws (M24) 950
W50DF 07 - 9
Tightening torques and use of hydraulic tools 50-200538-11
G: Turbocharger, TPL
31
Torque
Pos. Screw connection Nm
31 Turbocharger fastening screws (M24), TPL73 78050
30
Torque
Pos. Screw connection Nm
30 Lube oil pump gear fastening screws 41 4
07 - 10 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
14
17
13
Torque
Pos. Screw connection Nm
13 Pipe union for supply connection 30
14 Connection piece 50
17 Pipe union for drain connection 25
W50DF 07 - 11
Tightening torques and use of hydraulic tools 50-200538-11
44 43
Torque
Pos. Screw connection Nm
43 Water pump gear fastening screws 503
Tighten the screws crosswise (0-20-40-50)Nm
44 Hexagon screw 110
Apply Loctite 243 on threads, see section 07.2
66
24 43
Torque
Pos. Screw connection Nm
43 Water pump gear fastening screws 41
24 Hexagon screw. 200
Apply Loctite 243 on threads, see section 07.2
66 Hexagon screw 10
Apply Loctite 243 on threads, see section 07.2
07 - 12 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
44
45
Torque
Pos. Screw connection Nm
44 Tightening screws of vibration damper or gear wheel for 2800
engine driven pumps (M39x3) (optional)
45 Fitting bolts of vibration damper or gear wheel for engine 2200
driven pumps (M39x3) (optional)
W50DF 07 - 13
Tightening torques and use of hydraulic tools 50-200538-11
K: Exhaust pipe
84 83 84
Torque
Pos. Screw connection Nm
83 Exhaust manifold fastening screws (M20) 300
Use Molykote G-n plus lubricant on the threads.
84 Flange connections of the exhaust manifold
Use Molykote G-n plus lubricant on the threads.
M24 510
M20 300
M16 145
M12 61
07 - 14 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
W50DF 07 - 15
Tightening torques and use of hydraulic tools 50-200538-11
07.3.1 General
07 - 16 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
34
34
39
41 38
38
37 39
49 49
37
36
35 40 40
35
Hydraulic
pressure Tightening
when tightening torque for Hydraulic
Pos. Screw connection
(bar) (3%) stud cylinder
(Nm)
Stage I Stage II
34 Cylinder head bolts M90 x 6 300 500 40040 861143
35 Main bearing bolts M90 x 6 400 815 40040 861143
36 Thrust bearing bolts M56 400 600 30030 861100
37 Lateral bolts of main bearings and 300 600 By hand 861100
thrust bearing M56
38 Big end bearing bolts M72x6 400 800 40040 861142
39 Connecting rod bolts M42 400 760 15010 861120
40 Counterweight bolts M56 L-engine 300 600 30030 861100
40 Counterweight bolts M72x6 V-engine 300 650 40040 861142
41 Central bolts for intermediate gears 400 815 40040 861143
M90x6
49 Fixing bolts M42 300 700 By hand 861120
(resilient mounting)
W50DF 07 - 17
Tightening torques and use of hydraulic tools 50-200538-11
Hydraulic cylinders
1 6 5
B 4
7 2 3
07 - 18 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
The hydraulic tool set consists of a high pressure hand pump with
integrated oil container, hoses fitted with quick-connections and non-
return valves, cylinders and a pressure gauge mounted on the hand
pump and another mounted after the last hydraulic jack. See Fig 07-19.
The components are connected in series, the pressure gauge being the
last component thus ensuring that every cylinder is fed with the correct
pressure.
The non-return valves in the hoses are integrated with the quick-con-
nections and are opened by the pins located in the centre of the male
and female parts. If these pins get worn the connection must be
replaced due to the risk of blocking.
In the high pressure hydraulic tool set it is recommended to use
a special hydraulic oil or at least an oil with a viscosity of about
2E at 20C.
During the filling of the high pressure pump container, it is
recommended to connect the set according to scheme B Fig 07-19.
Before filling, open the release valve (2) and empty the cylinders
(4) by pressing piston and cylinder together. After that, the con-
tainer can be filled through the filling plug (1).
After filling, vent the system by pressing in, with a finger, the
centre pin of the female part of the last quick-connection; the
connection being disconnected from the pressure gauge. Keep on
pumping until airfree oil emerges from the connection.
Check the pressure gauge of the hydraulic tool set regularly. For
this purpose a comparison pressure gauge is supplied. This pres-
sure gauge can be connected to the plug hole (7) and the outlet
hose of the pump is connected direct to the pressure gauges.
W50DF 07 - 19
Tightening torques and use of hydraulic tools 50-200538-11
1
B
The effective area of the piston is 58.32 cm2 which gives the following
relation between pressure and force (Fig 07-21.)
p
(bar) A. Max. Pressure
600
300
F
0
0 50 100 150 200 250 300 350 (kN)
According to the design of the cylinder, the outer cylinder (1) must not be
loaded, but the force is created between the surfaces A and B in Fig 07-20.
07 - 20 W50DF
50-200538-11 Tightening torques and use of hydraulic tools
A
A
UP DOWN
1 2
W50DF 07 - 21
Tightening torques and use of hydraulic tools 50-200538-11
Example
B xM
M1 =
B+A
M M1
A B
Example:
M = 600 Nm
A = 272 mm
B = 880 mm
07 - 22 W50DF
50-200513-06 Operating Troubles 08
W50DF 08 - 1
08 Operating Troubles 50-200513-06
08 - 2 W50DF
50-200513-06 Operating Troubles 08
W50DF 08 - 3
08 Operating Troubles 50-200513-06
08 - 4 W50DF
50-200513-06 Operating Troubles 08
W50DF 08 - 5
08 Operating Troubles 50-200513-06
If the water tubes of an air cooler are defective, the cooling water may
enter the cylinders. If water or water mist flows out of the drain pipe
at the bottom of the cooler housing, check whether it is raw water or
condensate. If condensate, reduce cooling (see chapter 03, Fig 03-2). If
raw water, stop the engine as soon as possible and fit a spare cooler.
In case of no available spare cooler, the following procedure can be
carried out as an emergency solution:
a) Dismantle the cooler for repair and blank off the opening in the
charge air cooler housing. Shut off the water supply and the return
pipes. Repair the cooler, e.g. by plugging the leaking tubes.
b) If there is not time enough to remove the defective cooler to re-
pair it, then only shut off the water supply and the return pipes.
c) Operating with a partially plugged, shut-down or removed air
cooler.
The engine output must be limited and normal full load exhaust
temperatures must not be exceeded. The turbocharger may surge
before the admissible exhaust temperatures are reached. In such a
case, engine load must be reduced further to avoid continuous surging.
08 - 6 W50DF
50-200513-06 Operating Troubles 08
When operating with a shut-off injection pump over a long period, the
valve push rods of the inlet and outlet valves are to be removed, and
the indicator valve on the respective cylinder is to be opened once an
hour to allow any accumulated oil to escape.With one cylinder out of
operation, reduce load to prevent exhaust temperature of the remain-
ing cylinders from exceeding normal full load temperatures.
b) Valve cams
Shut off the fuel injection to the cylinder concerned, see chapter 16.
Remove the valve push rods and cam followers of the cylinder. Replace
the tubes covering the push rods.
Run the engine with reduced load to prevent the exhaust tempera-
tures from exceeding their respective normal full load temperatures.
W50DF 08 - 7
08 Operating Troubles 50-200513-06
Run the engine with reduced load to prevent the exhaust temperatures
from exceeding their respective normal full load temperatures. If the
turbocharger(s) surges, reduce load further to avoid continuous surg-
ing.
Operation with removed piston and connecting rod, from one or more
cylinders, should be performed only in absolute emergency conditions
when there are no other means of proceeding under own power.
When running the engine with one cylinder, or more, out of operation,
the balance of the engine is disturbed and severe, or even dangerous,
vibrations may occur. The vibration conditions are, in practice, depen-
dant on the type of the installation.As a general advice, when there are
cylinders out of order:
1 Reduce load as much as possible.
2 Keep the speed in a favourable range (completely depend-
ing on the type of installation).
08 - 8 W50DF
2005-01 Specific Installation Data
09 - 1
Specific Installation Data 2005-01
09 - 2
50-200524-05 Engine block with bearings, cylinder and oil sump
W46/W50DF 10 - 1
Engine block with bearings, cylinder and oil sump 50-200524-05
861009
861100
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
860170 861009
861100
7 Keep on turning the hydraulic tool until the piston and cylin-
der end faces are at the same level.
8 Turn the hydraulic tool counter-clockwise about half a turn
(180) and close the valve.
9 Pump the hydraulic pressure to the stated value, see section
07.3.2.
10 Loosen the nut about half a turn with the pin 861010.
11 Release the pressure slowly. Disconnect the hoses and un-
screw the hydraulic tool.
12 Remove the nuts from the side screws by hand.
10 - 2 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
Stud remover
836044
861143 861143
861040 861040
W46/W50DF 10 - 3
Engine block with bearings, cylinder and oil sump 50-200524-05
2 Lift the hydraulic tool (861143) inside the engine by using the
mounting device (861040) connected to the tackle, see Fig 10-5.
3 Mount the hydraulic tool by using a wrench when at the right
position. Repeat the procedure with the other screw by fitting the
hydraulic jack from the other side of the engine.
A: B:
836044
836001
861143 861143
861040 861040
10 - 4 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
836001
836041
861143
861041
2 Lift the hydraulic tool (861143) inside the engine by using the
mounting device (861041) connected to the tackle, see Fig 10-7.
836041
836001
861143 861041
W46/W50DF 10 - 5
Engine block with bearings, cylinder and oil sump 50-200524-05
Note! Hydraulic tool can also be lifted in two parts. Use lifting device for
lifting the cylinder in position and lock it together with the nut by
using two pins or bolts (see Fig 10-8). The inside part of the hydraulic
tool can then be lifted by hand and screwed into position.
Hydraulic tool
861143
Inside part of 861143
lifted by hand
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Hydraulic pump
861143
10 - 6 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
A:
A
860050 UP DOWN
DOWN UP
B 860050
W46/W50DF 10 - 7
Engine block with bearings, cylinder and oil sump 50-200524-05
Note! Only the lower part of the hydraulic jack is pulling down.
851001
Note! Every second main bearing should be in place at the same time to
support the crankshaft.
10 - 8 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
Bearings
1 Clean the bearing shells and inspect for wear, scoring and
other damage. If the main bearing shells are of TRI-METAL type,
they can be used until the overlay is partially worn off. When the
underlaying nickel-barrier or the lining material is exposed in any
area, the bearing must be renewed.
Caution! Never re-install a tri-metal bearing with the nickel barrier exposed
in any part of the bearing shell.
Journals
2 Inspect the surface finish of the main bearing journals.
Damaged journals (i.e. rough surface, scratches, marks of shocks
etc.) must be polished. If, after a longer running period, considerably
uneven wear appears (table 10. section 06.2) the crankshaft may be
reground and used together with thicker bearing shells.
W46/W50DF 10 - 9
Engine block with bearings, cylinder and oil sump 50-200524-05
4 Place the end of the bearing shell in the slot between the
journal and the bearing bore, with the lug guiding in the oil
groove (see Fig 10-12), and push it by hand as far as possible
(recommended 2/3 of its lenght).
A Push by
hand Detail A:
5 Insert the turning tool (851001) into the main bearing journal
radial oil hole and turn the crankshaft carefully until the bearing
shell has turned into position. Take care that the bearing shell lug
slides into the oil groove without being damaged, see Fig 10-13.
10 - 10 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
Turning tool
851001
W46/W50DF 10 - 11
Engine block with bearings, cylinder and oil sump 50-200524-05
A: A
860050
UP DOWN
B: 860050
DOWN UP
From the connection DOWN the hose can be connected back to the
pump chamber. Grease the guide faces of the main bearing cap.
9 Lift the main bearing cap by pumping oil pressure to the hy-
draulic jack with the hydraulic pump. Screw the main bearing nuts
in position by hand. Ensure that the bearing caps and shells are
correctly in joining places.
10 - 12 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
NOTE! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
860170 861009
861100
15 Keep on turning the hydraulic tool until the piston and cyl-
inder end faces are at the same level.
16 Shut the pump valve and pump to the pretightening pressure
of 200 bar.
17 Tighten the nuts by the pin.
W46/W50DF 10 - 13
Engine block with bearings, cylinder and oil sump 50-200524-05
32 Take care that all tools and clothes will be removed from
the oil sump.
10 - 14 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
33 In case of a wet oil sump: Fill the oil sump with oil if you
have finished your work.
34 Mount the crankcase covers.
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
7 Keep on turning the hydraulic tool until the piston and the
cylinder end faces are at the same level.
8 Turn the hydraulic toolcounter-clockwise about half a turn
(180).
9 Close the valve and pump the hydraulic pressure to stated
value, see section 07.3.2.
W46/W50DF 10 - 15
Engine block with bearings, cylinder and oil sump 50-200524-05
10 Loosen the nut about half a turn with the pin (861010).
11 Release the pressure slowly, disconnect the hoses and un-
screw the hydraulic tool.
12 Remove the nuts from the side screws by hand
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
861009
861010
860170
861100
10 - 16 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
A:
A
860050 UP DOWN
DOWN UP
B 860050
W46/W50DF 10 - 17
Engine block with bearings, cylinder and oil sump 50-200524-05
Note! Only the lower part of the hydraulic jack is pulling down.
M8
25 Insert the turning tool (851020) into the bearing journal ra-
dial oil hole to remove the upper bearing shells, see Fig 10-20.
10 - 18 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
851020
26 Turn the crankshaft carefully until the bearing shell and the
washers have turned 180 and can be removed. Depending on the
position of the crankshaft the thrust washers can be quite loose.
27 Cover the two bearing journal radial oil holes with tape
28 Check the bearing in the same way as the main bearings, (see
Section10.2.3 ). The thrust washers on the same side have to be
changed in pairs.
W46/W50DF 10 - 19
Engine block with bearings, cylinder and oil sump 50-200524-05
B B
A A
Push by hand
10 - 20 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
5 Insert the turning tool (851020) into the bearing journal radial
oil hole and turn the crankshaft carefully until the bearing shell has
turned into position.
6 Remove the turning tool
7 Lubricate the running surfaces of the upper thrust washers
and push the washers into position by hand. To facilitate the
mounting of the washer the crankshaft can be axially moved to each
direction.
Caution! A bearing shell forced into its place can be completely destroyed
due to deformation.
A A
B B
W46/W50DF 10 - 21
Engine block with bearings, cylinder and oil sump 50-200524-05
A: A
860050
UP DOWN
B: 860050
DOWN UP
10 - 22 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
Note! Some hydraulic pumps types are to be used with a separate oil
return hose. Always follow the instructions delivered with the pump.
17 Keep on turning the hydraulic tool until the piston and cylin-
der end faces are at the same level.
18 Shut the pump valve and pump to the pretightening pressure
of 200 bar.
19 Tighten the nut with the pin (861010).
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
23 Close the valve and pump to the stated pressure, (see sec-
tion 07.3.2.) and tighten the nuts with the pin (861010).
24 Release the pressure slowly, disconnect the hoses and un-
screw the hydraulic tools.
25 Reinstall the temperature sensor and cable clamps.
W46/W50DF 10 - 23
Engine block with bearings, cylinder and oil sump 50-200524-05
35 In case of a wet oil sump: Fill the oil sump with oil if you
have finished your work.
36 Mount the crankcase covers.
When the camshaft bearing journal has been removed, the inner
diameter of the bearing bushing can be measured at site, by using a
ball anvil micrometer screw. The wear limit is stated in chapter 06. If
the wear limit for one camshaft bearing bushing is reached, all cam-
shaft bearing bushes should be replaced. For visual inspection of the
camshaft bearing bushing, proceed as follows:
10 - 24 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
Note! Ensure that the hydraulic tool is unharmed and completely returned
to inner position before being used.
^ 4 3 1 3 _ 4
Note! The pressure must not exceed the Max. pressure value stated in
section 07.4.
W46/W50DF 10 - 25
Engine block with bearings, cylinder and oil sump 50-200524-05
860100
Alternative 1
1 A new bearing bush of the camshaft can be freezed in (e.g.
nitrogen). Ensure that the bearing bush is mounted to correct
position. (The oil slot directed upwards and the oil hole of the bush
directed against the oil hole of the engine block, detail C in Fig 10-28.
The mark at the end of the bearing bush has to be directed straight
down on L-engines/aligned with the side of the engine block on
V-engines, see detail D in Fig 10-28.
Alternative 2
2 Lubricate the outer surface of a new bearing bushing lightly
with clean engine oil and put it on the guide sleeve (4).
3 Assemble the mounting device (834010) according to Fig 10-
27A, or if the first bearing at the flywheel end is concerned according
to Fig 10-27B. Ensure that the bearing bush is mounted to correct
position. (The oil slot directed upwards and the oil hole of the bush
directed against the oil hole of the engine block, detail C in Fig 10-28.
The mark at the end of the bearing bush has to be directed straight
down on L-engines/aligned with the side of the engine block on
V-engines, see detail D in Fig 10-28.
10 - 26 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
5 4 2 1 2 4 5
^ _
L-engine V-engine
C
C
D
D
4 Tighten the hydraulic tool (2) by tensioning the pull screw (1)
slightly.
5 Connect the hoses of the hydraulic pump (860100) to the
hydraulic tool according to Fig 10-26.
6 Pump pressure to the hydraulic tool to mount the bearing
bushing.
W46/W50DF 10 - 27
Engine block with bearings, cylinder and oil sump 50-200524-05
Note! The pressure must not exceed the Max. pressure - value stated in
the diagram in section 07.4.
10 - 28 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
L-engines V-engines
1 1
2
2
W46/W50DF 10 - 29
Engine block with bearings, cylinder and oil sump 50-200524-05
Note! The lifting tool is only for lifting and not for pulling out the liner. Note
maximum capacity of the tool.
In-line V-engine
engine
836009
B
A
836009
View A: View B:
10 - 30 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
A 836039
834050
836032
View A
836041
836033
836001
W46/W50DF 10 - 31
Engine block with bearings, cylinder and oil sump 50-200524-05
6 Turn the crankshaft to BDC and fit the hydraulic tool (834050)
and yoke (836039) on the support, see Fig 10-31 for a L-engine and
Fig 10-34 for a V-engine.
834050
860100
View B:
836039
834050
860100
836033 B
10 - 32 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
Note! The pressure must not exceed the Max. pressure - value stated in
the diagram in section 07.4.
Note! The pressure must not exceed the Max. pressure - value stated in
the diagram in section 07.4.
836047
861166
860100
W46/W50DF 10 - 33
Engine block with bearings, cylinder and oil sump 50-200524-05
Note! Because the top of the liner is very heavy the removed liner must
be properly supported e.g. to engine room wall.
Note Note the location of the centre of gravity, see Fig 10-36.
Centre of gravity
1. Centre of gravity
1 Check that all the contact faces of the engine block and cyl-
inder liner are clean and intact.
2 Check that the O-ring grooves of the cylinder liner are clean,
and insert new O-rings.
3 Lubricate the lower O-rings and the corresponding sealing
faces with vaseline or soft soap and assemble the lifting device
(836009).
4 Apply sealing compound to the sealing surfaces between
lower part of collar and engine block.
5 Lower the liner carefully into the bore of the engine block.
When the lowest O-ring touches the engine block align the liner
so that the mark on the liner is directed towards the driving
end of the engine, see Fig 10-37 for L-engine and Fig 10-38 for
V-engine. Lower further until the liner collar faces the engine block.
10 - 34 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
O-ring
836009
Driving end
Distinct mark
6 Mount the holder (2) (Fig 10-29 ) and tighten the cylinder liner
fastening screw (M24x100) to stated torque. See chapter 07.
W46/W50DF 10 - 35
Engine block with bearings, cylinder and oil sump 50-200524-05
7 Check the cylinder liner inner diameter (see Fig 10-39 ) and
complete the measurement record 4610V001 for W46 engine and
record 5010V001 for W50DF engine, see ATTACHMENTS.
W46 W50DF
100 120
250 270
1020 1040
10 - 36 W46/W50DF
50-200524-05 Engine block with bearings, cylinder and oil sump
For cooling, a honing oil is preferred but a light fuel oil may also
be used.
When honing the liner fitted to the engine the used honing oil
must be directed from the engine with e.g. a tarpaulin or similar.
The honing time depends on the condition of the bore surface.
Usually only a few minutes honing is required.
After honing, the liner bore must be carefully cleaned by using a
suitable brush and solvent or fuel oil. Dry with a cloth and lubricate
with engine oil for corrosion protection.
Check the cylinder liner inner diameter, see section 10.5.3
The water side of the cylinder liner can be cleaned of deposits with a
wire brush. The cooling bores in the collar can be cleaned by boring
with a suitable drill (diam. 18 and 25 mm).
W46/W50DF 10 - 37
Engine block with bearings, cylinder and oil sump 50-200524-05
10 - 38 W46/W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
11.1 Crankshaft
Vibration damper
2
5
1
3
W50DF 11 - 1
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
Inner part (1) of the damper is bolted onto the free end of the crankshaft
and follows its torsional vibrations. The outer part consists of spring
packs (2), spacers (3), a clamping ring (4) and side plates (5). Springs
are clamped at their outer end by the spacers and their inner ends mesh
with grooves of the inner part. The cavities between spring packs and
spacers are filled with oil which comes through the crankshaft drillings.
Due to torsional vibrations, the inner member will twist against the
outer part. The springs deflects and one cavity will reduce and another
will enlarge. Oil flow then through the narrow gap between inner and
outer part, generating the hydrodynamic friction and therefore damp-
ing the vibrations.
