7 семестр (Бормотов А) / 1man_bw_l23_30_chn_23_30_instruktsiya_po_ekspluatatsii / MAN-BW L23-30 (ЧН 225_300)+ / MAN-BW L23-30 H Vol-1 (Instruction)+
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Index
Page1(1)
Description
Trouble Tracing |
503 |
Starting Failures |
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503.01(02) |
Faults in Fuel Oil System |
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503.02(01H) |
Disturbances during Running |
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.503.03(01H) |
Ignition in Crankcase |
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503.04(03) |
Trouble Shooting Guide for Turbine Starter. |
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.503.06(01H) |
Trouble Shooting for Cooling Water System |
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503.09(09) |
Trouble Shooting for Lubricating Oil Cooler |
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503.10{01) |
Working
Plates
Description |
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Starting Failures |
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503.01 |
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Page 1 (1) |
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Edition 02 |
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General |
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Trouble |
Possible cause |
Troubleshooting |
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Engine turns as soon as shut- |
Faults in electrical system. |
Check electrical parts. |
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off valve is opened, without |
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start button being activated. |
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Enginedoesnotturnwhenstart |
Air pressure in starting air re- |
Start compressors, re-charge |
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button is activated. |
ceiver too low. |
air receiver. |
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Main valve(s) closed. |
Open valve at receiver and |
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stop valve interposed in line |
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between receiver and engine. |
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Pinion does not engage with |
Check the air starter. |
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the flywheel. |
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Air motor runs, pinion engages |
Check the air motor for broken |
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but does not rotate. |
shafting,bearingorclutchjaws, |
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see Working Card 513-01.30. |
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Faults in electrical system. |
Check electrical parts. |
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Engine turns too slowly or |
Worn air motor parts. |
Remove and disassemble the |
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irregularly when start button is |
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air motor. Examine all parts |
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activated. |
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and replace any that are worn |
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or damaged. Use the guide- |
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lines for determining unserv- |
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iceable parts, see Working |
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Card 513-01.30. |
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Start valve is sticking in closed |
Check start valve. |
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position. |
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Low air pressure. |
Raise the air receiver pres- |
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sure. |
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Air starter works, but the drive |
Clutch or drive shaft broken. |
Dismantle the air starter and |
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shaft does not rotate. |
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repair it. |
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08028-0D/H5250/94.08.12
04.31 - ES0
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Description |
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Faults in Fuel Oil System |
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503.02 |
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Page 1 (3) |
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Edition 01H |
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L23/30H |
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Trouble |
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Possible Cause |
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Trouble Shooting |
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Engine turns on starting air, but |
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Sluggish movement of manoeuvering |
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Lubricate and mobilize rod con- |
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ignition fails. Fuel pumps are not |
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gear. |
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nections in manoeuvering gear. |
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actuated. |
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Governor setting incorrect. |
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Adjust governor, see special in- |
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struction manual. |
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Overspeed stop tripped. |
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Cancel overspeed stop. |
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Piston in stop cylinder is actuated. |
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Check that piston is not sticking. |
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Check that pressure in cylinder is |
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relieved. Check that the overspeed |
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trip is not actuated. |
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Piston in stop cylinder is actuated |
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Check pressures and tempera- |
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owing to uncancelled shutdown |
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tures. Check for faults in shut- |
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function (1). |
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down devices. |
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Failures in governor. |
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Check that governor is working |
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properly. For further fault location, |
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see special instr. manual. |
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Incorrect adjustment of manoeuve- |
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Check rod connec. Check that fuel |
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ring gear. |
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pump index is corresponding to |
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"Adjustments after trials" in testbed |
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chart. |
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Incorrect adjustment of limiter |
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Adjust setting of limiter cylinder. |
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cylinder. |
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Engine turns on starting air, but no |
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fuel is injected owing to failures in |
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Fuel oil service tank empty. |
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Pump oil into the tank. |
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fuel system. |
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Air in fuel pumps and fuel injection |
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Vent the fuel pumps with fuel with- |
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valves (2). |
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out air bubbles appears. If ignition |
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fails in just one cyl., vent the re- |
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spective fuel injection valve. If igni- |
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tion still fails, install a spare valve |
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before attempting to start the engi- |
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ne again. |
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0D/H5250/94.08.12-08028 |
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Worn-out fuel pump. |
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Change fuel pumps. |
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Defective fuel injection valves or |
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of fuel pumps. |
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Change defective fuel valves. |
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valve nozzles (4). |
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Too low pressure before fuel injection |
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Increase the fuel oil feed pump |
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pumps (3). |
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pressure. |
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Engine turns on starting air, fuel is |
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injected, but ignition fails. |
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Water in the fuel. |
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Drain off water and repeat venting |
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Fuel valves or nozzles defective (4). |
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Change defective fuel valves, |
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see Working Card 514-01.10. |
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Cont. |
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96.37 - ES0U-G
503.02 |
Faults in Fuel Oil System |
Description |
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Edition 01H |
Page 2 (3) |
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L23/30H
Trouble |
Possible Cause |
Trouble Shooting |
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Check intake and exhaust valve |
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Compression during start too low (5). |
for tight closing. Check cyl. wear |
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and piston rings. |
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Check fuel pump timing advance, |
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Incorrect timing of camshaft (6). |
and fuel valve opening pressure as |
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well as camshaft adjustment. |
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First ignitions are too violent |
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Slow turning with open indicator |
(safety valves are opening). |
Oil has collected on piston crown (7). |
valves. To locate defective fuel |
Engine runs erratically. |
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val-ve, remove oil. |
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Lubricate and mobilize rod |
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Sluggish movement of manoeuvering |
connections and bearings in |
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gear. |
manoeuvering gear. |
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Check rod connection is manoeu- |
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Fuel pump index too high. |
vering gear. Check that governor |
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is working properly. Limiter |
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cylinder to be set lower. |
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Remarks
1)If the shutdown function is due to overspeed, the shutdown impulse is cancelled by setting the overspeed governor and thus venting the stop cylinder.