-
700
848011
848111
11 - 2 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
W50DF 11 - 3
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
This optional equipment collects the minor oil leakage past the crank-
shaft sealing and returns oil back to the crankcase. By the same the oil
lock prevents the possible pressure in the crankcase from blowing oil
out through the crankshaft boring.
The oil lock is filled with lubricating oil before the first start of the engine.
Crannkshaft without oil lock is equipped with a seal arrangement
where a V-ring (6) is fitted onto the end cover and having sealing surface
in contact with the collar of the crankshaft, see Fig 11-5.
11 - 4 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
Oil lock
14
W50DF 11 - 5
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
2
9 3
2
Piston,
upper
part
8
3
Piston
lower
part
4
Connecting
rod,
upper
part
5
Compression
shim
6
Big
end,
upper
part
Lube
oil
flow
in 4
7
Big
end,
lower
part
connecting
rod
8
Gudgeon
pin
9
Securing
ring
10
Connecting
rod
bolt
10 11
Connecting
rod
nut
11 12
Big
end
bolt
5 13
Big
end
nut
6
13 12
The piston is of a composite type with a nodular cast iron skirt and a
forged steel crown screwed together. The space between the crown and
the skirt is supplied with lubricating oil for cooling the crown by means
of a cocktail shaker effect.
Lubricating oil is led from the main bearing through the drillings in
the crankshaft to the big end bearing, and further through the drillings
11 - 6 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
in the connecting rod, gudgeon pin and piston skirt up to the cooling
space and from there back to the oil sump. Part of the lubricating oil is
led out from the piston skirt through special nozzles to lubricate the
liner, see Fig 11-7.
The piston ring set consists of two compression rings and one spring-
loaded oil scraper ring.
W50DF 11 - 7
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
836043 8
11 - 8 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
861027
View A
861120
860100
7 Keep on turning the hydraulic tools until the piston and the
cylinder faces are at same level.
8 Turn the hydraulic tool back half a turn (180).
9 Shut the pump valve and pump to stated pressure, see chapter
07.
W50DF 11 - 9
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
835008
15 860100
11 - 10 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
L V
835001
19 When lifting the piston take care not to damage the cylinder
wall, see Fig 11-13.
20 Remove the conrod studs and the shim plate.
Lifting piston on V-engines:
21 Mount the protecting sleeve (835005) to the connecting rod
to protect the cylinder liner when lifting the piston, see Fig 11-14.
22 Lift the piston carefully out from the cylinder liner, use lever
(837040) to hold the piston in the correct position when it leaves the
cylinder liner.
23 Mount the guide tool (836008) according to Fig 11-14 before
the connecting rod comes out from the cylinder.
W50DF 11 - 11
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
837040
836008
835001
836008
A
View
A
835005
11 - 12 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
9 800001
Note! Never compress the securing ring more than necessary to remove
it from the groove.
W50DF 11 - 13
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
M10
11 - 14 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
1 Clean all the parts carefully. Remove the rest of the piston
rings by using the pliers 800002. The design of the pliers prevents
overstressing of the rings.
Remove burned carbon deposits from the piston and piston ring
grooves. Special care should be taken not to damage the piston mate-
rial. Never use emery cloth on the piston skirt.
The cleaning is facilitated if coked parts are soaked in kerosene or
fuel oil. An efficient carbon solvent - e.g. ARDROX No. 668 or similar-
should preferably be used to facilitate cleaning of the piston crown.
When using chemical cleaning agents, take care not to clean piston
skirt with such agents because the phosphate/graphite overlay may be
damaged.
2 Check the rings for wear by inserting them in a new cylinder
liner and measure the ring gap at the joint. Measure the height of
the piston ring grooves, and the piston ring side clearances. Use new
rings when measuring the clearances.
Caution! Always replace the piston rings with new ones when removing from
the grooves.
See clearances and wear limits in chapter 06. When measuring use
forms 4611V002, 4611V009 and 5011V001, see Attatchments.
Caution! When mounting a new cylinder liner, or a honing the old liner, all
rings are to be replaced by new ones, according to chapter 04.
W50DF 11 - 15
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
Mating surfaces
Mating surfaces
14
Mating surfaces
Note! It is not allowed to mix partly worn but reusable crowns and skirts
due to possible differences in wear pattern of contact surfaces.
11 - 16 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
Note! When assembling be sure that the various markings on the different
parts are according to Fig 11-18.
A View A
All
markings
on
the
same
side
(Towards
the
driving
end
in
A-bank,
to-
wards
the
free
end
in
B-bank)
3 Lift the piston to a plain surface, e.g. a wooden board, see Fig
11-19.
W50DF 11 - 17
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
4 Lubricate the gudgeon pin and push it into the gudgeon pin
bore as far as shown in Fig 11-19. Ensure that all parts are assem-
bled in their original positions (the factory markings on the pistons
upper part appear on the same side as the markings of the pistons
lower part, connecting rod and gudgeon pin, see Fig 11-18.
5 Lower the connecting rod carefully into the piston so that a
slight contact is reached on surface (A), see Fig 11-19. Slide the
gudgeon pin to its place. Mount the securing ring (9), see Fig 11-15
with pliers 800001.
Caution! Never compress the securing ring more than necessary to fit into
the groove. If the ring is loose in its groove after mounting, it must
be renewed.
Note! The number of the cylinder is stamped in the upper part of the piston
and on the connecting rod, see Fig 11-18. When the piston has been
renewed, the same markings must be stamped in the same loca-
tions as those visible on the replaced piston.
11 - 18 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
Note! When turning the crankshaft ensure that the big end is in its normal
running position (connecting rod studs have space to turn).
8 Clean the cylinder liner bore carefully and lubricate with en-
gine oil.
9 Check and clean the contact surface of the connecting rod
foot. Ensure that the oil bores are open. Note that the markings on
the foot of the connecting rod are on the same side as on the big end,
see Fig 11-18.
10 Check and clean the big end contact surface. Ensure that
the surface is free from oil. Fit the compression shim (5) into
position, see Fig 11-20 for L-engine and Fig 11-21 for V-engine.
11 Fit the piston assembly ring (845010) to the place of the an-
tipolishing ring.
12 Fit the lifting tools onto the cylinder liner, as shown in Fig 11-
11 and pump to the upmost position. (Up enough so that all piston ring
grooves of the piston will remain in sight when the piston has been
lowered). Close the valve (15).
Step 13 only for V-engines!
13 Mount the protecting sleeve (835005) into position (V-engines).
Use guide tool (836008) and lever (837040) when lowering the piston
and remove the guide tool when the connecting rod lower end has
slid into the cylinder, see Fig 11-21.
14 Lubricate the piston and lower it carefully into the cylinder
liner onto the lifting tools (835008), see Fig 11-11.
15 Use the positioning tool (846012) to hold the big end in the
correct position when lowering the piston.
16 Remove the lifting tool (835001).
17 Mount the piston rings by using the pliers 800002. When new
rings are mounted, check the height clearance by using a feeler
gauge with the rings fitted into their grooves. The rings should be
placed with gaps located 180 in relation to each other. Note that
the mark TOP near the gap is showing up.
Note! Always renew the piston rings if they have been removed from the
piston during maintenance.
W50DF 11 - 19
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
835001
Pay
attention
to
the
cylinder
wall
843001
845010
846012
11 - 20 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
835001
837040
835005
843001
836008 845010
846012
W50DF 11 - 21
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
861027
View A
861120
25 Keep on turning the hydraulic tools until the piston and cyl-
inder end faces are at the same level.
26 Shut the pump valve and pump to the stated pressure of stage
I, see section 07.3.
27 Tighten the nuts with the pin (861028).
28 Open the pump valve slowly, move the tools to the two re-
maining studs and tighten them in the same way.
29 Release the pressure.
30 Tighten the nuts to the final pressure of stage II according to
section 07.3 and tighten with the pin (861028). Observe that the
nuts turn equally.
31 Release the pressure and remove the tools.
32 Mount the hydraulic tools on the two first remaining studs
and tighten them to the final pressure of stage II. Observe that the
nuts turn equally. See tightening order in Fig 11-23.
11 - 22 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
2,3 1,4
1,4 2,3
W50DF 11 - 23
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
846005
11 - 24 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
846008
4 Fit the hydraulic tightening tool (861142) for loosening the big
end nuts. The tool can be lifted in three parts: distance sleeve,
cylinder and piston, see Fig 11-26.
861142
W50DF 11 - 25
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
860170
Note! Some hydraulic pumps have a built-on pressure gauge and a return
hose has to be connected back to the pump. Always follow the
instructions delivered with the pump.
11 - 26 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
836026
846007
846009
B
A
846006
11
View A View B
836027 836004
836007
A B
836006
11
View
A View
B
15 Slide the big end lower half out along the rod, (846009) for
L-engine and (836007) for V-engine, until it is against the support
(846006)/(836006).
16 Fit the inside support, (846007) for L-engine and (836004) for V-
engine, and remove the outside support (846006)/(836006). The lower
half can be lifted away with M12 eye bolt fitted to the bearing side.
W50DF 11 - 27
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
17 Remove the rod (846009) for L-engine and (836007) for V-en-
gine.
18 Slide the upper half out with the tool (836026) for L-engine
and (836027) for V-engine. Fit the eyebolt M12 and lift the big end
upper half away, see Fig 11-28 or Fig 11-29.
19 Cover the crank pin oil holes with plugs or tape.
Tin-flash
Running
layer: Tin-antimony
0.06
Bonding
layer: Nickel
Intermediate
layer: Lead
bronze
1.0
11 - 28 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
1 Remove the plugs from the crank pin oil holes Clean the
crank pin and lubricate it properly with clean engine oil.
2 Fit the bearing shell to the big end upper half.
Note! Observe, that LOWER and UPPER big end bearing shell halves are
different. The shells must never be installed in the incorrect location.
3 Fit the big end upper half to the mounting device and fasten it
with connecting rod nuts, see Fig 11-31 or Fig 11-32.
Note! On a L-engine the big end (upper half) must be turned so that on its
final position the text is facing the manoeuvring side.
Note! On a V-engine the big end (upper half) must be turned so that on
its final position, the locating pins are towards the driving end on
A-side and towards the free end on B-side. The cylinder numbers
are facing the manoeuvering side on the A-bank and the rear side
on the B-bank.
4 Slide the big end (upper half) carefully to its position. Note
that the crankshaft is turned to the right level.
5 Fit the rod, (846009) on a L-engine and (836007) on a V-engine,
to the rear side of the engine together with the inside support,
(846007) on a L-engine and (836004) on a V-engine, see Fig 11-31
or Fig 11-32.
846007
846009
846006
W50DF 11 - 29
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
836004
836027
836007
836006
11 - 30 W50DF
50-200525-07 Crank mechanism: Crankshaft, connecting rod, piston
19 Turn the big end to normal position. Fit the piston and cylin-
der head. See section 11.2.4 and chapter 12.
Note! Check that the connecting rod is movable axially after tightening.
W50DF 11 - 31
Crank mechanism: Crankshaft, connecting rod, piston 50-200525-07
11 - 32 W50DF
50-200535-06 Cylinder head with valves
12.1 General
Every cylinder is equipped with a cylinder head including two inlet and
two exhaust valves with rotators, a main injection valve, a starting valve
(in some cases on B-bank of V-engines a dummy) and a gas admission
valve.
Cylinder heads are cast of special quality grey iron and are water
cooled. Cooling water is lead into the cylinder head from the engine
block through the cylinder liner water bores. Water leaves the cylinder
head through an outlet channel on the top and flows to a common pipe
and is drained away.
WRTSIL 50DF 12 - 1
Cylinder head with valves 50-200535-06
16
15
14 13
Caution! Before doing any maintenance work, inspect that the gas supply
valves are closed, venting valves are open and gas is drained out
from the gas system.
1 Drain and remove the gas pipe (22) and in V-engines also the
gas admission valve (35), see Fig 12-12. For maintenance of gas
system, see chapter 17.
2 Drain the cooling water. Remove the cooling water discharge
pipes (1) and the circulating water connection piece (41), see Fig 12-11.
3 Remove the rocker arm casing cover (2), the rocker arm cas-
ing, the Hot box cover (3) and in V-engines also the insulating
shield (4) over the exhaust gas connection to the cylinder head, see
Fig 12-12.
4 Fasten the lifting strap to the rocker arms.
5 Turn the engine with the turning gear so that the piston in the
cylinder concerned is at TDC, valves are closed and rocker arms are
unloaded.
6 Open fastening bolts (12) of the valve rocker arm bracket,
lift off the bracket and push rods, see Fig 12-13..
7 Remove the clamps (5) of the exhaust and suction air pipes,
see Fig 12-12.
8 Loosen the oil pipe (7), fuel valve leaking pipe (8) and pilot
starting air pipe (9).
12 - 2 WRTSIL 50DF
50-200535-06 Cylinder head with valves
A A-A
41
A
V-engines
4
In-line engines: V-engines:
22
5
2
2 35
3
3 6
5
A 10
VIEW A
11
9
8
7
WRTSIL 50DF 12 - 3
Cylinder head with valves 50-200535-06
9 Remove the main injection pipe (10), see Fig 12-12. Protect
the connections of the injection pipes and oil pipe from damage and
ingress of dirt.
10 Open the quick connections A and B (optional) for exhaust
gas temperature monitoring sensors, see Fig 12-13.
12 12
11 Remove the pilot fuel pipes (11), see Fig 12-12, and the rest
of the electrical connections.
Note! Ensure, that all connections of the cylinder head have been loos-
ened.
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
12 - 4 WRTSIL 50DF
50-200535-06 Cylinder head with valves
A
L V
VIEW A
861143
834045
17 Loosen the nuts about 3/4 of a turn by using the pin (861010).
18 Release the pressure, disconnect the hoses and unscrew the
cylinders. Lift off the hydraulic tool set.
19 Remove the cylinder head nuts.
20 Apply the lifting tool (832001), Notice, that there are differ-
ent lifting points for inline engines and V-engines, see Fig 12-15.
21 Lift off the cylinder head.
22 Cover the cylinder opening with a piece of plywood or similar
and install the caps to protect the screw threads.
WRTSIL 50DF 12 - 5
Cylinder head with valves 50-200535-06
V-engine In-line-engine
VIEW A
832001
12 - 6 WRTSIL 50DF
50-200535-06 Cylinder head with valves
48
Rustban 623
Rustban 326
1 Clean the sealing surfaces and put a new cylinder head gas-
ket and new O-rings for the circulating water jacket. Lubricate the
O-ring sealing surfaces with vaseline or oil. Change the seal rings
of the charge air, starting air and push rod protecting pipe.
2 Renew the sealings of the gas piping as described in chapter 17.
3 Attach the lifting tool (832001) to the cylinder head, see Fig 12-15.
4 Lift the cylinder head to its place on the engine. When low-
ering it, take care that the starting air connecting pipe and push rod
protecting pipes slide into the seal rings without force.
Note! Make sure the cylinder heads are in line with each other in order to
have exhaust manifolds, bellows and fuel pipes correctly aligned.
WRTSIL 50DF 12 - 7
Cylinder head with valves 50-200535-06
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
Note! Do not use force to fit the pipes. If it is difficult to fit the pipes, check
that the cylinder head is in line.
20 Fit the oil pipe (7), fuel valve leaking pipe (8) and pilot starting
air pipe (9).
21 Fasten the exhaust and air pipe clamps (5): Support the
lower clamps from below eg. by means of a wedge to position the
pipes correctly, see Fig 12-17. Tighten to torque according to chapter
07.
12 - 8 WRTSIL 50DF
50-200535-06 Cylinder head with valves
Note! Before mounting the upper clamps ensure, that the pipes seals
evenly all around against the mating surface in the cylinder head.
WRTSIL 50DF 12 - 9
Cylinder head with valves 50-200535-06
42 846160 1 44
43 41
I
II
24 Lift the rocker arm bracket into position and fasten the fas-
tening bolts (12) to stated torque, see Fig 12-13 and chapter 07.
25 Fit the rocker arm casing to its place.
26 Adjust the valve clearance, see section 12.2.5.
27 Reinstall the rocker arm casing cover, the Hot Box cover
and in V-engines the exhaust pipe insulating shield (4).
28 Re-assemble the gas admission valve (35) (Vengines) and
gas pipe (22), see Fig 12-12 and chapter 17. for instructions of
maintaining the gas system.
29 Before starting, fill the engine cooling water system and
turn the crankshaft two revolutions with the indicator valves open.
12 - 10 WRTSIL 50DF
50-200535-06 Cylinder head with valves
17 20
21
19
18
a b c
3 Press the fixed end of the yoke against the valve stem by
pressing down on the adjustable end. Screw down the adjusting
screw (19) until it touches the valve end and note the position of the
spanner (pos. a). Keep on screwing down while the yoke tilts, until
the guide clearance is on the other side and the fixed end of the yoke
starts lifting from the valve stem. Now press down on the fixed end.
Note the position of the spanner (pos. b).
4 Turn the adjusting screw counterclockwise to the middle posi-
tion between a and b, i.e. c. Lock the nut (18).
5 Valve clearances for inlet and exhaust valves are given in
chapter 06.
6 Before adjusting the valve clearance hit the push rod end of
the rocker arm with a soft hammer to ensure that the push rod is
correctly seated.
7 Put a feeler gauge corresponding to the valve clearance be-
tween the surface of the yoke and the shoe at the rocker arm. Tighten
the adjusting screw (20) until the feeler gauge can be moved to and
fro with only a slight force. Hold the adjusting screw and tighten
the locking screw (17) to stated torque, see chapter 07. Check that
the clearance has not changed while tightening.
Note! Take care not to over tension the locking screw (17).
WRTSIL 50DF 12 - 11
Cylinder head with valves 50-200535-06
42
848020
4 Supply pressurized air (5-7 bar) via the testing device. Open
the valve and record the pressure.
5 Shut the valve of the testing device and record the pressure
drop in a certain time (e.g. 20 s).
If the pressure drops directly to 0 bar, it is possible that one or
more valves are sticking or the valve(s) are burnt.
A sticking valve can be found from the immobility of the valve
when the engine is turned.
A burnt valve can normally be seen from the exhaust tempera-
ture. If the valve clearance is zero that would also cause an direct
pressure drop.
Carbon particles trapped between the valve and the seat when
the engine is stopped could also prevent the valve to close properly
thus causing a direct pressure drop. If that is suspected, the
engine should be run for a few minutes and after that a new check
of the same cylinder.
If a blow-by between the cylinder liner and piston is suspected e.g.
from fast fouling of filters or high crankcase pressure, it is best to
take readings of the complete engine and make a comparison.
12 - 12 WRTSIL 50DF
50-200535-06 Cylinder head with valves
Attention! A general condition of engine is indicated with the test device, but
more important is the operation data records.
The overhauls must be made according to recommended over-
haul intervals and not only when the pressure test shows a big
blow-by.
There is no use giving absolute guiding values for the pressure drop,
but you can evaluate the condition of the valves by comparing the
pressure drop in different cylinders.
WRTSIL 50DF 12 - 13
Cylinder head with valves 50-200535-06
Note! Exhaust and inlet valves differ in dimensions and also in material
and must not be mixed.
15 26 24 25 23 27
EXHAUST INLET
12 - 14 WRTSIL 50DF
50-200535-06 Cylinder head with valves
Note! Some hydraulic pump types are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
834001 834050
834002 28 860170
40
Note! Take care that the springs are fully unloaded before removing the
nut.
WRTSIL 50DF 12 - 15
Cylinder head with valves 50-200535-06
Air in Exhaust
out
A D
B C
12 - 16 WRTSIL 50DF
50-200535-06 Cylinder head with valves
Exhaust valves
I II III
Stellit Nimonic Nimonic
valve disc diam. 160 valve disc diam. 170
Stellit
Burn-off area
Burn-off area
Y Z
WRTSIL 50DF 12 - 17
Cylinder head with valves 50-200535-06
Exhaust valve
Inlet I II III
valve Stellit Nimonic 160 Nimonic 170
B0137 B0203 B0314 / B0361 B0375 *)
(Y) minimum 13 mm 12.5 mm 12.5 mm 13 mm 11.3 mm
(Y) nominal 14.5 mm 14 mm 14 mm 14.5 mm 12.5 mm
Seat face inner diameter 133 mm 140 mm 133.5 mm 131.5 mm 131.5 mm
(X) minimum
(Z) maximum 2 mm 2 mm 2 mm 2 mm 2 mm
37
845005 834050
860170
845004
12 - 18 WRTSIL 50DF
50-200535-06 Cylinder head with valves
1 Seat face of the valve: The seat angle of the INLET valve is
20 and the EXHAUST valve 30. See tolerances in Fig 12-27.
Check the minimum allowable edge tickness (Y) and the minimum
seat face inner diameter (X) of the inlet valve and the exhaust valve
from section 12.3.2.
INLET
-0,15
20 -0,25
+0,25 +0,25
30 +0,15 30 +0,15
EXHAUST EXHAUST
2 Seat ring for the inlet valve: The seat angle of the inlet valve
seat ring is 19.5, see tolerances in Fig 12-28. The seat can be ground
until the outer seat diameter reaches 171.5mm, see Fig 12-28. After
that the seat ring must be replaced with a new one.
WRTSIL 50DF 12 - 19
Cylinder head with valves 50-200535-06
19,5 -0,05
-0,15
+0
140 -0,3
+0,6
166 -0,8
171,5
3 Seat ring for the exhaust valve: There are two alternatives
used for exhaust valve seat rings. These can be identified easily by
the form and diameter of the seat face, see table below. The seat can
be ground until the outer seat diameter reaches the maximum value
given in the table. Sharp edge (V) should be removed after grinding,
see Fig 12-29.
12 3
V V
d12 d3
12 - 20 WRTSIL 50DF
50-200535-06 Cylinder head with valves
Note! If blow-by has occurred, the O-ring for the corresponding valve seat
ring must be changed. Blow-by increases the temperature and the
O-ring is burned, which will result in water leakage into the cylinder.
4 Check with a blueing test that the contact area is wide enough
and that it is at the inner edge of the seat, see Fig 12-30. Ensure,
that the valve used in the blueing test is the one that will be
assembled to the seat concerned.
Spread a thin layer of blue paint on the whole seat face of the valve.
Fit the valve into its place in the valve guide and press the valve
gently against the valve seat using the tool (841010). Repeat 2-3
times turning the valve about 45 between the strokes.
Note! Ensure, that the sealing faces are absolutely clean and the blue
paint layer is as thin as possible.
10 30%
INLET :
EXHAUST : I, II III
30 95% 30 95%
5 If the contact area is not wide enough, the seat ring can be
lapped lightly by hand to ensure good contact between the seat and
the valve.
WRTSIL 50DF 12 - 21
Cylinder head with valves 50-200535-06
1 Check the valve springs for cracks and wear marks. If there
are any, replace the springs with new ones.
2 Clean the valve guides (15) thoroughly and fit new O-rings
(16), see Fig 12-10
3 Lubricate the valve stems (29), see Fig 12-31, with clean en-
gine oil.
4 Fit the valves and check for free movement. Before closing
the sealing surface between valve and seat be absolutely sure that
it is clean. When fitting the valves, ensure that they go back to their
locations, especially if the seat rings have been ground.
5 Install the springs and be sure that the seating faces are un-
damaged and clean, both on springs (26) and (30) as well as on the
spring discs (rotocaps) (23).
6 Fit the assembling tool (834001) in position.
7 Compress the springs with the hydraulic tool. Put in the
valve cotters (27) after lubricating them properly. Unload the
springs slowly.
While unloading the springs check that the cotters fit properly; the
spaces between the two halves should be equal on both sides.
12 - 22 WRTSIL 50DF
50-200535-06 Cylinder head with valves
27 26
23
30
17
16
29
1 Set the removing tools (845001 and 845003 for the inlet valve
seat ring, or 845001 and 845002 for the exhaust valve seat ring) so
that the clutches fit under the edge of the seat ring. Tighten the nut
(31), see Fig 12-32.
2 Fit the plate (32) and the hydraulic jack (33) and tighten the
nut (34) slightly.
3 Connect the hoses of the hydraulic pump (860170) to the
hydraulic jack and loosen the seat ring by pumping.
4 Release the pressure, disconnect the hoses and dismantle the
tool.
WRTSIL 50DF 12 - 23
Cylinder head with valves 50-200535-06
860170 33 845001
845001 34
34
31
31
845003 32 845002
1 For fitting an exhaust valve seat ring an oven for heating the
cylinder head and a freezer for cooling the seat ring are required.
2 Check the seat bore diameters (A) and (B) in the cylinder
head, see Fig 12-33, according to values in table 12 in chapter 06.
Clean the bores carefully.
3 Heat the cylinder head up to +60...+80C.
Note! It is important that the entire cylinder head is heated up, not only
the seat bore.
12 - 24 WRTSIL 50DF
50-200535-06 Cylinder head with valves
EXHAUST INLET
45
WRTSIL 50DF 12 - 25
Cylinder head with valves 50-200535-06
2 Block the cooling water outlet passage (40), see Fig 12-34,
with a pressure test flange (847012), see Fig 12-35, and fill the
cooling water space with water.
3 Connect the checking device (848020) to the test flange and
replace the hose coupling with the transformation piece (46) taken
from the test flange.
4 Connect the low pressure pump (860050) to the transforma-
tion piece and apply a pressure of 10 bar.
Warning! Beware of the rubber plugs while there is pressure in the cylinder
cover. The plugs may be dangerous if they become loose.
38 40
39
12 - 26 WRTSIL 50DF
50-200535-06 Cylinder head with valves
848020
860050
847012 47
46
848021
WRTSIL 50DF 12 - 27
Cylinder head with valves 50-200535-06
12.5 Rotocap
Exhaust and inlet valves are equipped with Rotocaps. These are
rotating mechanisms, which turn the valves 8 at every opening. The
rotation makes the valves wear smoothly and increases the mainte-
nance intervals.
2
4
3
1
6
12 - 28 WRTSIL 50DF
50-200535-06 Cylinder head with valves
WRTSIL 50DF 12 - 29
Cylinder head with valves 50-200535-06
12 - 30 WRTSIL 50DF
50-200526-04 Camshaft driving gear
13.1 General
The camshaft is driven by the crankshaft through gearing. For V-en-
gines the gears are alike for both camshafts, see Fig 13-1. The gearing
consists of a split gear (36) on the crankshaft, two hydraulically
fastened intermediate gears (1 and 2) and a camshaft driving gear (7).
Lube oil nozzles provide for lubrication and cooling of the gears. The
camshafts rotates with half of the engine speed in the same direction
as the engine.
7 7
1 1
2 2
36 36
W46/W50DF 13 - 1
Camshaft driving gear 50-200526-04
13 - 2 W46/W50DF
50-200526-04 Camshaft driving gear
18 11
10
16
19
15
17
13
14
12
33
8 9
10
29
20
4
7
6
3
5
32
4
2
1
W46/W50DF 13 - 3
Camshaft driving gear 50-200526-04
Note! Special tools are needed for this work. Please contact the engine
manufacturers service network.
834053 834053
A B
View C View D
C D
13 - 4 W46/W50DF
50-200526-04 Camshaft driving gear
Caution! Support the driving gear wheel (7) when lifting the extension piece out.
Caution! Cranking of engine with the hydraulic tightened nut (27) loosened,
see Fig 13-7, is allowed only for some degrees to adjust the timing.
Otherwise great risk for contact between pistons and valves if the
rocker arm bearing brackets has not been loosened first.
836024
836017
20 10
836018
W46/W50DF 13 - 5
Camshaft driving gear 50-200526-04
10 Lift the camshaft driving wheel out by using the lifting de-
vice (836024) together with the connection pieces (836020) and
(836023), see Fig 13-5.
836020
836024
A
836023
(836034)
836020 A
A
-
A
836024
836019
13 - 6 W46/W50DF
50-200526-04 Camshaft driving gear
Intermadiate gear
28 26
25
24
23
4 22
6 27
3
5
29
32
21
4
2
1
1 Open the screws (21) to remove the cover (22) from the inter-
mediate gear thrust bearing, see Fig 13-7.
2 Open the fastening screws (23) and remove the shaft plate
(24) together with the outer thrust bearing (5).
3 Open the fastening screws (25) and remove the housing plate
(26) together with the inner thrust bearing (32).
4 Lift the hydraulic tool (861143) onto the center stud, see Fig
13-8.
5 Screw on the hydraulic tool (861143).
6 Connect the hoses of the hydraulic pump (860170) accord-
ing to Fig 13-8 and open the pump valve.
Note! Some hydraulic pumps are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
W46/W50DF 13 - 7
Camshaft driving gear 50-200526-04
861143
860170
13 - 8 W46/W50DF
50-200526-04 Camshaft driving gear
A-A
6 836021
836024
A 1
836023
(836034)
18 Slide the smaller intermediate gear (2) out from the engine
block and support it so that you can put the lifting tool (836022) to
the shaft of the smaller intermediate gear and tighten it with a
wrench, see Fig 13-10.
836022
2 3
W46/W50DF 13 - 9
Camshaft driving gear 50-200526-04
836024
836023
(836034)
836022
Caution! The intermediate wheels (1 and 2), see Fig 13-7, must not be
dismantled unless it is absolutely necessary. The relative position
between the two wheels has been adjusted when assembled at the
factory and should not be changed.
13 - 10 W46/W50DF
50-200526-04 Camshaft driving gear
Mark A 9
B
A
A
B Mark A-A
W46/W50DF 13 - 11
Camshaft driving gear 50-200526-04
B A
A B
B A
A A B
B
A B
13 - 12 W46/W50DF
50-200526-04 Camshaft driving gear
836024
836023
(836034)
836022
3 Lift the distance ring (28) to the shaft of the smaller intermedi-
ate gear, see Fig 13-15.
Note! The distance ring must be aligned so that the adjusting slot is against
the smaller intermediate gear, see Fig 13-15.
28
A
2
A-A
A
1
W46/W50DF 13 - 13
Camshaft driving gear 50-200526-04
Note! Check that the assembly marks are as shown in Fig 13-12 or Fig 13-13.
836024
836023
(836034)
836021
6 Clean the center stud (3) and lubricate the threads, see Fig
13-7.
7 Screw the center stud (3) in position and tighten it to stated
torque, see chapter 07.
8 Screw the nut (27) by hand against the end surface; check that
the nut is in the guide, see Fig 13-7.
Pretightening the center nut of the intermediate gear
9 Lift the hydraulic tool (861143) into position on the center stud
(3), see Fig 13-8.
10 Screw on the hydraulic tool (861143).
13 - 14 W46/W50DF
50-200526-04 Camshaft driving gear
Note! Some hydraulic pumps are to be used with a separate oil return
hose. Always follow the instructions delivered with the pump.
W46/W50DF 13 - 15
Camshaft driving gear 50-200526-04
13 - 16 W46/W50DF
50-200526-04 Camshaft driving gear
31
30
Both the camshaft gear and intermediate gear are dismantled accord-
ing to section 13.2.2.
Note! Special tools are needed for this work. Please contact the engine
manufacturers service network.
W46/W50DF 13 - 17
Camshaft driving gear 50-200526-04
4 Unscrew the fastening screws (30) and remove the gear wheel
halves.
1 Clean the parting surfaces of the wheel halves and the con-
tact faces of the gear wheel and the crankshaft.
2 Apply Loctite 242 to the threads of the screws (31) and (30),
and engine lubricating oil under the screw heads. Do not use
Molykote.
3 Mount the gear wheel halves on the crankshaft with the
parting face at right angles with the crank of cylinder No.1 and
fasten the screws (31) and (30) by hand.
4 Tighten the axial screws (31) to a torque of 10 Nm and check
that contact is established between the gear wheel and the crank-
shaft flange.
5 Tighten the fastening screws (30) to stated torque, see chapter
07. The screws closest to the crankshaft flange are to be tightened first.
6 Tighten the axial screws (31) to stated torque, see chapter 07.
7 Check the split gear wheel roundness. Place the cylindrical
pin in the toothcap as shown in Fig 13-18. Turn the engine and use
a dial indicator to get indications. Repeat the procedure and take
comparative indications from at least four different locations. The
difference between the four indications must be less than 0.09 mm.
8 Lift the bearing cap for main bearing No.1, see section 10.2.4.
20
13 - 18 W46/W50DF
50-200526-04 Camshaft driving gear
W46/W50DF 13 - 19
Camshaft driving gear 50-200526-04
13 - 20 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
Valve mechanism
1 3
13
4
14
5
1.
Screws
8
3.
Rocker
arms
11
4.
Push
rod
5.
Protecting
sleeves
12
8.
Cover
11.
Valve
tappet
12.
Shaft
13.
Bracket
14.
Yoke
W46/W50DF 14 - 1
14 Valve mechanism and camshaft 50-200520-03
1.
Screws
2.
Locking
screw
3.
Rocker
arm
7.
Shaft
13.
Rocker
arm
bracket
1 3 20.
Bushing
20 2
13
7
4 Open the screws (1) and lift the rocker arm bearing bracket
(13) from the cylinder head.
5 Remove the yokes (14), see Fig 14-1.
14 - 2 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
836031
Note! Before dismantling, mark the parts so that they will be reinstalled
into their original positions.
W46/W50DF 14 - 3
14 Valve mechanism and camshaft 50-200520-03
4.
Push
rod
5.
Protect
sleeve
6.
Locking
pin
4
8.
Cover
9.
Screw Section
A:
18
10.
Guiding
pin 10
11.
Valve
tappet
5
12.
Shaft
9
17.
O-ring
18.
O-ring
8
19.
Ball
head
pin
17
26.
Compression
spring Oil
Oil
19
27.
Bearing
bush
28.
Roller B
11
26
12
27
28
6
1 Clean the rocker arm bearing bushing and the journal, then
measure for wear. When cleaning, pay special attention to the oil
holes. See chapter 06. for all clearances and wear limits.
2 Inspect the push rod (4) running surface for possible me-
chanical damage.
3 Clean and inspect all parts of the valve tappet and corre-
sponding bore in the engine block. When cleaning, pay special
attention to the oil holes.
4 Measure the bearing bush (27), shaft (12) and the roller (28)
for wear, see Fig 14-4.
5 Inspect the ball head pin (19) running surface for possible
mechanical damage.
6 Change the O-rings (17) and (18).
14 - 4 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
1 Lubricate the parts of the valve tappet with clean engine oil,
add Rustban 326 or similar grease to the tappet guiding surface
against the roller (B in Fig 14-4) and assemble.
2 Keep the roller (28) at correct level and slide the journal (12)
into position observing that the locking pin (6) secures to the
corresponding drilling in tappet body.
3 Insert the valve tappet (11) into the guide hole in the engine
block.
4 Mount the cover (8).
5 Grease the O-rings (17) and (18) properly. Insert the protect-
ing sleeves (5) and push rods (4) into position through the cylinder
head guide bores.
6 Mount the yoke. For adjusting the yokes see section 12.2.5.
7 Lubricate the rocker arm parts properly with clean engine oil.
8 Assemble the bushing (20) to the journal (7), see Fig 14-2.
9 Fit the rocker arms to the journal.
10 Slide the brackets and journal together and secure the jour-
nal with the locking screws (2).
Note! The journal has to be exactly at the right position to be able to fit the
screws.
W46/W50DF 14 - 5
14 Valve mechanism and camshaft 50-200520-03
14.2 Camshaft
Camshaft
Fuel
inject.
EX IN
2
1
4
9
3 7
The drop forged camshaft pieces have integrated cams, the sliding
surfaces of which are case hardened. The bearing surfaces of the
journals are induction hardened. The camshaft is driven by the crank-
shaft through a gearing at the driving end of the engine.
14 - 6 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
Vibration damper
A: B:
10
8 8
5 5
10
C:
W46/W50DF 14 - 7
14 Valve mechanism and camshaft 50-200520-03
At the driving end the camshaft has an axial bearing (6) and in some
installations a damper (10) intergrated to the driving gear of the
camshaft, see Fig 14-7.
10
6
14 - 8 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
Caution! When the valve tappets is/are locked in the upper position the
rocker arm bracket(s)/push rods must be removed, otherwise when
cranking the engine the pistons will come in contact with the valves.
6 Open the nuts (3) and unscrew the flange connection studs (7)
from both ends of the camshaft piece, see Fig 14-5.
7 Assemble the special mounting devices (845030) for In-line
engine, see Fig 14-8 or (845020) for V-engine, see Fig 14-9. Fasten
the devices to engine frame with camshaft cover fastening nuts (21).
Adjust the flat bar (22) with screws (23) close to the camshaft piece.
8 It is also possible to use lifting tool (836024) with connection
piece (836029) to support the camshaft piece. For In-line engine see
Fig 14-10 and for V-engine see Fig 14-11.
9 Move the part of the camshaft locating towards the free end
of the engine a maximum of 35 mm by using a suitable lever.
Caution! Be careful that the rollers do not fall from the cams.
W46/W50DF 14 - 9
14 Valve mechanism and camshaft 50-200520-03
845030
22
21
23
Section A-A A
845014 845013
Section
A-A:
A
845013
845020
22
21
A
25 24 23
14 - 10 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
W46/W50DF 14 - 11
14 Valve mechanism and camshaft 50-200520-03
836024
836029
View A
836024
836029
14 - 12 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
W46/W50DF 14 - 13
14 Valve mechanism and camshaft 50-200520-03
Note! See separate instructions for the vibration damper in the Attachments
file.
3
2 1
6
Detail A
14 - 14 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
Detail A
8
6 10
11
9
W46/W50DF 14 - 15
14 Valve mechanism and camshaft 50-200520-03
6 As soon as the silicon fluid begins to flow from the open end,
shut the sample container by the cap nut (8). Do not use spanners.
7 Mount the second draining plug hand tight with new sealing
washer (11).
8 Remove the container from the damper casing, wipe off the
sealing face round the draining hole and screw in the plug (6) hand
tight together with new sealing washer (11). Close the second side
of the container.
9 Tighten both draining plugs (6) by turning them further for
45, about 20Nm torque.
10 Seal both plugs by using a punch to disturb cover material
into the slot of the plugs.
11 Send the sample container with information of the damper
type, number, engine and operation data to the damper manufac-
turer for analysis.
The quantity of silicone oil removed is so small that up to 10 such
samples of 1 cm3 can be taken without risk.
14 - 16 W46/W50DF
50-200520-03 Valve mechanism and camshaft 14
A
3
2 4
5 2
A
A-A
The inner part (1) of the damper is bolted on the free end of the camshaft
and follows its torsional vibrations, see Fig 14-14. The outer part
consists of spring packs (2), spacers (3), a clamping ring (4) and side
plates (5). The springs are clamped at their outer end by the spacers
and their inner ends mesh with grooves of the inner part. The cavities
between spring packs and spacers are filled with oil which comes
through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, one cavity will reduce and one
will enlarge and the oil will flow through the narrow gap between inner
and outer part, generating the hydro dynamic friction and therefore
damping the vibrations.
Note! See separate instructions for the vibration damper in the Attachments
file.
W46/W50DF 14 - 17
14 Valve mechanism and camshaft 50-200520-03
Elastical coupling
C A
6 6
5
3
1
B
B
3
4
C 2
A
A-A
C-C
The elastical coupling is bolted on the camshaft gear (6) and the inner
part (1) is a part of camshaft so it follows camshaft torsional vibrations,
see Fig 14-15. The outer part consists of spring packs (2), spacers (3),
a clamping ring (4) and side plate (5). The springs are clamped at their
outer end by the spacers and their inner ends mesh with the grooves
of the inner part. The cavities between spring packs and spacers are
filled with oil which comes through the camshaft drillings.
Due to torsional vibrations the inner member will twist against the
outer part, the springs will deflected, one cavity will reduce and one
will enlarge and the oil will flow through the narrow gab between inner
and outer part, generating the hydrodynamic friction and therefore
damping the vibrations.
Note! See separate instructions for the elastical coupling in the Attachments
file.
14 - 18 W46/W50DF
50-200506-12 Turbocharging and air cooling 15
3 2 1
5 6
TPL 15 - 1
15 Turbocharging and air cooling 50-200506-12
15.2 Turbocharger
15 - 2 TPL
50-200506-12 Turbocharging and air cooling 15
Note! No need to carry out the water cleaning of turbine on gas mode.
TPL 15 - 3
15 Turbocharging and air cooling 50-200506-12
The engine is equipped with permanent pipings for turbine (42) and
compressor (52) cleaning (Fig 15-2).
An electrical control unit (48) controls the cleaning procedure (Fig
15-3). The cleaning parameters (number of water injections, injection
time, interval between the injections etc.) can be set with a terminal.
All cleaning (turbine washing, turbine thermal shock cleaning, com-
pressor cleaning) can be inactivated by jumpers in the terminal box.
TC cleaning device
42
VU
52
PIU
42. Pipe for turbine cleaning, 52. Pipe for compressor cleaning,
PIU. Pressure increase unit, VU. Valve unit
15 - 4 TPL
50-200506-12 Turbocharging and air cooling 15
48
F15Z 0004_02EN
Note! If cleaning is tried outside this temperature range, the signal lamps
flash for 15 seconds.
Caution! If the washing is started earlier than after 15 minutes on stable load
as above, this may have negative consequences for the turbo-
charger.
TPL 15 - 5
15 Turbocharging and air cooling 50-200506-12
4 Open air supply valve (17) and water supply valve (2) to
the pressure increase unit (PIU), see Fig 15-4.
5 Open the shut off valve (6) between the pressure increase unit
(PIU) and valve unit (VU) on the concerned engine (E1...E4).
6 Set the Engine/TC-selector switch on the control unit (48), see
Fig 15-3, to the desired engine.
7 Start washing by pressing the Turbine Washing-button on the
control unit (48), see Fig 15-3. The entire washing cycle takes
approx. 10 minutes. The signal lamp is lit throughout and flashing
during the water injection.
8 Check wheter the pressure gauge (8) of the pressure in-
crease unit indicates a pressure of 2.0 (0.2) bar during the water
injection. If the pressure is outside the range, it must be corrected
by turning the regulating valve (3).
9 On completion, close the air valve (17) and the water supply
valves (2) and (6) both to the pressure increasing unit and to the
valve unit.
10 The engine load is to be increased slowly to normal opera-
tion and must be run for least another 15 minutes.
11 Repeat the readings made before the water cleaning procedure.
17.
PIU 11.
12. E4
E3
E2
E1
VU
6.
2. 3. 8.
15 - 6 TPL
50-200506-12 Turbocharging and air cooling 15
Note! If cleaning is tried outside this temperature range, the signal lamps
flash for 15 seconds.
Caution! If the washing is started earlier than after 15 minutes on stable load
as above, this may have negative consequences for the turbo-
charger.
4 Open air supply valve (17) and water supply valve (2) to
the pressure increase unit (PIU), see Fig 15-4.
5 Open the shut off valve (6) between the pressure increase unit
(PIU) and valve unit (VU) on the concerned engine (E1...E4).
6 Set the Engine/TC-selector switch on the control unit (48), see
Fig 15-3, to the desired engine.
7 Start cleaning by pressing the Turbine Thermal Shock Clean-
ing-button on the control unit (48), see Fig 15-3. The entire cleaning
cycle takes approx. 10 minutes. The signal lamp is lit throughout
and flashing during the water injection.
8 After cleaning, close the air supply valve (17) and the water
supply valves (2) and (6) both to the pressure increasing unit and
to the valve unit.
9 Slowly return to engine normal operation. After cleaning the
engine must run for at least another 15 minutes.
10 Repeat the readings made before the water cleaning proce-
dure.
Note! Main key switch of the pressure increase unit (PIU) is always to be
kept ON position for the air blow out function at every five hours.
TPL 15 - 7
15 Turbocharging and air cooling 50-200506-12
Caution! In the event of engine stoppage during any of the cleaning proc-
esses, the cleaning should be interrupted by pressing the Emer-
gency Stop switch.
15 - 8 TPL
50-200506-12 Turbocharging and air cooling 15
TPL 15 - 9
15 Turbocharging and air cooling 50-200506-12
7.
1.
5.
8.
6.
9. 2.
4. 40 3.
15 - 10 TPL
50-200506-12 Turbocharging and air cooling 15
Note! If water keeps on dripping or flowing from the draining hole for a
longer period (unless running all the time in conditions with very high
humidity) the cooler insert may be leaking and must be dismantled
and pressure tested.
Water Separators
1 48
45
48
2
46
1. Air coolers, 2. Air Flow, 45. Condense collector ( = water mist catcher),
46. Drainer, 48. Screw.
TPL 15 - 11
15 Turbocharging and air cooling 50-200506-12
Before starting the cleaning of the charge air cooler, the water must be
drained from the charge air cooler and pipes. If there is a drain tank,
the engines and coolers can be drained for maintenance so that the
water and cooling water treatment can be collected and reused.
Most of the cooling water in the engine can be recovered from the HT-circuit,
wheras the amount of water in the LT-circuit on the engine is small.
13
16
14 15
16
12
12. Drain, 13. Venting, 14. HT-pipes, 15. LT-pipes, 16. LT2-pipes.
1 Drain water from the air cooler LT / HT side and LT2 cooler
by opening the drain connections (12) and the venting connections
(13). See Fig 15-7.
2 Remove the LT2 cooling water pipes (16) from the cooler as
well as the temperature sensor and the pipe to the pressure sensor.
3 Remove the HT and LT cooling water pipes (14 and 15)
from the cooler as well as the temperature sensors and the pressure
sensors. (Fig 15-7).
4 Open the supporting screws (28) and (29), see Fig 15-8.
15 - 12 TPL
50-200506-12 Turbocharging and air cooling 15
5 Open all the air cooler fastening screws (27), see Fig 15-8.
6 Fit the tool (846053) and fasten it with connections screws (43).
Note that the support tool arrangement of the tool depends upon the
installation and may be different from the one shown in Fig 15-8).
7 Pull out the air cooler horizontally (by using a block and a
tackle). When the cooler is outside of the cooler housing it can be
removed by truck or by crane using the lifting yokes (47) of the
cooler.
8 Remove the LT2 water cooler
28
44
43
27
47 29 846053
27. Screw, 28. Screw, 29. Screw, 43. Screw, 44. Sealing bar, 47. Lifting
yoke, 846053. Tool.
Caution! Use of a high pressure water cleaning device may cause damage
to the fins, which will result in an increased pressure drop over the
cooler.
TPL 15 - 13
15 Turbocharging and air cooling 50-200506-12
A B
30 30
32 32
33 33
31 31
30. Nozzle header cover, 31. Return header cover, 32. Gasket, 33. Gasket.
Mechanical cleaning:
Mechanical cleaning is done by use of nylon brushes fitted to a rod. The
length of the rod corresponds to the tube length of the cooler in question
and the type of brush is chosen in accordance to the finned tube type.
Mechanical cleaning can be done on site or with the cooler removed. Check
the gaskets (32) and (33) and replace if necessary (Fig 15-9).
15 - 14 TPL
50-200506-12 Turbocharging and air cooling 15
Hydraulic cleaning:
Hydraulic cleaning is carried out with the cooler removed using a high
pressure spray gun to remove dirt deposits inside the tubes. It is recom-
mended that the size of the spray gun nozzle is 3 mm.
Chemical cleaning:
Chemical cleaning is recommended, when the cooler is removed. The tube
bundle is immersed into a chemical cleaning bath. Time of immersion is
a function of the degree of fouling. When the cleaning is complete, the cooler
is to be flushed by applying a powerful water jet. If the result is still not
satisfying, cleaning should be repeated.
13 Reassemble the 2-stage cooler, LT2-cooler and condense
collector (=water mist catcher) insert . Clean the sealing surfaces
of the coolers and the housing.
14 Spread Wacker Elastosil RTV-1 E 14 sealing compound or
similar on the sealing surfaces.
15 Mount the condense collector (=water mist catcher) insert.
16 Lift the 2-stage cooler and LT2-cooler back to their places.
17 Pull the coolers into the welded housing (40) (by using a
block and a tackle), be careful not to move the steel sealing bars (44),
see Fig 15-8.
18 Fit and tighten the air cooler fastening screws (27), see Fig
15-8.
19 Tighten the supporting screws (28) lightly against the air
cooler and lock with nuts, see Fig 15-8.
20 Tighten the supporting screws (29) to a torque of 20 Nm and
lock with nuts.
21 Remove the tool (846053)
22 Reassemble the HT and LT cooling water pipes (14) and (15),
see Fig 15-7.
23 Reassemble the LT2 cooling water pipes (16), see Fig 15-7.
24 Connect the temperatue sensors and pressure sensors.
25 Reassemble the air vent pipes (13) and drain connections (12).
26 Fill the system with water, check for possible leaks.
TPL 15 - 15
15 Turbocharging and air cooling 50-200506-12
15 - 16 TPL
50-200509 Turbocharging and Air Cooling Appendix M
15.M.1 Description
A reliable and safe perfomance of the engine requires a correct air-fuel
ratio during all kind of site conditions. If the air-gas mixture becomes
too lean, misfire will occur and if the air-gas mixture becomes too rich,
knocking will occur.
To mantain a correct air-fuel ratio, the engine is equipped with an
exhaust gas wastegate valve that keeps the air pressure in the reciever
at an optimal level all over the power output range. The exhaust gas
wastegate valve is by-passing the exhaust gases past the turbocharger.
The wastegate valve is working as a regulator and adjusts the air-fuel
ratio to the correct value regardless of varying site conditions (ambient
temperature, humidity, etc).
The exhaust gas wastegate system is built on the engine and consists
of an actuator (1) connected to the butterfly valve (2) which controls the
exhaust by-pass flow via pipes (4) and (5) to the distance piece (3) as
much as required to get the correct air-fuel ratio according to the
preprogrammed values.
4 2
1 5
46/50DF 15M - 1
Appendix M Turbocharging and Air Cooling 50-200509
15.M.2 Function
The wastegate control system gets compressed air from the instrument
air system. The pressure is approx. 6 - 7 bar. The instrument air needs to
be clean, dry and oil free to secure troublefree function of the components.
See also chapter 21.
The wastegate system works as follows:
When the engine is running, instrument air is supplied to the I/P converter
(8) and to the positioner (9) in the actuator unit (1), see Fig 15M-2.
The I/P converter maintains a 0.2 - 1.0 bar control air pressure to the
positioner according to the incoming 4 - 20mA control signal from the
controll system. The 4 - 20mA current is based on the load dependent
charge air pressure, measured with the analogue pressure sensor
PT601.
The positioner pilot valve (11), see Fig 15M-3, maintains the actuator (1)
with air pressure according to the control air pressure from the I/P converter.
The engine control system (WECS) is monitoring the air pressure in
the receiver. If the pressure is lower than the set-point, the engine
control system will close the wastegate gradually, until the correct
value is reached.
The control logic is carried out in the engine control system and no
external regulators are required
24. 1.
2 BA
SIGNAL 9.
SUPPLY
8.
8
9
6.
311
15M - 2 46/50DF
50-200509 Turbocharging and Air Cooling Appendix M
15.M.3 Maintenance
The systems requires a regular check of the wear and the function.
1 Check for wear of the key connection between the actuator
and the positioner.
2 Check for possible wear inside actuator by moving the
shaft.
The pilot valve (11) in the positioner should be replaced with a new one
according to chapter 04 or in case of malfunction.
1 Remove the cover of the positioner and the pilot valve screws
(12), see Fig 15M-3.
2 Pay attention to the pilot valve stem and the lever (13), re-
move the pilot valve carefully.
3 Replace the pilot valve (11) with a new one and re-assemble
the positioner in the opposite order.
4 Adjust the wastegate positioner, see section 15.M.4.
5 Calibrate the wastegate I/P converter, see section 15.M.5.
6 Check the function of the valve by following the positioners
movement when the engine is re-started and runs on load.
Wastegate positioner
14
12
17
19
46/50DF 15M - 3
Appendix M Turbocharging and Air Cooling 50-200509
Actuator position
OPEN
SHUT
Cam position
Zero position
0
30 15
45
60
75
90
15M - 4 46/50DF
50-200509 Turbocharging and Air Cooling Appendix M
Table 1.
46/50DF 15M - 5
Appendix M Turbocharging and Air Cooling 50-200509
22
R
23
Z
IN OUT
mA - 3 mA +
- 2 1 +
Z S
23 22
OUT IN
15M - 6 46/50DF
50-200538-13 Injection System 16
16.1 General
The Wrtsil 50DF is a pilot fuel ignited lean-burn gas engine with
instant switch-over capability to back-up fuel. There are two operating
modes, gas mode and diesel mode. In gas mode low pressure gas is
mixed with the combustion air in the air inlet channel in the cylinder
head, the mixture is compressed in the cylinder during compression
stroke and ignition is initiated with a small amount of pilot fuel injected
into the combustion chamber. In diesel mode the diesel fuel is injected
into the cylinder at the end of the compression stroke by means of the
injection pump. In diesel mode there is no gas mixed with the air, but
pilot fuel is injected as well as main diesel fuel to prevent pilot nozzle
orifices to clog.
Only LFO is allowed as pilot fuel as well as back-up fuel. If HFO is
to be used, the injection valves must be replaced with one-needle type
injection valves made for this purpose, and the pilot fuel pump must
be taken off and disconnected from the fuel lines.
16.2 Description
This chapter deals with the high pressure side of the fuel system
including injection pump, high pressure pipe, injection valve as well as
the pilot fuel system.
The injection pumps are one-cylinder pumps with built-in roller
tappets. The element is of mono type. The drain fuel is led to a pipe
system with atmospheric pressure outside the pump, or back to the low
pressure circuit of the injection pump. Each injection pump is equipped
with an emergency stop cylinder, which is coupled to an electro-pneu-
matic overspeed protecting system.
The injection line from the injection pump consists of an injection pipe
and a connection piece attached sideways into the nozzle holder at a
conical inlet port.
The pilot fuel system is a common rail system fed by a pump directly
driven by the pump gear at the driving end of the crankshaft. A
connection piece is mounted to each cylinder head connecting the one
per cylinder rail pipes. From the connection piece the fuel is fed through
a connection pipe to the injection valve.
The injection valve is a two-needle type combined pilot and main
diesel fuel injection valve, where the pilot injection is electronically
controlled. The nozzle holder consists of a top body and a lower body,
which contain the rods, springs, control valve and solenoid.
W50DF 16 - 1
16 Injection System 50-200538-13
58
10
59
Note! The fuel injection pump erosion plugs must be secured with a
locking wire and no copper seal rings are allowed!
16 - 2 W50DF
50-200538-13 Injection System 16
3 Remove the grease gun and close the left side plug.
It is recommended that the engine runs 5 min with light fuel before it
is stopped for overhaul of the fuel injection pump.
1 Shut off fuel supply to the engine and stop the prelubricating
pump.
2 If possible use air to blow the fuel out from low pressure sys-
tem. See chapter 17.
3 Remove the main injection pipe (1) and leak fuel connec-
tions. (See Fig 16-1).
4 Open the fuel feed connection by removing the screws (3).
5 Open the leak fuel connections (4) from the pump chamber;
loosen the lubrication pipe (5) and the air connection (6) to the
emergency stop cylinder.
Note! Immediately cover all openings with tape or plugs to prevent dirt
from entering the system.
6 Open the fuel rack connection by removing the screw (7), see
Fig 16-2.
7 Turn the crankshaft so that the injection pump tappet is in the
bottom position, the roller resting on the base circle of the cam.
8 Open the nuts (8) and lift off the injection pump by using the
lifting tools (831007 and 831001).
Note! Be careful not to damage the O-rings (9) on the fuel feed connec-
tion while lifting the pump.
W50DF 16 - 3
16 Injection System 50-200538-13
Lifting tools
831001 831004
831007
16
9 .3.
3
831007
3. Screw
3
7. Screw
8. Nut
9. O-ring
11. Nut
L-engine
831001. Lifting tool
831004. Lifting tool
831007. Lifting tool
11
8
7
V-engine
M
Fig 16-2 5016183vp03
16 - 4 W50DF
50-200538-13 Injection System 16
5 Remove the protecting tapes and plugs. Fasten the fuel sup-
ply connection with screws (3) and fit the injection, leak fuel,
control air and lubricating oil pipes. Fasten the injection pipe to
stated torque.
6 Fit the fuel rack connection and fasten the screw (7).
7 Rotate the control shaft and check that all pumps follow the
shaft movement. Check the fuel rack positions of all pumps, see
chapter 22.
8 Open the fuel supply to the engine and circulate the fuel for
some time to vent the system; see chapter 17. Turn simultaneously
the crankshaft with turning gear.
Note! Never use copper seal rings on the injection pumps. A deformed
seal ring may cause hazardous fuel spray and/or fire.
Rotating device
2 Open the bottom cover screws (12) and remove the flange
(13). (See Fig 16-5).
3 Secure the push spindle assembly by using a tool (836040) as
shown in Fig 16-4. and push the assembly slightly to be able to
remove the retainer ring (14) with pliers (800001). (This can be done
hydraulically if using assembling trestle 862023.)
Note! The tappet is spring loaded; Be careful when loosening the tool.
4 The push spindle assembly (15, 16) and the element plunger
(17) can be taken out now.
W50DF 16 - 5
16 Injection System 50-200538-13
862023
Fig 16-4 5016222p03
Note! Be careful when handling the plunger and taking it out from the push
spindle assembly. Plungers, elements and pump valves are
matched and they must be kept together during overhaul.
5 Remove the springs (18) and (56), spring disc (42) and the
control sleeve (19). Spring (56) not used in all injection pumps.
6 Turn the pump to the vertical position.
7 Open the screws (20) crosswise in steps of 30 and also screws
(21). Remove the cover (22) carefully with its valves.
8 Remove the main delivery valve (23) and the constant pres-
sure valve (25) with springs.
Injection pump
16 - 6 W50DF
50-200538-13 Injection System 16
D VIEW D
21
23 B
12. Screw 20
13. Flange
14. Retainer ring 25 22
15. Push spindle
16. Spring holder
17. Plunger SECTION B - B
18. Spring SECTION A - A
19. Control sleeve
20. Screw 35
21. Screw A A
22. Pump cover 26
23. Main delivery valve
25. Constant pressure valve
26. Element cylinder
27. Plug 46 46
28. Control rack 27 36
34. Grub screw
35. Seal ring 54 38
36. Seal ring 28 B
38. Seal ring C C
42. Spring disc SECTION C -C
43. Seal
44. Screw 34
45. Cover 19
42
46. Erosion plug
47. Seal 19
54. Plug 17
47 34
55. Nipple
56. Spring 56
16 55
14 26
18
17
12 44 43 15 45 13 28
W50DF 16 - 7
16 Injection System 50-200538-13
Control rack
28 34 29 30
28. Control rack
29. Screw
30. Cylinder
32. Piston
34. Screw
50. O-ring
Pull
out
32 50
16 - 8 W50DF
50-200538-13 Injection System 16
Pump cover
25
23
39
Note! Be careful with the valves in the pump cover. Some oil may be used
in the valves to keep them in position during assembly.
W50DF 16 - 9
16 Injection System 50-200538-13
B A
D C
8 Reinstall the spring disc (42) and spring (18), see Fig 16-5.
9 Assemble the element plunger and push spindle assembly
(15,16) and lift carefully into position.
10 Note the mark on one of the plunger vanes (C), see Fig 16-
8. The marked plunger vane must slide into the marked groove on
the control rack side of the control sleeve (D). It corresponds to the
marks on the control rack (A) and the chamfered tooth (B) of the
control sleeve.
C
B
A
D
D
16 - 10 W50DF
50-200538-13 Injection System 16
14
12. Screw
13. Flange
14. Retainer ring
15. Push spindle
43. Shaft sealing
44. Screw
45. Cover
12 44 43 15 45 13
Note! If the sealing starts to leak, fuel can enter the lubricating oil system
and possibly spoil it.
14 Install the flange (13) and tighten screws to stated torque, see
chapter 07.
15 Check that the control rack can be easily moved.
16 Unless the pump is immediately mounted on the engine it
must be well oiled and protected by plastic cover or similar. The fuel
ports and injection line connections must always be protected by
plugs or tape.
W50DF 16 - 11
16 Injection System 50-200538-13
piece or some work has been done with gears; especially to the inter-
mediate gear.
1 Shut off fuel supply to the engine.
2 If possible use air to blow the fuel out from low pressure sys-
tem, see chapter 17.6.
3 Remove one of the erosion plugs (46) from the pump, see Fig
16-5.
4 Mount the timing tool (862020) and connect the air supply as
shown in Fig 16-11.
B A
AIR
5 - 7 bar
862020 C
16 - 12 W50DF
50-200538-13 Injection System 16
Warning! Never use copper seal rings on injection pumps. A deformed seal
ring may cause hazardous fuel spray and fire.
Pump adjustment
8 8
8. Nut
49. Screw
X
0.1
49
29
W50DF 16 - 13
16 Injection System 50-200538-13
4 Use Fig 16-13 to determine the correction needed for the ad-
justing screw to achieve the right timing.
ADJUSTING OF TAPPET
POSITION (mm)
(DIMENSION X)
+2
SPRING HOLDER
CONTACT AGAINST
RETAINER RING +1
+1.3
+6 +4 +2 CHANGE OF
INJ. TIMING
-2 -4 (DEG. BTDC)
-1 -1.04mm
-2
-4
16 - 14 W50DF
50-200538-13 Injection System 16
Note! Never use copper seal rings on the injection pumps. A deformed
seal ring may cause hazardous fuel spray and/or fire.
Note! Do not run the pump without sufficient feed pressure nor with zero
consumption!
W50DF 16 - 15
16 Injection System 50-200538-13
1. Connector 1
2. Valve stem 3
3. Flange screw
41 39
4. Flange screw
22
5. Pump element
6. Roller bearing 2 7
7. Roller bearing
11. Distance plate 32
A
13. Sliding ring 35
22. Distance piece
24
24. Fixing screw
26. Feed check valve
5 13
27. Feed check valve
32. Throttle valve
11
35. Spring 6
39. Shaft lubricating bush
47
41. Solenoid
4
47. Shaft sealing
27
26
VIEW A
16 - 16 W50DF
50-200538-13 Injection System 16
7 Remove the nuts (5) on the pump flange and remove the
mounting plate (8).
8 Protect all connections with suitable plugs, clean plastic or
similar.
8 4 13 2 14 1
1. Plug socket
2. Supply connection
3. High pressure connection 7
4. Drain connection
5. Nut
6. O-ring
7. Gear wheel
8. Mounting plate
13. Pipe union
14. Connecting piece
3
6 5
Caution! Ensure that no dirts gets into the pump during reconditioning.
3 Put the connection piece (14) into a bench vice and remove
the pipe union (13).
4 Put a new O-ring (11) on the connection piece (14).
5 Mount the new filter (12) into the connection piece (14).
6 Apply thread with engine oil.
Caution! Be careful when mounting the connection piece (14) not to dam-
age the filter (12).
W50DF 16 - 17
16 Injection System 50-200538-13
7 Mount the connection piece (14) and filter (12) to the pilot
pump.
8 Tighten the connection piece (14) to stated torque, see chap-
ter 07.
9 Mount the new pipe union (13) with a new O-ring (15), to
the connection piece (14).
10 Tighten the pipe union (13) to stated torque, see chapter 07.
11 Remove the protecting cap from the pipe union (13). Pay
attention to correct positioning of the O-ring (16) when mounting the
supply connection (2).
12 11 14 15 13 16
11. O-ring, 12. Filter, 13. Pipe union, 14. Connection piece, 15. O-ring,
16. O-ring.
Note! Before setting pump in operation, ensure that all fittings and con-
nections are tight, secured and sealed. Fill pump with filtered fuel
before engine start.
16 - 18 W50DF
50-200538-13 Injection System 16
16.6.1 Description
The injection valve is a combined pilot and main fuel oil injection valve
centrally located in the cylinder head. The valve consists of a two-part
nozzle holder and the nozzle. A solenoid valve for pilot injection control
is located in the upper part of the nozzle holder. The fuel enters the
nozzle holder sideways through two connection pipes with spherical
ends pressed against the conical ports in the holder.
The pilot fuel pressure acts on both the pilot needle pressure step (opening
force) and through an orifice on the pilot piston (closing force). The solenoid
valve opens a drain port from the pilot cylinder and thus eliminates the
pressure acting on the piston, and the fuel pressure acting on the needle
forces the needle upwards. The drained fuel is led through borings to the
clean fuel leakage system of the engine. A spring acting on the push rod
keeps the pilot needle closed in event of loss of pilot fuel pressure.
There are very small clearances in the nozzle and in the solenoid
valve, and therefore cleanliness and prevention of particles and dirt
from entering the valve nor pipes are of utmost importance.
Injection valve
1
1. Locking nut
2
2. O-ring
3. Screw 3
4. Injection valve
5. O-ring
6. O-ring
7. Adjusting screw
5
6
W50DF 16 - 19
16 Injection System 50-200538-13
1 Remove the cylinder head cover and the hot box cover.
2 Remove the pilot fuel pipes to neighbour cylinders and pro-
tect the ends.
3 Remove the main fuel injection pipe (31), see Fig 16-18
4 Open the connection to the leak fuel pipe (39).
5 Remove the flanges (40) and (36) for main fuel connection
piece and pull out the connection piece (35).
6 Remove the pilot fuel connection piece (37) and pull out the
connection piece (30) from cylinder head.
7 Disconnect the cables from the injection valve connectors.
8 Remove the lubricating oil pipe (43).
9 Remove the fastening screws (28) of the injection valve.
10 Lift out the injection valve by using the lifting tool (832009).
If too much force has to be used, there is a risk of the stainless sleeve
of the cylinder head coming loose which, in such a case, must be
checked.
11 Protect the bore in the cylinder head.
16 - 20 W50DF
50-200538-13 Injection System 16
43
28
28. Fastening screw
29. Fastening screw
30. Connection piece
31. Injection pipe
32. Screw 31 40 36 35 38
33. Fastening screw
32
34. Cooling pipe
39
35. Connection piece
36. Flange
37. Connection piece 41 42
38. Screw 29
39. Leak fuel pipe
40. Flange
41. O-ring
42. Flange 37 30
43. Lubricating oil pipe
W50DF 16 - 21
16 Injection System 50-200538-13
The injection valve is a precision made valve with small borings and
moving parts with small clearances. Therefore cleanliness is of utmost
importance.
Adjust the main fuel needle opening pressure and check the valve
function in the test bench.
1 Insert the valve in the test bench and connect the high pres-
sure supply to the main diesel inlet port. Apply fuel pressure and
adjust the opening pressure to stated value, see chapter 06 . Note
the fuel spray uniformity.
2 Check the needle seat tightness:
Decrease the supply pressure to a value 20 bar below the opening
pressure
Keep the pressure constant for 10 s and check that no fuel drops
appear at the nozzle tip. A slight dampness may be acceptable.
3 If the tests according to step 1...2 give satisfactory results
the injection valve can be re-installed in the engine. Otherwise,
replace the injection valve by a new one.
4 If leakage occurs on the high pressure sealing surfaces the
damaged detail should be replaced by a new one.
5 If the injection valve is to be stored it should be treated with
corrosion protecting oil.
16 - 22 W50DF
50-200520-08 Fuel System 17
Ventilation
On the engine the gas is supplied via a common pipe running along the
engine, continuing with individual feed pipes to each cylinder.
The gas admission is controlled with Main Gas Admission Valves
for the main charge. Valve is direct actuated solenoid valve and
controlled by the control system (WECS).
Main gas pressure at the engine can be checked from the local display
unit. Alarms are set for low pressure difference between charge air
pressure and the gas pressures.
W50DF 17 - 1
17 Fuel System 50-200520-08
Warning! Before doing any maintenance work, check that gas supply valves
are closed, vent valves are in open position and gas pressure is
drained out from the gas lines.
Note! Only individuals trained in the use of leak detection methods should
perform this leak test procedure.
17 - 2 W50DF
50-200520-08 Fuel System 17
17.4.1 Description
The main gas admission valve is controlling the amount of gas fed to
each cylinder of the engine. On a V-engine the valve is located on the
cylinder head and on a line engine the valve is between the gas manifold
and cylinder air inlet pipe. The gas is fed into the inlet channel of the
cylinder head. The main gas valve is a direct actuated solenoid valve.
The design of the gas feed pipes varies between the V- and in-line
engines.
With the control system (WECS) it is possible to adjust the amount
of gas fed to individual cylinders, even when the engine is running. For
further information about engine control, see chapter 23.
14
1. Gas admission valve 9
2. O-ring 8
3. Filter
5. Connection piece
15 12
8. Gas feed pipe
9. Screw 10 3
10. Screw 12
11. Cable
12. O-ring
13. O-ring
14. Screw 11
15. Washer
1 13
W50DF 17 - 3
17 Fuel System 50-200520-08
1 Check that the gas supply valves are closed, gas ventila-
tion valves are in open position and gas pressure is drained out from
the gas lines.
2 Disconnect the cable (11).
3 Unscrew the fastening screws (14) and (9) of the flexible gas
feed pipe (8).
4 Remove the flexible gas feed pipe (8).
5 Remove the filter (3) with O-rings (12).
6 Unscrew the fastening screws (10) of the gas admission valve (1).
7 Remove the gas admission valve (1).
8 Remove the connection piece (5).
9 Protect the bore in the cylinder head and the gas pipe end.
17 - 4 W50DF
50-200520-08 Fuel System 17
Note! Do not mix the valve parts with other valves parts.
Caution! To ensure a trouble free function the valve parts must be kept totally
clean and well protected from oil and dust!
6 Remove the lower plate (30), ring (36) and the moving plate
assembly (28).
7 Loosen the screw (22) keeping the plate (32) in a shielded
vice. Be careful not to drop the springs (27).
31
21. Upper plate 24
22. Screw
23. Retaining ring 32
24. Coil 25
25. O-ring
26. Valve housing 33 26
27. Spring
28. Moving plate 27
29. O-ring
30. Lower plate 21 28
31. Screw
32. Plate 22 36
32. Plate
33. Pin 29
34. Lower spring seat 23
35. Spring 30
36. Ring
35
34
8 Check the valve parts for wear and pay special attention to
the sealing surfaces on the moving plate (28) and the lower plate
(30). Renew the complete valve if the sealing surfaces are
worn or damaged. Parts 21, 26, 32, 33 are a matched assembly.
Must be replaced together.
9 Renew the screw (22). Apply one drop of Loctite 271. Mount
and and tighten to 20 Nm.
10 Reassemble the gas valve in the opposite order, with new
O-rings (25) and (29).
W50DF 17 - 5
17 Fuel System 50-200520-08
Because of the low resistance, make sure to compensate for the meter
lead resistance. If outside this tolerance, the coil assembly should be
replaced.
Additional indication of a coil problem can be observed by comparing
the coil resistance of a suspect coil to one that is known to be good. This
is particularly helpful if the meters accuracy at low resistance is
questionable.
2 Check for a ground fault. Measure the resistance from either
pin to the solenoid assembly housing. If a low resistance is meas-
ured, a ground fault exists and the solenoid valve should be re-
placed. If a high resistance is measured at first and the reading
gradually increases until the meter reading is infinite, the meter
has been charging the coils natural capacitance.
Note! Be careful with the O-rings when mounting the gas feed pipe.
17 - 6 W50DF
50-200520-08 Fuel System 17
17.5.1 Description
The gas filter is mounted on the engine and consists of a filter cartrige
(14). The filter is drained at the bottom (15) and vented on the top (16)
of the filter (concerns only vertical filter type).
A horizontal filter type is mounted in some installations.
When the filter cartridge is removed for inspection or changed, the
O-ring (13) has to be renewed, see chapter 04 for intervals.
Gas filter
16 16
10. Nut
11. Screw 13
14
12. Gasket
13. O-ring
13
14. Filter cartridge
15. Drain
16. Venting
12
11
15
10 15
W50DF 17 - 7
17 Fuel System 50-200520-08
17 - 8 W50DF
50-200520-08 Fuel System 17
Fuel system
1. Pressure sensor PT 6
2. Temperature sensor
3. Level switch
4. Pressure control valve
5. Pressure difference 18
indicator
6. Safety valve
7. Fuel feed pump
8. Pressure regulating valve 17
9. Safety valve 3
10. Deaeration tank LS
11. Circulating pump
12. Safety valve
13. Pressure regulating valve
14. Valve
15. Valve 2 p
5
16. Valve
17. Pilot fuel filter TE 1
18. Pilot fuel pump
PT
13
12
9 16 10 11 14
7
9 12
7 16 15 11 14
W50DF 17 - 9
17 Fuel System 50-200520-08
17.7.2 Venting
Start the fuel feed pump if the static pressure from the day tank is not
sufficient.
Always vent the filter after changing cartridges in the filter.
If the engine has been stopped and the feed pump is not running, the
three-way valve can be changed directly over to the position where both
sides are in operation. The air can be vented through the respective air
vent screw. If the engine is running, the change-over of the three-way valve
should be carried out very carefully to give only a small flow of fuel to the
filter side to be vented. Activate the segment cock valve (18) slowly. If the
nose (30) of the valve points to the nearest screw of the plate (25), the
segment cock valve opens a small gap wich is enough to fill the filter
chamber (see Fig 17-6). The filter side will be slowly filled. Vent the filter
17 - 10 W50DF
50-200520-08 Fuel System 17
side. Set the three-way valve and slow-filling valve in normal position
(both filter sides in use).
A sudden change-over of the three-way valve to an empty filter side
will cause a temporary pressure drop in the engine system, and the
alarm switch will give a signal for too low a fuel pressure. This may
also involve the risk of air escaping from the filter to the injection
pumps, which may also cause the engine to stop.
Caution! To avoid air escaping to the injection pump, fill up the filter with
clean fuel before changing over.
18
25
3 The safety valves (9) on the fuel feed pumps should be ad-
justed to 12 bar and locked when the valves (16) are closed. The
purpose of the safety valve is only to protect the pump.
W50DF 17 - 11
17 Fuel System 50-200520-08
Caution! These adjustments should be carried out rapidly as the pumps may
run hot if the system is closed for a lengthy time.
4 The fuel circulating pumps (11) keep the fuel in constant cir-
culation and maintain a system pressure between the circulating
pumps and the pressure regulating valve (13). Adjust the opening
pressure of the pressure regulating valve to 10 bar.
5 The safety valves (12) on the fuel circulating pumps should be
adjusted to 12 bar and locked when the valves (14) are closed. The
purpose of the safety valve is only to protect the pump.
Caution! These adjustments should be carried out rapidly as the pumps may
run hot if the system is closed for a lengthy time.
17 - 12 W50DF
50-200439 Pilot fuel filter Appendix E
17.E1.1 Description
The filter is a duplex filter. By means of the three-way valve (5)
the fuel flow can be guided to one side or the other, or to both sides
in parallel. The direction of the flow appears from the mark on
the filter housing, see Fig 17E-2. At normal operation, one or both
sides of the filter can be used. When changing cartridges during
operation one side can be closed. Fig 17E-2B shows the position
of the valve when the right side of the filter is closed.
The fuel flows through a strainer core (11) and a cartridge (3)
made of special paper material for filtering off small particles, see
Fig 17E-3.
22
20
21
23
W50DF 17E - 1
Appendix E Pilot fuel filter 50-200439
Warning! Take care not to open the side of the filter which is in operation.
A B C
Warning! Take care not to open the side of the filter which is in operation.
17E - 2 W50DF
50-200439 Pilot fuel filter Appendix E
8 Clean and rinse the bowl (2) and strainer core (11)
carefully with gas oil. Check the condition of the seals, renew
the O-rings.
Fuel filter
1. Venting screw 6
5
2. Bowl
3. Filter cartridge 7
4. Drain plug
5. Three-way valve
6. Locking knob 1
11
7. Indicator
8. O-ring 12
14
9. Adapter
2
10. O-ring 8
11. Strainer core 13
12. Lock ring 3 9
13. Fastening ring
10
14. Bleeding pipe
9 Fit the new cartridge (3) and the cleaned strainer core
into place in the bowl. Check that all seals are intact and in
position.
W50DF 17E - 3
Appendix E Pilot fuel filter 50-200439
10 Fasten the bowl (2) back into place by turning the fas-
tening ring (13). Tighten the fastening ring firmly. Mount the
drain plug (4).
11 Change slowly over to working position to avoid quick
pressure drop, see section 17.E1.3.
12 Close the air vent screw (1) after the air has exited. See
section 17.E1.3. Check the tightness of the filter housing when
pressurized.
13 Repeat the same procedure with the other side of the
filter.
14 Fasten the cover (22) back into place.
17.E1.3 Venting
The air can be vented through the respective air vent screw (1). If
the engine is running, the change-over of the three-way valve
should be carried out very carefully to give only a small flow of fuel
to the filter side to be vented. Vent the filter side. Set the three-way
valve in normal operation position, see Fig 17E-2.
A sudden change-over of the three-way valve to an empty filter
side will cause a temporary pressure drop in the engine system,
and the alarm switch will give a signal for too low fuel pressure.
This may also cause the risk of air escaping from the filter to the
pilot fuel pump, which may also cause the engine to stop.
Caution! To avoid air escaping to the pilot fuel pump, fill up the filter with
clean fuel before changing over.
Note! When the injection valve has been changed, the engine might
need several start attempts due to air in the pilot fuel system.
17E - 4 W50DF
50-200439 Pilot fuel filter Appendix F
17.F1.1 Description
The filter is a duplex filter. By means of the three-way valve
(8) the fuel flow can be guided to one side or the other, or to
both sides in parallel. The direction of the flow appears from
the mark (7) on the cock. Fig 17F-2A shows the position of the
valve when both sides are in use. When changing cartridges
during operation one side can be closed. Fig 17F-2B shows the
position of the valve when the right side of the filter is closed.
8. Three-way valve
20. Pilot fuel filter
21. Pilot fuel pump
20
21
W50DF 17F - 1
Appendix F Pilot fuel filter 50-200439
Warning! Take care not to open the side of the filter in operation.
1 2
1. Vent screw
Both sides in use
2. Cover
3. Cartridge 3
6. Drain plug
7. Mark
8. Three-way valve B
6
7
17F - 2 W50DF
50-200439 Pilot fuel filter Appendix F
Warning! Take care not to open the side of the filter in operation.
Warning! Fuel oil may splash during opening the drain plug.
W50DF 17F - 3
Appendix F Pilot fuel filter 50-200439
17.F1.3 Venting
Always vent the filter after changing cartridges in the filter.
The air can be vented through the respective air vent screw (1). If
the engine is running, the change-over of the three-way valve
should be carried out very carefully to give only a small flow of fuel
to the filter side to be vented. Vent the filter side. Set the three-way
valve in normal operation position, see Fig 17F-2.
A sudden change-over of the three-way valve to an empty filter
side will cause a temporary pressure drop in the engine system,
and the alarm switch will give a signal for too low fuel pressure.
This may also cause the risk of air escaping from the filter to the
pilot fuel pump, which may also cause the engine to stop.
Caution! To avoid air escaping to the pilot fuel pump, fill up the filter with
clean fuel before changing over.
Note! When the injection valve has been changed, the engine might
need several start attempts due to air in the pilot fuel system.
17F - 4 W50DF
46-200521-06 Lubricating oil system
18.1 Description
The marine engines lubrication systems are of dry oil sump type and
power plant engines are of wet oil sump type. The oil is filtrated/sepa-
rated outside the engine.
Besides lubrication of pistons, bearings, etc. the lube oil also conducts
heat transfer and is cleaning the engine inside. Various auxiliary
devices i.e. filters and coolers, keeps the oil conditioned.
The system components outside the engine are not handled in this
manual. For a more detailed information, see installation specific
documentation.
A general overview of the engine lube oil system is shown in Fig 18-1.
System components:
01 Oil sump
02 Centrifugal filter (optional)
03 Sampling cock
04 Running-in filter
05 Turbine (turbo charger connected to engine lube oil system)
06 Compressor (turbo charger connected to engine lube oil system)
07 Crankcase breather
08 Lubricating oil main pump (optional)
09 Pressure control valve (optional)
W46/W50DF 18 - 1
Lubricating oil system 46-200521-06
Pipe connections:
201 Lubricating oil inlet
202 Lubricating oil outlet
203 Lubricating oil inlet to engine driven pump
204 Lubricating oil outlet from engine driven pump
701 Crankcase air vent
X Condense water drain
Y Intermediate gear wheels
Z Lube oil to valve gear, camshaft, injection pumps etc.
PI Manometer
TI Thermometer
Electrical instruments:
PSZ201 Lubricating oil inlet pressure
PT201 Lubricating oil inlet pressure
TE201 Lubricating oil inlet temperature
TE700.. Main bearing temperature
Note! See installation specific documentation for a more detailed lube oil
system drawing.
From the distributing pipe (1) in the bottom of the oil sump, the oil is
forwarded as shown in Fig 18-2.
Lubricating oil is led through the gudgeon pin and piston up to the
piston crown cooling space and thereafter returned to the oil sump.
Part of the lube oil is furthermore merged to the skirt lubrication before
returned to oil sump, see Fig 18-3.
When returned to oil sump the oil flows freely back to the oil tank.
18 - 2 W46/W50DF
46-200521-06 Lubricating oil system
8. To the Piston
3. Main Bearings
W46/W50DF 18 - 3
Lubricating oil system 46-200521-06
1 3 4 7
2
5
4
6 6
18 - 4 W46/W50DF
46-200521-06 Lubricating oil system
4
1 5
3 3
4 4
W46/W50DF 18 - 5
Lubricating oil system 46-200521-06
B
B
C
C, D C
18 - 6 W46/W50DF
46-200521-06 Lubricating oil system
W46/W50DF 18 - 7
Lubricating oil system 46-200521-06
Note! When storing and transporting oil, take care to prevent dirt and
foreign matters from entering the oil. When refilling oil, use a screen.
18.2.1 Description
Alternative 1 Alternative 2
18 - 8 W46/W50DF
46-200521-06 Lubricating oil system
Alternative 1 Alternative 2
Safety valve
2
Note! The pressure regulating valve should not be mixed up with the safety
valve, which looks identical.
Various types of lubricating oil pressure valve are used. Two different
types are described in this chapter, see Fig 18-10 and Fig 18-11.
3 4
Control oil
pressure
13 11 5 19 10
W46/W50DF 18 - 9
Lubricating oil system 46-200521-06
B. To the crankcase
10 4
A. Oil in
C. Control oil 5
pressure
A. Oil in
B. Oil to the crankcase
C. Control oil pressure
2. Pilot control piston
3. Choke
4. Main regulating piston
5. Spring chamber
The oil pressure affects through the choke (3) also in the spring
chamber (5) to the back side of the main regulating piston (4) thus
demanding less spring power to keep the valve closed, see Fig 18-11.
The feed pressure is also merged to the pilot control piston (2). When
the control pressure reaches the preadjusted value, the pilot control
piston opens and releases the pressure in spring chamber (5).
The pressure drop in chamber (5) makes the feed oil pressure open
the main regulating piston by the same reducing the feed pressure.
The set point is adjusted by the engine manufacturer but can be
readjusted if necessary by turning the adjusting screw (10); clockwise
to increase and counter-clockwise to decrease the pressure. See chapter
01. for correct set values.
18 - 10 W46/W50DF
46-200521-06 Lubricating oil system
1 Dismantle all moving parts. Check them for wear and replace
worn or damaged parts with new ones.
2 Clean the valve carefully.
3 Check that the components moves freely and do not stick.
Check that the drain hole (19) is clear if using valve type (A), see
Fig 18-10.
Note! When using valve type (A), Fig 18-10, do not forget copper sealing
rings (13) when re-assembling. If the seals have been changed,
check that the thickness is correct, (=1.5 mm), as the thickness of
these sealings influences valve function.
W46/W50DF 18 - 11
Lubricating oil system 46-200521-06
Centrifugal filter
1
9 14 2
10 8
3
13
5
6
11
7 15
12
18 - 12 W46/W50DF
46-200521-06 Lubricating oil system
Note! If the centrifugal filter has collected maximum quantity of dirt (dirt
deposit of 25 mm thickness) within the recommended cleaning
intervals, the filter should be cleaned more frequently.
W46/W50DF 18 - 13
Lubricating oil system 46-200521-06
Running-in filter
17
16
18 - 14 W46/W50DF
46-200521-06 Lubricating oil system
Check the oil pump at the intervals stated in chapter 04. If oil leakage
occurs, inspect the pump immediately.
W46/W50DF 18 - 15
Lubricating oil system 46-200521-06
18 - 16 W46/W50DF
46-200523 Lubricating oil system Appendix 18D
The wet sump can be provided with an oil level transducer, which
makes the use of an oil level stick unnecessary.
It consists of three floaters and four relays, which control the level of
lubricating oil in the oil sump:
1 The middle float (1) controls two relays, see Fig 18D-1. In the
lower position it starts the oil supply pump for oil refill and in the
higher position it stops the pump. The quantity filled is equivalent
to 10% of the total oil volume in the wet sump.
2 The upper float (2) controls the maximum limit of lubricating
oil. If the oil surface for some reason reaches this level an alarm is
activated resulting in engine shutdown.
3 The lower float (3) controls the minimum limit of lubricating
oil. If the oil level reaches this point an alarm is activated resulting
in engine shutdown.
Note! After an engine shutdown due to too low or high lubricating oil level
the engine may not be restarted before the reason for shutdown is
clarified and eliminated and the lubricating oil level is restored to
the right level.
18D- 1
Appendix 18D Lubricating oil system 46-200523
18D- 2
46-200523 Lubricating oil system Appendix 18D
Note! Keep the oil level near the max. mark and never allow the level to
go below the min. mark. The limits apply to the oil level in a stopped
engine.
Oil dipstick
A A
18D- 3
Appendix 18D Lubricating oil system 46-200523
18,0
m
in
oil
sump
18V
16,0
Range
of
use
14,0
12,5 16V
3
12,0
10,8 X
11,4 12V
10,0
9,9
9,1
8,0
9L
7,9
6,0 5,2
4,2
4,0
2,0
0,0
1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45
14 22,5 cm
dip
stick
Example: If the oil level on the dipstick shows 21 cm for a 16V engine,
the oil sump volume can be read from the diagram to about 11 m3
(pos. X), see Fig 18D-3
18D- 4
46-200525 Lubricating oil pump Appendix 18G
18G.1 Description
The lubricating oil pump (1) is a three- rotor screw pump and it is driven
by the gear mechanism at the free end of the engine
1 1
Caution! Before removing the unit, leave a couple of screws fastened until
the unit is secured with lifting belts/chain.
Leistritz 18G- 1
Appendix 18G Lubricating oil pump 46-200525
Note! The glide of the rail moves very easily. Make sure that the rail is in a
horizontal position and that there is nobody in front of the pump
when it gets loose from the pump cover.
29
31
836046
30
28
28
28. Lifting lug, 29. Rail, 30. Bracket, 31. Fastener, 836046. Tool
18G- 2 Leistritz
46-200525 Lubricating oil pump Appendix 18G
Driving gear
3 4
18G.1.2 Dismantling
Leistritz 18G- 3
Appendix 18G Lubricating oil pump 46-200525
Caution! The shaft nut at the driving screw (35) must not be loosened (manu-
facturing depending connection).
9 Mark the position of the idler screws (36) and driving screw
(35) in the end cover side.
10 Push the screw set out of the housing halfway.
11 Fix the idler screws (36) and driving screw (35) with a screw
set clamp device or a lifting belt.
12 Remove screw set out of the housing.
Caution! Be careful the screw set may sway when it comes out from the
housing!
36 35 39
41 17
38
43
40
44
20 37
21
23
22 34 42 19
17. Outer circlip, 19. Valve cone, 20. Adjusting screw, 21. Bearing, 22.
Gasket, 23. Cover, 34. Pin, 35. Driving screw, 36. Idler screw, 37.
Distance ring, 38. Inner circlip, 39. O-ring, 40. End cover, 41. Gasket,
42. Spring, 43. Screw, 44. Screw.
18G- 4 Leistritz
46-200525 Lubricating oil pump Appendix 18G
18G.1.3 Inspection
18G.1.4 Assembling
Note! Pay attention that the valve spring (42) fits into the spring collar and
the grooved pin (34) locks into the nut of the pump casing.
Leistritz 18G- 5
Appendix 18G Lubricating oil pump 46-200525
18 Mount the gear wheel (2) and the outer ring (4), see Fig 18G-3.
19 Tighten the screws (3) evenly and diametrically in two or
three stages to the correct torque, see chapter 07. If the gear wheel
(2) has been changed, check the backlash after mounting the pump
to the engine, see chapter 06.
18G- 6 Leistritz
50-200527-08 Cooling water system
Note! Only treated fresh water must be used for cooling the engine, see
chapter 02. for water quality.
TSZ TE
402B 402B
TI
TE TE
432B 475 07 TI
01 02
TI TI
TI
06 TE
TE 451
401
06 PT
PT
PT 477 07
TI 451 TI
401 TI
01 02 TE
TE TE 477
432A TE
472
452
PI TI
PI TI
TSZ TE
402A 402A
03 04
401 406 411 404A 402 451 454A 452 483 485A 484
W46/W50DF 19 - 1
Cooling water system 50-200527-08
19 - 2 W46/W50DF
50-200527-08 Cooling water system
19.1.1 HT circuit
The HT circuit includes cylinders, cylinder heads, charge air and turbo-
charger (except TPL-turbochargers, which are not water cooled).
In some installations the HT-stage of the charge air cooler can be cooled
by LT-water.
For more detail information, see separate installation specific
documentation.
From the pump water flows to the distributing duct which is cast in
the engine block. From the distributing ducts, water flows through the
cooling water bores in the cylinder liners and continues to the cylinder
heads. In the cylinder head water is forced by the intermediate deck to
flow along the flame plate, around the valves to the exhaust valve seats
and up along the fuel injector sleeve.
From the cylinder head water flows out through a connection piece (1)
to the collecting pipe (2) (see Fig 19-2 ) and, depending on installation,
through the first stage of the charge air cooler or to a preheating unit.
In case of water cooled turbochargers, part of water flows through the
turbocharger parallel to the flow to the cylinders.
The system outside the engine is not handled in this manual.
See separate installation specific documentation.
2 1 LT HT
406
401
468.1
(401) HT- water inlet, (402) HT- water outlet, (451) LT- water inlet,
(452) LT- water outlet, (406) Water from preheater, (468.1) LT-water
to air cooler by-pass or generator, (HT) Charge air cooler HT- side,
(LT) Charge air cooler LT- side
Depending on installation, the pipe connections may vary .
W46/W50DF 19 - 3
Cooling water system 50-200527-08
19.1.2 LT circuit
The LT circuit cools the charge air and the lube oil, see Fig 19-2 and
Fig 19-3.
LT water flows first through the second stage of the charge air cooler,
then to the separate lube oil cooler and through the separate tempera-
ture control valve.
Depending of installation, the LT-water can be connected to the
HT-stage of the charge air cooler after lube oil cooler.
The engine can be equipped as an option with a 3-stage air cooler, if
adequate cooling of charge air can not be achieved by 2-stage cooler,
see chapter 01.2.
The necessary cooling for the LT water is gained from the central
cooler.
The system outside the engine is not handled in this manual.
See separate installation specific documentation.
1 2 LT2 LT1
HT
483
484
19 - 4 W46/W50DF
50-200527-08 Cooling water system
Air Vent
404
3 416 454
HT
LT
Alternative 1
454 404
485 416
3
LT2 LT1 HT
Alternative 2
3. Venting box,
Note! When the engine is in use, the venting pipes must always be open
so that air can vent from the system.
W46/W50DF 19 - 5
Cooling water system 50-200527-08
19.3 Preheating
For preheating purposes, a heater circuit with a pump and heater are
connected in the HT circuit before the engine. The non-return valves
in the circuit force the water to flow in the correct direction.
19 - 6 W46/W50DF
50-200527-08 Cooling water system
W46/W50DF 19 - 7
Cooling water system 50-200527-08
19 - 8 W46/W50DF
50-200527 Water pump Appendix 19A
19A.1 Description
The engine driven water pumps are centrifugal pumps driven by the
gear mechanism at the free end of the engine. The shafts are made of
acid resistant steel, with the remaining main components of cast iron.
The radial shaft sealing (44) prevents oil and the shaft sealing (40)
in the pump prevents cooling water from leaking out, see Fig 19A-1.
In addition to the shaft sealing (40) there are also O-rings (50) and
(51) to seal the water side.
Disassembling:
1 Open the nuts (61) and remove the suction flange (4).
2 Remove the screw (24) and the washer (25) and then the im-
peller (3) with an extractor (837005).
Assembling:
3 When reassembling the impeller (3) by using washer (25) and
screw (24), tighten the screw to stated torque, see chapter 07. Loosen
the screw and remove the impeller with the extractor (837005).
Apply locking compound on the screw and tighten the impeller
finally to the stated torque.
4 Check the tightening of the studs (60) to the pressure cham-
ber (2).
5 Renew the O-ring (51) to the suction flange (4) and tighten
the flange to the pressure chamber (2) with nuts (61).
6 Mount the plug (82).
WD-125 19A - 1
Appendix 19A Water pump 50-200527
Disassembling:
1 Disassemble the impeller according to section 19A.2.1.
2 Remove the shaft sealing (40) together with the ring (41) and
O-ring (42).
Assembling:
3 Lubricate the O-ring (42) with soapy water and assemble it
with the ring (41) to the sealing flange (5).
4 Lubricate the rubber bellow of the shaft sealing (40) and the
shaft with soapy water and push the shaft sealing to the shaft with
the tool (846004).
5 Assemble the impeller according to section 19A.2.1.
Water pump
60 2 50 67 16 5 7 6 31 11
61
51
4 43
3
25
24
82
45 44 30
40
41 42
19A - 2 WD-125
50-200527 Water pump Appendix 19A
The water pump can be removed from the engine by using the lifting
tool (836054), see Fig 19A-2.
29
31
28
836054
Warning! The glide of the rail moves very easily. Make sure that the rail is in a
horizontal position and that there is nobody in front of the pump
when it gets loose from the pump cover.
WD-125 19A - 3
Appendix 19A Water pump 50-200527
Caution! Re-install the friction rings (13) exactly as situated in Fig 19A-3. The
friction rings should fall easily in place and must not jam.
19 Lubricate the radial shaft sealing (44) with oil and assemble
it to the bearing housing the lip of the sealing towards the bearing
housing. Use the tool (846004).
20 Assemble the Vring (45) to the shaft the lip towards the shaft
sealing (44).
21 Assemble the sealing flange (5) and fit the O-ring (50) on it.
22 Check the tightening of the studs (60) to the pressure cham-
ber (2). Assemble the pressure chamber (2) to the bearing housing
(6) and tighten the nuts (67).
23 Assemble the shaft seal according to section 19A.2.2.
19A - 4 WD-125
50-200527 Water pump Appendix 19A
13
13. Friction rings 15
15. Pressure plate
43. Screw
43
WD-125 19A - 5
Appendix 19A Water pump 50-200527
19A - 6 WD-125
50-200532 Water pump Appendix 19B
19B.1 Description
The engine driven water pumps are centrifugal pumps driven by the
gear mechanism at the free end of the engine. The shafts are made of
acid resistant steel, with the remaining main components of cast iron.
The radial shaft sealing (44) prevents oil and the shaft sealing (40)
in the pump prevents cooling water from leaking out, see Fig 19B-1.
In addition to the shaft sealing (40) there are also O-rings (50) and
(51) to seal the water side.
Disassembling:
1 Open the nuts (61) and remove the suction flange (4).
2 Remove the screw (24) and the washer (25) and then the im-
peller (3) with an extractor (837001).
Assembling:
3 When reassembling the impeller (3) by using washer (25) and
screw (24), tighten the screw to stated torque, see chapter 07. Loosen
the screw and remove the impeller with the extractor (837001).
Apply locking compound on the screw and tighten the impeller
finally to the stated torque.
4 Check the tightening of the studs (60) to the pressure cham-
ber (2).
5 Renew the O-ring (51) to the suction flange (4) and tighten
the flange to the pressure chamber (2) with nuts (61).
6 Mount the plug (82).
WD-200 19B - 1
Appendix 19B Water pump 50-200532
Disassembling:
1 Disassemble the impeller according to section 19B.2.1.
2 Remove the shaft sealing (40) together with the ring (41) and
O-ring (42).
Assembling:
3 Lubricate the O-ring (42) with soapy water and assemble it
with the ring (41) to the sealing flange (5).
4 Lubricate the rubber bellow of the shaft sealing (40) and the
shaft with soapy water and push the shaft sealing to the shaft with
the tool (846031).
5 Assemble the impeller according to section 19B.2.1.
Water pump
8
2
50
3
67 34
61 31
16
60
5 66
51
25
36
24
43
4
9 44
11
30
6
7
82 62
40
41 42
19B - 2 WD-200
50-200532 Water pump Appendix 19B
The water pump can be removed from the engine by using the lifting
tool (836054), see Fig 19B-2.
29
31
28
836054
Warning! The glide of the rail moves very easily. Make sure that the rail is in a
horizontal position and that there is nobody in front of the pump
when it gets loose from the pump cover.
WD-200 19B - 3
Appendix 19B Water pump 50-200532
18
43
15 43
12 Remove the screws (66) and the bearing flange (11), see
Fig 19B-1.
13 Dismantle the bearing part carefully by drawing the shaft
with bearings outwards from the bearing housing (6).
14 Remove the retainer ring (34) and the support ring (36).
15 Remove the radial shaft sealing (44).
16 Remove the bearings (30) and (31) with an extractor.
19B - 4 WD-200
50-200532 Water pump Appendix 19B
WD-200 19B - 5
Appendix 19B Water pump 50-200532
19B - 6 WD-200
50-200533-05 Exhaust system 20
6 5
A:
20 4
2
6
(4)
5
3
21
(64)
W46/W50DF 20 - 1
20 Exhaust system 50-200533-05
6 5
2
20
8
A:
4
3
5
21
4
3
20.2 Maintenance
20 - 2 W46/W50DF
50-200533-05 Exhaust system 20
Caution! Do not keep the wrench against the bellows when tightening,
otherwise the bellows can be deformated.
Thermal expansion of the connection piece (7), see Fig 20-3, as well as
the transversal movement of the last engine side exhaust pipe section
(8) cause together lateral movement (=misalignment) of the bellows
flanges. To avoid overstressing the convolutions a proper alignment
with a pre-offset is required.
L 8
TC
CL CL
TC
7 9 846602
W46/W50DF 20 - 3
20 Exhaust system 50-200533-05
Pre-offset adjustment
Pre-offset adjustment
L (mm) Offset (mm)
164 2-4
239 4
20 - 4 W46/W50DF
50-200533-05 Exhaust system 20
The engine can be equipped with an exhaust waste gate valve. For
further description and maintenance, see chapters 15. and 21.
W46/W50DF 20 - 5
20 Exhaust system 50-200533-05
20 - 6 W46/W50DF
50-200536-07 Starting air system 21
21.1 Description
The engine is started with compressed air of max 30 bar pressure.
Minimum pressure required is 15 bar. The main starting valve (01), see
Fig 21-1, is a special design with integrated throttle valve for slow turning,
see chapter 03. A pressure gauge (38) mounted on the instrument panel
indicates the pressure before the main starting valve. The inlet air pipe
from the starting air receiver is provided with a non return valve (14) and
a blow off valve (13) before the main starting air valve (01).
The main starting/slow turning valve is operated pneumatically via
the solenoid control valves (16) and (17) by pushing the start button
(39) on the local instrument panel or by activating the solenoids from
remote control.
Main starting air valve and slow turning valve in one unit
22 01 16 38 39
03
17
13
02 14
04
09
01. Main starting valve, 02. Flame arrestor, 03. Starting valve,
04. Starting air distributor, 09. Blocking valve, 13. Blow of valve,
14. Non return valve, 16. Control valve, 17. Control valve,
22. Slow turning valve, 38. Pressure gauge, 39. Start button
WRTSIL 50DF 21 - 1
21 Starting air system 50-200536-07
When the main starting valve opens, the starting air passes through
the slow turning valve (22) (if not activated) and partly through the
flame arrestors (02) to the starting valve (03) in the cylinder head. Part
of the air passes through the blocking valve (09) on the turning gear (if
not engaged) and through the starting air distributor (04) to open the
starting valves in the cylinder head. The starting air distributor
controls the opening time and sequence of the starting valves.
Slow turning is automatically activated for two revolutions if the engine
has been stopped for more than 30 min.
Blocking valve (09) on the turning gear is a precaution to prevent the
engine from starting when turning gear is engaged.
21.2.1 Description
Main starting air valve and slow turning valve in one unit
B A
24
25
21 - 2 WRTSIL 50DF
50-200536-07 Starting air system 21
When the starting signal is over the main starting valve closes and the
starting air pressure in engine piping is vented through connection (C).
21.3.1 Description
The starting air distributor is of the piston type with precision ma-
chined interchangeable liners (26). The liners as well as the pistons are
of corrosion resistant materials. The distributor pistons are controlled
by a cam (28) at the camshaft end. When the main starting valve opens,
the control pistons (27) are pressed against the cam, whereby the
control piston for the engine cylinder which is in starting position
admits control air to the piston (35) of the starting valve, see Fig 21-4.
The starting valve opens and allows air pressure to pass into the engine
cylinder.
29 33
28
30
32
26 27
31
1
1. To the starting valve, 26. Liner, 27. Piston, 28. Cam, 29. Protecting
plate, 30. End plate, 31. Plug, 32. Spring, 33. Plate
The procedure will be repeated as long as the main starting valve is
open or until the engine speed is so high that the engine fires. After the
WRTSIL 50DF 21 - 3
21 Starting air system 50-200536-07
main starting valve has closed, the pressure drops quickly and the
springs (32) lift the pistons off the cam. This means that the pistons
touch the cam only during the starting cycle and thus the wear is
insignificant.
1 Remove the protecting plate (29) and end plate (30), see Fig
21-3. Loosen all pippes from the distributor. Remove the fastening
screws and lift the distributor off.
2 Remove the plugs (31). The pistons (27) will come out due to
the spring force (32).
3 Take care not to damage the sliding surfaces of the pistons
and liners.
4 In case of a stuck piston, use thread M8 at the end of the
piston to get it out, if necessary.
5 It is recommended not to change the place of the pistons,
although they are precision machined to be interchangeable. Utilize
cylinder numbers stamped at the control air connections.
6 Clean the parts and check for wear.
7 If a liner is worn, press it out. It may be necessary to heat the
distributor up to about 200C as Loctite is used for fixing and sealing.
8 Clean the bore carefully so that the new liner can be inserted
by hand. Otherwise there is a risk of deformation of the liner and
sticking of the piston.
9 Apply Loctite 242 on the outside surfaces when mounting the
liner. Check that the openings in the liner correspond to those in
the housing.
10 Check that there is no Loctite on the inside sliding surfaces.
11 Apply Molykote Paste G to the piston sliding surfaces before
reassembling. Wipe off surplus paste. Check that pistons do not
stick.
12 Apply silicon sealant to both sides of the intermediate plate
(33). Do not use too much as surplus sealant will be forced into the
system when tightening the fastening screws.
13 After mounting the distributor to the engine but before con-
necting the control air pipes and the end plate (30), check that all
pistons work satisfactorily, e.g. by connecting compressed air (work-
ing air of 6 bar) to the distributor air inlet and by turning the
crankshaft. It is then possible to see whether the pistons follow the
cam profile.
21 - 4 WRTSIL 50DF
50-200536-07 Starting air system 21
Caution ! When testing the starting air distributor always vent the control air
pipes to the starting valves to avoid the engine from starting.
34 37
35 36
21.4.1 Description
The starting valve is operated by control air pressure coming from the
starting air distributor. The valve consists of a valve spindle (37) with
a spring-loaded piston (35) mounted in a separate housing.
Check and clean the valve in connection with overhauls of the cylinder
head.
1 Remove the fastening yoke and pull out the valve.
2 Open the self-locking nut (34) and remove the piston (35).
3 Clean all the parts.
4 Check the sealing faces of the valve and valve seat. If neces-
sary, lap the valve by hand. See instructions for the engine valves
in chapter 12.
5 If it is necessary to change the piston seals, take care not to
deform the Teflon ring, located outside the O-ring, more than
necessary. Lubricate the seals and the piston with lubricating oil.
6 After reassembling the valve, check that the valve spindle
with the piston moves easily and closes completely.
7 Check that the vent holes (36) in the valve are open.
WRTSIL 50DF 21 - 5
21 Starting air system 50-200536-07
21 - 6 WRTSIL 50DF
50-200536-07 Starting air system 21
Solenoid valves
EMERGENCY STOP
1
11
18 STOP
2
START
3
SLOW TURNING
5
12
10
WRTSIL 50DF 21 - 7
21 Starting air system 50-200536-07
21 - 8 WRTSIL 50DF
50-200536-07 Starting air system 21
Electrical instruments:
CV153-1 Stop solenoid
CV153-2 Stop solenoid
PT301 Starting air inlet pressure
PT311 Control air pressure
PT312 Low pressure control air pressure
CV321 Starting solenoid
CV331 Slow turning solenoid
CV381 VIC control solenoid
CV382 VIC venting solenoid
CV519 I/P converter for waste gate valve
CV 947 Gas venting solenoid
Pipe connections:
301 Starting air inlet, 30 bar
303 Driving air to oil mist detector, 2-12 bar
311 Control air to WG, BP and TC-cleaning, 4-8 bar
The system includes a filter (11), an automatic draining valve (10) and
furthermore an air container (12) and non-return valves to ensure the
pressure in the system in case of a lack of feed pressure, see Fig 21-6.
The main starting valve (01), which is described in detail in section 21.2
is actuated by solenoid valves (CV331) and (CV321) for slow turning
and by (CV321) for starting at remote start. Fig 21-7 shows the solenoid
valve, which is equipped with a push button and can be energized
manually. At the same time as the main starting valve is actuated, an
impulse goes to the automatic water separator, which opens during the
starting cycle to expel condensate water separated by the air filter (11).
WRTSIL 50DF 21 - 9
21 Starting air system 50-200536-07
21.6.2.1 Check
When starting, check that the automatic water drain works by watch-
ing whether water mixed with air flows out from the valve (10).
1
3
1 4
2
21.6.2.2 Maintenance
Filter, Fig 21-7 picture 1. The bottom part of the filter is attached to
the top part with a thread. To open the filter, vent the air and turn the
bottom part.
Clean the insert (1) and inside of the filter after each 8000 h.
Pressure control valve, Fig 21-7 picture 3. The pressure control valve
requires no maintenance. If there is any malfunction, change the valve.
21 - 10 WRTSIL 50DF
50-200536-07 Starting air system 21
21
B A
01
Y519 / CV519
311
01. Signal 4-20mA from control system, 21. Waste gate valve
A waste gate valve (21), see Fig 21-8, is used for limiting the charge air
pressure in engines which are optimized to part load, and in baseload-
engines for limiting the charge air pressure in cases of momentary
overload or when operating in low ambient temperature. The waste
gate valve is operated pneumatically and controlled electronically.
The waste gate valve is described in more detail in chapters 15. and
23.
WRTSIL 50DF 21 - 11
21 Starting air system 50-200536-07
01
02
03 04
01. Supply air to waste-gate valve 0-10 bar, 02. To positioner supply,
03. Charge air pressure from charge air receiver, 04. Output to
waste-gate positioners signal 0,2-1 bar
21 - 12 WRTSIL 50DF
50-200538-05 Control Mechanism 22
22.1 Description
During normal operation the engine speed is controlled by an electrical
speed governor and an actuator (18a) or a governor (18g) which regulates
the injected fuel quantity to correspond with the load, see Fig 22-1.
Control mechanism
Flywheel
7 end
A 11 18a 18g
16
16
5 4 2 3 19 10 15
15
8 9 A 14
14
13 C C
1 Alternative 1 Alternative 2
2
4 10 12 17
50
60
70
A-A B C
WRTSIL 50DF 22 - 1
22 Control Mechanism 50-200538-05
25 25 25
16
The movement from the regulating shaft, to the injection pump fuel
racks (1), is transferred through the control shaft lever (4) and then to
the fuel rack lever (2), see Fig 22-1. The torsion spring (3) enables the
regulating shaft and, consequently, the other fuel racks to be moved to
a stop position, even if one of the racks has jammed. In the same way
the torsion spring (5) enables the regulating shaft to be moved towards
fuel-on position, even if an injection pump has jammed in a no-fuel
position. This feature can be of importance in an emergency situation.
There is also a fixed mechanical limiter (20), see Fig 22-3, affecting
the regulating shaft directly by means of the lever (13). The limiter is
adjusted and locked by the engine manufacturer so that the engine can
not be overloaded and to give the best results for the operating charac-
teristics of the engine.
Note! If for any reason the limiters position or its operating characteristics
need to be changed, contact the engine manufacturer. The
changes to be done always under the manufacturers supervision,
who also will reseal the limiter after the change.
22 - 2 WRTSIL 50DF
50-200538-05 Control Mechanism 22
Mechanical limiter
20
13
Stop mechanism
The engine can be stopped by means of the stop lever (6), see Fig 22-4.
When the stop lever is moved to stop position, the lever (23) and the
link lever (7) actuate the primary (21) and the secondary gear segment
(22) to force the regulating shaft to stop position.
Stop mechanism
23
Normal
6
Stop
7
29
21
22
10
6. Stop lever, 7. Link lever, 10. Regulating shaft, 21. Primary gear,
22. Secondary gear, 23. Lever, 29. Locking nut.
WRTSIL 50DF 22 - 3
22 Control Mechanism 50-200538-05
The speed governor is provided with a stop function by which the engine
can be stopped remotely. The governor stop is also connected to the
electro-pneumatic overspeed protection system and to the automatic
stop system, which stops the engine through a pneumatic stop cylinder
on each injection pump at too low lubricating oil pressure, too high
circulating water temperature, or at any other desired function.
Overspeed trip devices
The engine is provided with two independent overspeed trip devices,
an electro-pneumatic device, see section 22.6 and a mechanical
device, see section 22.5 .
The electro-pneumatic device, see Fig 22-19 moves every fuel rack to
a no-fuel position ( 0 - 2 mm) by means of a pneumatic cylinder on each
injection pump. Air pressure actuates the piston at the free end of the
fuel pump rack.
The mechanical device actuates the lever (14), see Fig 22-1 and Fig
22-10 moving the regulating shaft to stop position. Both the electro-
pneumatic and the mechanical device can be tripped manually.
22 - 4 WRTSIL 50DF
50-200538-05 Control Mechanism 22
C B
C B
Alternative 1 Alternative 2
Normal A
Stop
B-B
C-C
A -A
WRTSIL 50DF 22 - 5
22 Control Mechanism 50-200538-05
25
15
10
The shaft joints (19) are connected to the regulating shaft (10) by
friction ring pairs (28) and the spring pins (26), see Fig 22-7.
When assembling the shaft joints (19) remember:
The spring pins (26) are to be installed before tightening the
screws (27).
The screws are to be lubricated.
Tightening torque for the screws is 20 Nm in steps.
Tightening order for the connecting screws is 123456.
22 - 6 WRTSIL 50DF
50-200538-05 Control Mechanism 22
Shaft joint
19 19 26 28
1 3
10
6 5
2 27
4
10. Regulating shaft, 19. Shaft joint, 26. Spring pin, 27. Screw,
28. Friction ring.
e) When reassembling the system, check that all details are placed in
the right position, that all nuts are properly tightened and to torque,
if so prescribed, and that all locking elements like pins, retainer rings,
locking plates are in their positions. Check according to pos. a) - d) in
section 22.2.
a) Check:
Set the terminal shaft lever (24) to the max. fuel position and
check that all fuel pumps also go to max. fuel position, see Fig 22-8
or Fig 22-9.
Set the stop lever (6) to the stop position.
Check that the fuel racks (1) go to 0 - 2 mm in all injection pumps.
b) Adjustment:
When the stop lever (6) is in the stop position, adjust the connection
rod (7) so that the fuel racks (1) go to 0 - 2 mm in all injection pumps,
see Fig 22-4. Lock the adjustment with locking nuts (29).
WRTSIL 50DF 22 - 7
22 Control Mechanism 50-200538-05
18
MAX
STOP
16
15
24
15. Lever, 16. Spring loaded rod, 18. Governor, 24. Shaft lever.
18
16
MAX
24
STOP
22 - 8 WRTSIL 50DF
50-200538-05 Control Mechanism 22
a) Check:
Set the stop lever (6) to the run position, see Fig 22-4.
Set the actuator terminal shaft lever (24) to the stop position, see
Fig 22-8 or Fig 22-9.
Check that all fuel racks (1) go to 0 - 2 mm in all injection pumps.
b) Adjustment:
Adjustment must be done according to section 22.4.4 .
14
45
X
WRTSIL 50DF 22 - 9
22 Control Mechanism 50-200538-05
EMERGENCY STOP
A
STOP
START
SLOW TURNING
A. Stop button
22 - 10 WRTSIL 50DF
50-200538-05 Control Mechanism 22
Check that the indicator (30) corresponds to the fuel rack (1) positions.
The position of the indicator is adjusted by the engine manufacturer
and is secured by a pin.
a) Check of adjustment
Set the stop lever (6) to the run position, see Fig 22-4.
V-engine:
Check that the actuator terminal shaft (24) is at middle position,
5 or 20 depending of scale. Adjust, if necessary, from the spring
loaded rod (16), see Fig 22-9..
Move the control shaft so that the load indicator (30) shows 35 mm,
see Fig 22-12.
Check that the fuel rack position on all fuel pumps is 35 0,5 mm.
In-line engine:
Check that the scales of fuel pumps and governor are adjusted
acording to the following table 1:
Table 1
Governor/ Position Fuel pump/mm
2 9
4 24
6 39,4
8 54,6
Adjust, if necessary, from the spring loaded rod (16), see Fig 22-8.
b) Adjustment
Adjust the control screw (31) to achieve the correct fuel rack
position; lock the adjustment, see Fig 22-12.
WRTSIL 50DF 22 - 11
22 Control Mechanism 50-200538-05
31 1 30 14
10
1. Fuel rack, 10. Regulating shaft, 14. Lever, 30. Load indicator, 31. Screw
22 - 12 WRTSIL 50DF
50-200538-05 Control Mechanism 22
22.4.1 General
Speed governor
37
18
39
38
32
In-line engine
37
73
39
32
38
V- engine
18. Governor, 32. Booster, 37. Connection, 38. Plug, 39. Screw, 73. Scale.
WRTSIL 50DF 22 - 13
22 Control Mechanism 50-200538-05
Governor drive
41 35 36 34
In-line engine
41 35 36 V-engine 34
Caution If any problems occur with governor drive gearing, contact the
nearest Wrtsil service network office.
22 - 14 WRTSIL 50DF
50-200538-05 Control Mechanism 22
1 Loosen the terminal shaft lever (24), see Fig 22-8 or Fig 22-9,
and make a clear mark on the lever and terminal shaft for refitting.
Remove the lever and open the electrical connection (37), see Fig
22-13.
2 Drain oil from the governor by opening the oil plug (38), see Fig
22-13.
3 Open the pipe connections to the booster.
4 Open the screws (39) and pull the governor vertically up-
wards by using a lifting sling, see Fig 22-15.
Note! The governor must not fall or rest on its driving shaft.
73
73
Alternative 1 Alternative 2
73. Scale.
WRTSIL 50DF 22 - 15
22 Control Mechanism 50-200538-05
22 - 16 WRTSIL 50DF
50-200538-05 Control Mechanism 22
22.5.1 Description
View C
C
53 46 59
14
70
2
45
69
44
58
43 56
55
A
56
54
B
42 A-A B
A
48 47 71 52 74
51 57
B-B
49 50
The trip mechanism is fastened to the camshaft end. When the engine
speed increases, the centrifugal force on the trip mechanism increases
and exceeds the force of the spring (42) at the set trip speed. The weight
(43) is thrown outwards forcing the latch (44) to turn, thus releasing
the spindle (45), which is forced outwards by the working springs (46).
At the same time when the lever (47) is released together with the latch
(44), the lever (47) activates the pneumatic valve (71), air pressure goes
to the cylinder to help the piston (59) to go out as quickly as possible,
see Fig 22-16.
WRTSIL 50DF 22 - 17
22 Control Mechanism 50-200538-05
The overspeed trip device may be tripped manually by the lever (47).
The engine cannot be restarted before the lever (14) has manually been
depressed so far that the latch (44) engages the piston of the spindle
(45), see Fig 22-16.
In V-engines, the control air pressure must be turned off first.
1 Turn the pressure reducing valve (33) counter-clockwise so
that the pressure gauge (34) points at zero, see Fig 22-17.
33
34
74
47
A
71
71 View A
33. Valve, 34. Gauge, 47. Lever, 71. Valve, 74. Air pipe.
22 - 18 WRTSIL 50DF
50-200538-05 Control Mechanism 22
14
837040
WRTSIL 50DF 22 - 19
22 Control Mechanism 50-200538-05
Caution! Do not increase the engine speed by more than 30 RPM above the
tripping speed.
6 Note the speed from the local speed indicator and record the
speed when the mechanical overspeed trip device is activated.
7 Reconnect the plug and set the maximum speed of the electri-
cal governor back to the original value, see step 1.
Note! One turn on the spring retainer corresponds to about 5 rpm in engine
speed.
4 Tighten the locking screw (49) to the stated torque, see sec-
tion 07.1.
5 Mount the plug (48) and check the tripping speed according to
section 22.5.
6 The spring (42) can be replaced through the opening of the
spring retainer (51), if necessary.
22 - 20 WRTSIL 50DF
50-200538-05 Control Mechanism 22
22.5.5 Maintenance
Caution! Always release the tripping device manually by lever (47) before
starting the maintenance work.
6 Open the screws (54) and remove the cover (55). Remove the
centrifugal tripping mechanism by removing the screws (56). The
screws are secured by wire which must be removed.
7 Check all moving parts for wear and replace if necessary.
8 Check that the oil drain hole (57) is open.
9 Change the self-locking nut (58) whenever it seems to be
loose, or when it has been removed.
10 Tighten the screws (56) to stated torque when assembling
and secure with steel wire, see section 07.1.
11 Tighten the screws (54) to stated torque, see section 07.1.
12 Use tool (837020) when mounting the springs (46).
13 When assembling the spindle and spring assembly, it is cor-
rectly done if the clearance (X) between the lever (14) and spindle
(45) is 0.3 - 0.5mm, see Fig 22-10.
If the whole spring assembly with the spindle has been dismantled be
sure when reassembling to adjust all the clearances on one side so that
releasing the trip device will not move the assembly.
14 Check the tripping speed according to section 22.5.3.
WRTSIL 50DF 22 - 21
22 Control Mechanism 50-200538-05
22.6.1 Description
A - A:
66
1 60
A
22 - 22 WRTSIL 50DF
50-200538-05 Control Mechanism 22
22.6.5 Maintenance
WRTSIL 50DF 22 - 23
22 Control Mechanism 50-200538-05
22 - 24 WRTSIL 50DF
50-200439-09 WECS 8000 for 50DF
23.1 General
This chapter describes the design and functions of the WECS 8000
(Wrtsil Engine Control System) engine management system, used
on Wrtsil50DF engines.
23.2.1 General
W50DF 23 - 1
WECS 8000 for 50DF 50-200439-09
23 - 2 W50DF
50-200439-09 WECS 8000 for 50DF
W50DF 23 - 3
WECS 8000 for 50DF 50-200439-09
23 - 4 W50DF
50-200439-09 WECS 8000 for 50DF
MCM-700 module
W50DF 23 - 5
WECS 8000 for 50DF 50-200439-09
CCM10 module
23 - 6 W50DF
50-200439-09 WECS 8000 for 50DF
W50DF 23 - 7
WECS 8000 for 50DF 50-200439-09
23 - 8 W50DF
50-200439-09 WECS 8000 for 50DF
IS-BARRIER
"Customer supply"
PDS129 TE511
PT271 MCM-700:2
CIB TE517
CCM10-A2
CIB
110VDC 2x2x2.5 2W2 CCM10-A1
CIB
DRIVING END
TE600 MULTICABLE 1W3 MULTICABLE 1W2 MULTICABLE 1W1
PT401 TE472 PT601
TE401 CV519 TE601
CV431 GT519 6 6 6 6 6 6 TCE601-2 CMOD
TE432 SE518 ST196P
TE5021A
TE5051A
TE5011A
TE5031A
TE5041A
TE5061A
CV113A
CV911A
CV143A
CV123A
CV921A
CV941A
SE624A
CV153A
CV951A
SE664A
SE614A
SE644A
TE711A
TE712A
TE721A
TE722A
TE741A
TE742A
TE751A
TE752A
CV133A
CV931A
SE634A
CV163A
CV961A
SE664A
TE731A
TE732A
TE761A
TE762A
PT471 CV621
ST196S
TE471 GS621 MCM700:1
TE701
TE700
TE704
TE703
TE702
TE705
TE707
TE706
P700.2
GS172
GS177
CV161
E700 PT700
CV153-1
CV153-2
CV321
CV331
GS792 PMOD
TE272 ST174
PT125
LS103A
PT201
PT201-2 LS108A
PT312 TE402-2
P700.1/24VDC
PT901 QS700
QS701 A2 A2W1 12x0.75 2x2x2.5 4W1
PT101 NS700 GOP A2W2 12x0.75 12x0.75 6W1
TE101 QU700
ST191
LDU 120+2x0.5
CV124
P700.2
PTZ201 12
TE201 E191
TE402 P700.2 P700.1 POWER SUPPLY
Sensors to A1 CABINET
TSZ402
12 pcs. (3x0.75) & 1 pcs. (2x1.5)
CV947
23.3.1 General
W50DF 23 - 9
WECS 8000 for 50DF 50-200439-09
CAN-repeater
MCM-700 WECSplorer
Sensors
Bank wiring
CCM-10
MCM-700 Sensors Cylinder wiring
23 - 10 W50DF
50-200439-09 WECS 8000 for 50DF
A number of hard wired signals, such as start, stop and emergency stop
are always provided, to secure safe operation even if the external bus
would during engine operation become inoperative. If hardwired com-
mands and bus commands (where both available) are in contradiction,
commands requesting for an activation of an action, will overrule the
other.
Apart from the electronic control modules, there is number of other
parts belonging to the WECS 8000 system. Below a description of these
other system parts.
The local control panel on the engine is equipped with push buttons,
switches, the GOP display and several mechanical back-up instru-
ments, see Fig 23-9.
W50DF 23 - 11
WECS 8000 for 50DF 50-200439-09
MAIN
UP
HELP
ENTER
HISTORY
DOWN
SHIFT
F1 F2 F3 F4 F5 F6 F7 F8
23 - 12 W50DF
50-200439-09 WECS 8000 for 50DF
The History page shows the latest events of the engine, e.g. engine
being started, alarms, gas trips etc. with a short description. The
description includes time of the event, type of event, sensor code and
sensor description. The event types are abbreviated into a one-letter
code:
A = Alarm
B = Startblock
S = Shutdown
E = Emergency stop
L = Load reduction (request)
M = Mode change
N = Note (e.g. for indication of that a pump starts)
Shift: Used in combination with the UP or DOWN keys, to swap
between Status-level and Service-level of the menus.
The Shift key must continuously be pressed down, when the UP/DOWN
keys are pressed.
F1: Start blockings & air pressures are being displayed.
F2: Engine performance parameters are being displayed.
F3: Exhaust gas temperatures are being displayed.
F4: Cylinder liner temperatures are being displayed.
F5: Main bearing temperatures, crankcase pressure and oil mist
concentration are being displayed.
F6: Cooling water system parameters are being displayed.
F7: Fuel- and lubricating oil system parameters are being displayed.
F8: Takes you to a menu of additional pages. Select page with the UP
or DOWN keys and then enter with the ENTER key.
Up: Takes you to a sub-page, if the menu selected is a multi-page
menu.
Enter: A sub-page is entered by pressing this key.
Down: Takes you to a sub-page, if the menu selected is a multi-page
menu.
W50DF 23 - 13
WECS 8000 for 50DF 50-200439-09
Relay module
23 - 14 W50DF
50-200439-09 WECS 8000 for 50DF
The power module (PMOD) is part of the main cabinet of the engine
(A1), and handles the power distribution and filtration within the
WECS 8000 system.
The external 24VDC power supply enters the PMOD via two separate
inputs. The two 24 VDC power supplies are via diodes inside PMOD
connected to a EMC-filter. There are separate distribution lines from
the PMOD to each sub-module, all having an individual fuse.
W50DF 23 - 15
WECS 8000 for 50DF 50-200439-09
23 - 16 W50DF
50-200439-09 WECS 8000 for 50DF
PMOD
110 VDC
24 VDC
24 VDC
0V 24 VDC
W50DF 23 - 17
WECS 8000 for 50DF 50-200439-09
The function of the fuel feed pump should be checked for each instal-
lation depending on the design of the fuel oil system. Automatic start
and stop of the feed pump, is to be controlled by the unit control panel.
The engine speed is measured, based on the signal from two speed
sensors. Both speed sensors are connected directly to the main control
module (MCM-700), where the speed calculation is carried out in.
The information is used as feedback for the internal speed controller,
but also for overspeed protection, and additionally in some engine
speed dependent control maps. In case both speed signals interrupt in
the main control module, it will use the speed indication sent out over
CAN from the cylinder control modules.
For the gas admission- and pilot injection timing processing, the
cylinder control modules (CCM-10) need accurate information about
the engine speed and engine angular position. Therefore the engine
speed- and phase signals are connected to each cylinder control module,
for this calculation. These signals are hard-wired to each module, i.e.
not transferred as data over CAN.
23 - 18 W50DF
50-200439-09 WECS 8000 for 50DF
For redundancy reasons two speed sensors and two phase sensors are
connected to each cylinder control module. The hardwired speed/phase
signal distribution is described in Fig 23-19
The engine speed is measured by means of pulses, coming from two
magnetic sensors, which are mounted at the flywheel. The speed
sensors are providing 24VDC square-wave pulses (amplified push-pull
type output), derived from dedicated speed-sensing holes in the fly-
wheel. The pulse frequency generated by these sensors is hence pro-
portional to the engine speed
Engine
Prime phase
Backup phase
Speed sensor
W50DF 23 - 19
WECS 8000 for 50DF 50-200439-09
As WECS 8000 must detect the accurate engine angular position, one
missing hole is arranged in both speed sensing hole-peripheries on the
flywheel, i.e. the pulse train will contain one missing pulse for each
engine revolution.
Phase sensor
The angular locations of the missing holes are such, that the end-edge
(= positive electrical flank) of the hole coming after the missing hole, is
accurately at TDC (Top Dead Centre) of cylinder (A)1.
The speed sensors use separate holes, but the holes are "in parallel",
thus the phase difference between the two signals is negligible. The
number of holes is 120 minus the missing one, i.e. 120 - 1.
Prime
Backup
23 - 20 W50DF
50-200439-09 WECS 8000 for 50DF
The sensing gap for these engine speed sensors has to be 2,5 mm +/-0,2
mm. The speed signal pulse train from the two speed sensors will have
the shape as in picture below. This signal is connected to all cylinder
control modules, as well as to the main control module.
The main control module however, has no use of the TDC information,
only the speed level.
As the engines controlled by WECS 8000 are 4-stroke engines, the
crankshaft and thereby flywheel will make two revolutions for one
complete engine cycle. To detect which TDC marker signal (missing
pulse) belongs to the working phase of cylinder A(1), also engine phase
detection is needed. Two phase sensors are provided of redundancy
reasons. These sensors are mounted at the driving end of the camshaft
of the engine. These sensors are PNP-type proximity switches.
The phase sensors are detecting the "phase" of the engine by means
of detecting the position of a "half-moon" disc, attached to the driving
end of the camshaft. This disc is mounted in such a way, that a positive
edge (signal going high) will occur 180 BTDC of cyl. (A)1, and will
remain high until 180 ATDC for the same cylinder, see picture below.
Based on whether the phase signal is high (24VDC) or low (0VDC)
when the missing pulse comes, WECS can exclude the false missing
pulse. Only the missing transition coming while the phase signal is
high, is in WECS defined as true.
Drillings
Missing drilling
Hi
Signals
Low
W50DF 23 - 21
WECS 8000 for 50DF 50-200439-09
The sensing gap for these engine phase sensors has to be 1,5 mm +/-0,2
mm.
All four sensors are individually monitored in the cylinder control
modules, and an alarm will be initiated if any of these sensors would
fail. Each cylinder control module sends the calculated speed over CAN
to the main control module, and if the prime speed signal fails in that
module, it will initiate an alarm, and use the information over CAN as
back-up signal for the speed controller and other calculations.
In case of an engine overspeed, the main control module will instantly
initiate an emergency stop. Also an independent second overspeed
protection is provided on DF engines, as part of the RM-11 modules
functionality. A separate back-up engine speed sensor is connected to
this independent safety module, which is located in the WECS cabinet
of the engine. The RM-11 initiates independently of WECS an emer-
gency stop of the engine, in case engine overspeed is detected.
23 - 22 W50DF
50-200439-09 WECS 8000 for 50DF
Aligment Mark on
Connector Barrel
red -1
+V
4 1
METAL
yellow -4
3 2
black -2
OV
uncoloured -3
View on End
of Connector
W50DF 23 - 23
WECS 8000 for 50DF 50-200439-09
23 - 24 W50DF
50-200439-09 WECS 8000 for 50DF
W50DF 23 - 25
WECS 8000 for 50DF 50-200439-09
IS872 Engine ready for start: Output is active when the engine
is in stop mode (engine standstill and reset) and no start blocking
is active.
XS7318 Slowturning pre-warning: Used to start auxiliaries,
such as generator bearing lubricating oil pump etc. Indicates 20
seconds before a periodic slowturning (engine in stand-by), that
this automatically initiated procedure is about to occur. The
output stays high also during the slowturning procedure. Not
active before normal start since the automation system then has
started necessary auxiliaries.
IS875 Start failure indication: Indicates that an engine start
has failed.
IB724 Remote control indication: Indicates that the re-
mote/local switch is in remote position, and engine operation is
controlled remotely.
IS181 Speed switch 1: Output activated at a pre-defined "engine
running" speed level. See installation specific document for de-
tails.
IS182 Speed switch 2: Output activated at a pre-defined "engine
overspeed" speed level. See installation specific document for
details.
IS183 Speed switch 3: Output activated at a pre-defined third
speed level. See installation specific document for details.
IS184 Speed switch 4: Output activated at a pre-defined fourth
speed level. See installation specific document for details.
XS7323 Shutdown pre-warning: Output activated a pre-de-
fined time before the engine will automatically shut down, to
ensure possible manual activation of the systems Stop/shutdown
override input, in critical situations. The shutdowns related to
here, are engine internal automatic shutdowns with built-in de-
lays, not emergency stop signals or command signals.
IB7324 Shutdown status: Indication that a shutdown or emer-
gency stop is active, and that the engine has shut down.
IS7602 Stop/shutdown status: As above, but also activated at
normal stop. Output used to control the opening of the generator
breaker and other devices needing a status indication from the
engine.
IS877 Engine run/stop: Output is active when engine is in start-
and run mode.
23 - 26 W50DF
50-200439-09 WECS 8000 for 50DF
W50DF 23 - 27
WECS 8000 for 50DF 50-200439-09
23 - 28 W50DF
50-200439-09 WECS 8000 for 50DF
23.7.2 Alarm
W50DF 23 - 29
WECS 8000 for 50DF 50-200439-09
Engine running
Mech. overspeed device tripped
Stop lever in stop position
23 - 30 W50DF
50-200439-09 WECS 8000 for 50DF
23.7.4 Stop
Local stop
Remote stop
23.7.5 Shutdown
W50DF 23 - 31
WECS 8000 for 50DF 50-200439-09
23 - 32 W50DF
50-200439-09 WECS 8000 for 50DF
23.8.1 General
W50DF 23 - 33
WECS 8000 for 50DF 50-200439-09
Engine modes
Software
iniatiation
Stop
Mode
Run
Mode
23 - 34 W50DF
50-200439-09 WECS 8000 for 50DF
CA CA PW PW FA PW SW SW SW SW
N N R R IL R L1 L1 L2 L2
1 2 CT DW 5V CT ST CT ST
L R L AT L AT
US US
W50DF 23 - 35
WECS 8000 for 50DF 50-200439-09
A1 CABINET Local
Emergency stop info
emerg .
stop
Safety wire status
+24V
+110V
B+
IB+
IB+
IB+
B+
IB+
B+
B+
Safety
Safety
Safety
Safety
wire
wire
wire
wire
SSR
SSR
SSR
SSR
SSR
23 - 36 W50DF
50-200439-09 WECS 8000 for 50DF
Following LEDs are only in use if a 2nd safety wire loop is used:
SWL 2 CTL (green light is on, when the safety wire loop 2 output
of the specific module is OK)
SWL 2 STATUS (green light is on, when the safety wire loop 2
status is OK)
The control sequence in case of an emergency stop request, is built
according to the flow chart in Fig 23-29.
W50DF 23 - 37
WECS 8000 for 50DF 50-200439-09
*) Background check
Emergency
routine for activation of
stop mode emergency mode
routine*) continuously active.
Disable MFI
control and PFI
control
Set IB7324
Shutdown
indication,IS7602
Stop/shutdown
status CV153-
1/-2 Diesel stop
solenoid, CV621 *) Only in case of
Charge air shut-off engine overspeed
valve*)and OS947
degassing valve
true. Set CV311
Control air solenoid
IS877 Engine run/
stop and CV1X7
SSV valve false
Engine
speed =
0?
Tran-
sition on
OS7308
reset and
no shut-
down/
em.stop
active?
Enter stop
mode
23 - 38 W50DF
50-200439-09 WECS 8000 for 50DF
Shutdown sequence
*) Background check
Shutdown
routine for activation of
mode routine
shutdown mode
*)
continuously active.
Set IB7324
Shutdown
indication,IS7602
Stop/shutdown
status and CV153-
1/-2 Diesel stop
solenoid true. Set
IS877 Engine run/
stop false. Disable
MFI control
Engine
speed < Shutdown
PFI max time
enable elapsed?
speed?
Engine
speed =
0?
Tran-
sition on
No reset transition OS7308
necessary, only timed reset and
delay, if HS722 local stop no shut-
or OS7304 remote stop down/
caused the shutdown. em.stop
active?
Enter stop
mode
W50DF 23 - 39
WECS 8000 for 50DF 50-200439-09
WECS 8000 switches over from start mode to run mode, when the
engine speed reaches 175 rpm during acceleration, and this mode will
remain active until a (manual) stop is requested, or a shutdown- or
emergency stop request has become active.
In run mode, the engine can operate in three different fuel operating
modes; gas-, diesel- or backup mode. The engine can be started in any
of these modes (defined by the status of the gas- diesel- & backup mode
request inputs), and a transfer to another mode is possible under engine
operation. If the engine has been started to operate in backup operating
mode, it is however not possible to perform a transfer to gas operating
mode, because the pilot injector check was not performed during the
start sequence, or has been disabled during engine operation. A trans-
fer from diesel- to gas mode is only possible, after the reason for the
trip has been cleared and a reset performed.
The control sequence in case of a transfer to gas, is built according to
Fig 23-31.
23 - 40 W50DF
50-200439-09 WECS 8000 for 50DF
Transfer
routine
Transition
of
OS7300G Return
gas mode
selection?
Engine in
run Return
mode?
Gas trip
or pilot
Y Return
trip
active?
Engine
load >
Y Return
transfer
load limit?
Set alarm
Gas leak Max MCC press
test leaktest buildup time
Y
complete time elapsed true,
true? elapsed? trip to diesel
mode
Set OS947
degasing valve
true
Delay gas
ventilation time
W50DF 23 - 41
WECS 8000 for 50DF 50-200439-09
Gas
Min gas pressure
press. >= MCC
time gas press
elapsed? ref[load]?
Y Y
Ramp gas/diesel
fuel ratio from
100% diesel to
100% gas
Continue gas
mode run
routines
23 - 42 W50DF
50-200439-09 WECS 8000 for 50DF
W50DF 23 - 43
WECS 8000 for 50DF 50-200439-09
OS7318
Blackout
start
mode or
OS7306e
Stop
Y shutdown
override
true?
OS7300 OS7300G
DI diesel Gas
mode mode
request request
true? true?
Y Y
Backup
Diesel mode Gas mode
mode start
start routine start routine
routine
23 - 44 W50DF
50-200439-09 WECS 8000 for 50DF
Gas mode
start routine
Activate start
mode, set CV155
actuator booster
and CV311 control
air solenoid and
IS877 Engine run/
stop true. Set CV153-1 /-2
Set IS872 ready diesel stop
for start false. solenoid true
50 DF: Set CV947
degasing
valve false
Y
OS7317
Standby Set CV331
mode slowturning valve
request and CV321 start
false & valve true
50 CD?
Set alarm
slowturning Delay
failed true, slowturn
Y
enter maxtime
shutdown elapsed?
mode
Set alarm &
Engine IS875 start
Gas vent
revs >= failure true,
maxtime Y
gas vent. enter
elapsed?
turns? shutdown
mode
Y
Engine
speed > Max start
PFI time
enable elapsed?
speed?
Set CV153-
1/CV153-2 diesel
stop solenoid false
50 DF: Enable
diesel MFI control,
set MFI demand
acc. to diesel start
fuel limiter [speed]
W50DF 23 - 45
WECS 8000 for 50DF 50-200439-09
Set IS875
Engine
Start failure
speed > Max start
start air time Y indication
true, enter
disable elapsed?
shutdown
speed?
mode
23 - 46 W50DF
50-200439-09 WECS 8000 for 50DF
Set CV155
actuator booster
false
Set IS875
Engine start failure
speed > Max start indication
time Y
run mode true enter
elapsed?
level? shutdown
mode
Set IS875
Engine start failure
speed > Max start
diesel Y indication
time
MFI off elapsed? true,enter
shutdown
speed?
mode
50DF: Delay
exhaust
stabilisation time
W50DF 23 - 47
WECS 8000 for 50DF 50-200439-09
Enable gas
pressure control,
ramp gas pressure
reference acc. to
gas ramp rate
Set IS875
Engine start failure
Max start
speed > indication
time Y
start limit true, enter
elapsed?
window? shutdown
mode
Continue gas
mode run
routines
23 - 48 W50DF
50-200439-09 WECS 8000 for 50DF
Diesel
mode start
routine
Activate start
mode, set CV155
actuator booster,
CV311 control air
solenoid and
IS872 Engine run/ Set CV153-1 /-2
Stop true.Set IS875 diesel stop
ready for start false solenoid true
50DF:Set CV947
degasing valve false Y
Engine
Set CV331
revs >=
slowturning valve Y
slowt.
Set CV321 start false
revs?
valve true
Set alarm
slowturning Delay
failed true, slowturn
Y
enter maxtime
shutdown elapsed?
mode
Engine
speed > Max start
PFI time
enable elapsed?
speed?
Y
Set IS875
start failure
50DF: indication
Set CV153- true, enter
1/CV153-2 diesel shutdown
stop solenoid false mode
50DF Enable
diesel MFI control,
set MFI demand
acc. to diesel start
fuel limiter [speed]
W50DF 23 - 49
WECS 8000 for 50DF 50-200439-09
32DF:Set CV130
Pilot fuel pump
start true
Set IS875
Engine
start failure
speed > Max start indication
start air time Y
true, enter
disable elapsed?
shutdown
speed?
mode
Set IS875
Engine
start failure
speed > Max start indication
booster time Y
elapsed? true, enter
off
shutdown
speed?
mode
Set CV155
actuator booster
false
23 - 50 W50DF
50-200439-09 WECS 8000 for 50DF
Set IS875
Engine start failure
speed > Max start indication
time Y
run mode true , enter
elapsed?
level? shutdown
mode
Set IS875
Engine start failure
speed > Max start indication
diesel time Y true , enter
MFI off elapsed?
shutdown
speed? mode
50DF:Disable MFI
control, set
CV153-1/CV153-2
diesel stop
solenoid true
50DF:Delay
exhaust
stabilisation time
Set IS875
Engine start failure
Max start
speed > indication
time Y
start limit true , enter
elapsed?
window? shutdown
mode
Y
Continue
diesel
mode run
routines
W50DF 23 - 51
WECS 8000 for 50DF 50-200439-09
Backupmode
start routine
Activate start
mode, set CV155
actuator booster,
CV311 control air
solenoid and
IS877 Engine run/ Set CV153-1 /-2
stop true.Set IS872 diesel stop
Engine ready for solenoid true
start false.50DF Set
CV947 degas.valve
Y
false
Set CV331
OS7317 slowturning valve
Standby and CV321 start
mode valve true
request
false&
50DF?
Set CV331
slowturning valve Engine
and CV 153 -1/-2
Y revs >=
Diesel stop
slowt.
solenoid
revs?
Set CV321 start false
valve true
Set alarm
slowturning Delay
failed true, slowturn
Y
enter maxtime
shutdown elapsed?
mode
Set IS875
Engine
start failure
speed > Max start
indication
PFI time Y
true, enter
enable elapsed?
shutdown
speed?
mode
Set IS875
Engine start failure
speed > Max start indication
start air time Y true , enter
disable elapsed? shutdown
speed? mode
23 - 52 W50DF
50-200439-09 WECS 8000 for 50DF
Set CV155
actuator booster
false
Set IS875
Engine start failure
Max start
speed > indication
time Y
run mode true , enter
elapsed?
level? shutdown
mode
Set IS875
Engine start failure
Max start
speed > indication
time Y
start limit true , enter
elapsed? shutdown
window?
mode
Continue
backup mode
run routines
W50DF 23 - 53
WECS 8000 for 50DF 50-200439-09
When the WECS 8000 system is powered up, stop mode will be entered
by default. After a manually activated stop of the engine, stop mode
will be entered when the engine is standstill, and a timed delay has
elapsed. Stop mode is also entered after an automatic shutdown or
emergency stop, but not before the engine is standstill and the reset
has been pressed. In case a start blocking is active in stop mode, an
engine start is automatically prohibited. A number of engine condi-
tions, as well as the activation of any of the external start blocking
inputs, can lead to this situation. See Alarm and Safety chapter for
details. When no start blocking is active, the output ready for start will
be set high. This condition will also be indicated on the GOP.
In stop mode, slowturning will occur periodically, if the remote
standby request input is set high, and the engine ready for start
condition is true.
The control sequences under stop mode, are built according to the
following flow charts.
23 - 54 W50DF
50-200439-09 WECS 8000 for 50DF
Stop mode
routine
Set IB7324
Shutdown
indication,IS7602
Stop/shutdown
status,CV153-1/
CV153-2 Diesel
stop solenoid,
CV621 Charge air
shut-pff valve,
CV311 Control air
solenoid and
OS931O Open
gas supply false
W50DF 23 - 55
WECS 8000 for 50DF 50-200439-09
Cyclic slowturning
*) Background check to
enter this sub-mode.
Cyclic Condition: Stop mode
slowturning active AND OS7317
routine *) standby mode request
true AND Engine ready for
start true.Routine immediately
disabled if conditions are
false.
Reset timer
slowturn cycle
time
Y
Y
Set XS876
slowturning pre-
warning true
Delay slowturning
pre-warning time
Set CV331
slowturning valve
and CV321 start
valve true
Set CV331
Engine
slowturning valve
revs >=
and XS876 Y
slowt.
slowturning pre-
revs?
warning false
Set alarm
slowturning Delay
failed true, slowturn
Y
enter maxtime
shutdown elapsed?
mode
23 - 56 W50DF
50-200439-09 WECS 8000 for 50DF
23.9.1 General
23.9.2.1 General
The internal governor is provided with speed setting functions for
synchronising, load sharing during speed droop control, as well as load
control. It also provides fuel limitation and acceleration ramps used at
engine start.
Breaker status
Generator load Power output
Inc./Dec. speed
Synchronizer
Main gas
CAN Profibus
duration
CCM MCM
120-1 sensor Engine speed
- Engine speed
- Speed reference
Main gas Diesel actuator - Engine load
control valve - Load reference
W50DF 23 - 57
WECS 8000 for 50DF 50-200439-09
23 - 58 W50DF
50-200439-09 WECS 8000 for 50DF
W50DF 23 - 59
WECS 8000 for 50DF 50-200439-09
The gas supplied to the engine passes at first a gas valve unit (GVU).
The gas valve unit consists of a filter, temperature/pressure sensors, a
pressure regulating valve, safety (shut-off) valves and ventilation
valves.
Air
NC NC
PT TE PT
Engine
The solenoid valves (safety and ventilation valves) on the gas valve unit
are controlled by an engine external system, while the pressure regu-
lating valve is controlled by WECS 8000. During engine start & stop,
the sequenced control of the safety and ventilation valves is communi-
cated between WECS and the unit control panel. This communication
also includes a valve leakage test, performed prior to every engine start.
The gas supply pressure reference is calculated in the WECS 8000 main
control module, and this reference is dependent on the engine load. An
electrical pressure reference signal is sent out to the pressure regulat-
ing valve. The actual gas pressure is measured on the engine and
compared to the reference pressure. If the deviation is too high, an
alarm will be initiated. If the deviation increases even more, the safety
valves on the gas valve unit will cut the gas supply to the engine
immediately.
23 - 60 W50DF
50-200439-09 WECS 8000 for 50DF
Generator load
power output
Profibus
P MCM
I
Gas pressure
- Main gas pressure
- Main gas pressure reference
I
P
I/P Transm.
Gas
W50DF 23 - 61
WECS 8000 for 50DF 50-200439-09
In diesel- and backup operating mode, the main fuel injection control
is handled by a diesel actuator, setting the angular position of a diesel
fuel rack on the engine. The control signal to this actuator derives from
the same fuel control loop, as used for gas admission (determined
according to speed- or load control conditions of the engine, see speed
control chapter). During a transfer or a trip, the percentage share
between the fuel demand output to the gas admission valves and the
diesel actuator goes through a divider, i.e. the share will ramp from 0
% to 100 % or vice versa. The fuel control loop output is converted into
a proportional electrical signal, which is connected to a rotary elec-
tro/hydraulic actuator. Between the main control module and the
actuator, a signal converter (420mA/0200 mA) is used. During
cranking of the engine, the oil pressure in the actuator is boosted be
means of a separately controlled booster valve.
Generator load
CCM power output
Profibus
CAN
CCM MCM
Timing ref.
120-1 sensor
Duration ref.
- Main gas pressure
- Main gas pressure reference
23 - 62 W50DF
50-200439-09 WECS 8000 for 50DF
The pilot fuel pump is driven by the engine. The main control module
is controlling the pilot pressure, by means of using a PID-controller.
The reference pilot pressure for this controller is engine speed depend-
ent. For this control loop a pilot pressure sensor is used, and this sensor
is attached to the engine mounted pilot fuel pump unit. In the main
control module the measured pressure is compared to a pressure
reference table, and any deviation from the reference pressure will
result in a fast and accurate control signal change to the pilot fuel pump
unit. The pump unit is provided with a proportional control valve, for
pressure control purpose. Between the main control module and the
pump unit, a 4...20 mA/0...2000 mA current transformer is used. The
pilot pressure is continuously monitored, and if the pressure of some
reason is exceptionally high or low, a trip to backup operating mode
will be initiated.
W50DF 23 - 63
WECS 8000 for 50DF 50-200439-09
P a
I mV
Receiver pressure Cylinder knock
P Profibus
I MCM
Wastegate valve
- Wastegate ref.
kW - Engine speed
I - Engine load
Engine
load
t
I
Receiver temperature
An even gas admission duration setting for all gas admission valves
will not result in exactly the same gas quantity in all cylinders, due to
the geometry of the engine and due to some deviations in the gas valve
performance. This slight disparity is handled with the cylinder balanc-
ing control. The main control module compares each cylinders exhaust
gas temperature with the average exhaust gas temperature of the
entire engine, and adjusts the duration of the individual gas valves
with an offset, in order to minimise the deviation. There are limitations
for the maximum adjustment available in order to prevent that possible
component failures cause a too rich or too lean gas/air mixture. Above
an engine load level of approximately 75 % (tuneable) this compensa-
tion is disabled, and the duration offset will be determined according
to fixed values. The knock control algorithm of WECS 8000 will also
affect the gas admission duration. The cylinder exhaust gas control is
not active in diesel- and backup operating mode.
23 - 64 W50DF
50-200439-09 WECS 8000 for 50DF
If the engine is in gas operating mode, and the load level is above
approximately 15 % (tuneable) a cylinder knock based control will
enable. Light knock in any cylinder will immediately result in a slight
reduction of the quantity of gas injected into that cylinder. In order to
maintain the same engine load level, the speed/load controller will
automatically increase the gas admission into other cylinders. When
the situation normalises in the cylinder, the gas admission will slowly
be restored to the original setting.
This process is continuous, and keeps the cylinders slightly out of
knocking conditions. This process will ensure that the efficiency of the
engine is at optimal levels.
T a
MCM
average calc.
offset CAN Profibus Exhaust gas temp
CCM + knock offset
Exhaust gas calculation Cylinder knock
temp. knock
Main gas
control valve
W50DF 23 - 65
WECS 8000 for 50DF 50-200439-09
Caution! To avoid system failure, shock or possible fire, disconnect the power
supply to the system before applying a conductive lubricant. Also
ensure that the connectors are kept isolated. Improper handling of
the connectors may result in shorting, arcing, or shock.
23 - 66 W50DF
50-200439-09 WECS 8000 for 50DF
Caution! Take especial care when handling the last mentioned, silver con-
taining, chemical. This product is very conductive and will cause
short-circuit or/and earth fault if wrongly applied. Must be placed
directly on the contact surface and in very small amounts.
Squeeze by hand the fastening lever towards the body of the Weiland
connector to ensure that it remains securely connected to the connec-
tion block on the back side of the MCM.
Weiland connector
W50DF 23 - 67
WECS 8000 for 50DF 50-200439-09
DIN72585 connector
The MCM (alt. CCM) module (2) is located under a CIB unit (1), see
Fig 23-53. The CIB unit is attached to the MCM (CCM) module by
screws and multi-connectors inside. In case of malfunction, the MCM
(CCM) module can easily be removed and renewed without disman-
tling the CIB external cabling.
Caution! The engine must be in stop mode and MCM (CCM) power supply
disconnected during dismantling of the module.
23 - 68 W50DF
50-200439-09 WECS 8000 for 50DF
1 2
1. CIB module 7
2. MCM unit
3. Screw
4. Cover
4 3
4 Unscrew and remove the CIB fastening screws (6), see Fig
23-54
5 Unscrew and remove the MCM (CCM) fastening nuts (7).
6 Remove the MCM (CCM) module by carefully pulling both
the CIB and MCM (CCM) outwards. Then lower and remove the
MCM (CCM) module. Leave the CIB hanging in the cabling.
7 Mount the new MCM (CCM) module in the opposite order.
Check condition of sealings and vibration dampers. Renew if dam-
aged.
8 Reconnect the power supply to the module.
9 Load MCM (or CCM) software as separately described.
W50DF 23 - 69
WECS 8000 for 50DF 50-200439-09
CIB module
1
1. CIB module 6
5. Screw
6. Screw
5
23 - 70 W50DF