2)Whenever air is present in the fuel oil system repeat venting of fuel pumps. The cause may be that a fuel valve is kept in open position (spindle sticking or spring broken). Heating of fuel to a too high temperature may have a similar effect owing to formation of gas in the fuel. If a sticking valve is found, it should be changed and overhauled. It should be cheked that no oil has collected on the piston crown. Air in the fuel oil system may also be the result of the fuel oil feed pump suckingin air through a defective stuffing box or a leaky seal.
3)If the fuel oil pressure drops, the filter may be clogged up, or the by-pass at the feed pump may have opened.
4)If the fuel is forced into the cylinder through a defective fuel valve or through worn-out atomizer holes, no or too sluggish atomization may prevent ignition, possibly followed by too violent ignition.
5)To obtain ignition temperature in the cylinders, the compression pressure during starting should be normal, see the testbed report. This can be checked by measuring the compression pressure during starting.Cylindershavingtoolowcompressionshould be inspected.
6)Major alterations of the combustion characteristics of the fuel may demand adjustment of the timing of the fuel pumps. One or more camshaft sections may be incorrectly fitted (after dismantling). Too high opening pressure of the fuel valves will also delay the injection.
08028-0D/H5250/94.08.12
96.37 - ES0U-G
Description |
Faults in Fuel Oil System |
503.02 |
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Page 3 (3) |
Edition 01H |
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L23/30H |
7) Oil on the piston crown will in most cases have leaked down from a defective fuel valve. As these oil accumulations are dangerous, the leakage should be found and remedied before the engine is started again.
Turbocharger Failure
If heavy vibrations, bearing failure or other trouble arise in a turbocharger, the engine load must be reduced until the vibrations cease. When possible, the engine is stopped in order to locate and remedy the fault (see turbocharger instr. manual).
If a repair cannot be made on the spot, it is decided if running may continue, with or without the defective charger blanked off.
When continuing the running with the turbocharger out of operation, the engine output must be reduced. The exhaust temperature must not exceed the normal valve, for full load running with an intact turbocharger. For further details see the separate turbocharger instr. manual.
08028-0D/H5250/94.08.12
96.27- ES0U-G
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Description |
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Disturbances during Running |
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503.03 |
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Page 1 (3) |
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Edition 01H |
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L23/30H |
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Trouble |
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Possible Cause |
Trouble Shooting |
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Exhaust temperature(s) |
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(All cyls.) Increased charging air |
See Working Card 512-01.00. |
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increase(s) |
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temperature due to ineffective air |
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coolers. |
Reduce load and water-wash tur- |
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(All cyls.) Fouling or air and gas |
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bine. Clean air filters and coolers. |
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passages. |
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(All cyls.) Insufficient cleaning of |
See Description 504.25. |
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fuel oil or changed combustion |
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characteristics. |
Check Pmax. Check camshaft ad- |
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(All cyls.) Wrong position of cam- |
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justment. |
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shaft (maladjustment). |
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(single cyls.) Fuel valve or valve |
See Working Card 514-01.10. |
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nozzle defective. |
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(Single cyls.) Leaky exhaust |
Check the valve clearance. Repla- |
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valves (1). |
ce cyl. head with defective valve. |
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(Single cyls.) Blow-byleaky com- |
See Working Card 506-01.00. |
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bustion chamber (2). |
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(Single cyls.) Damaged fuel pump |
Replace the single camshaft |
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cam. |
section. |
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Exhaust temperature(s) |
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(All cyls.) Decreased charging air |
Check that thermostatic valve (by- |
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decrease(s) |
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temperature. |
pass valve) in cold water system is |
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working properly and correctly set. |
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(Single cyls.) Air in fuel pump(s) |
Venting of fuel pump(s) until fuel |
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and fuel injection valve(s). |
without air bubbles appears. |
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Check feed pump pressure. |
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(Single cyls.) Spindle in fuel valve |
Change and overhaul defective |
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sticking (3). |
fuel valve. |
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(Single cyls.) Fuel pump plunger |
Change fuel pump plunger/barrel |
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sticking or leaking. |
assembly. |
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0D/H5250/94.08.12-08028 |
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Engine RPM decreases |
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Governor defective (4). |
Replace defective governor. |
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Pressure before fuel pumps too |
Raise fuel oil feed pump pressure |
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low. |
to normal. Check filter. |
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Fuel valve or fuel pump defective. |
Change defective valve or pump. |
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Water in the fuel. |
Drain off water and vent the fuel |
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pumps. |
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Increased internal friction in engine |
See "Ignition in Crankcase". |
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(5). |
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Cont. |
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96.37 - ES0U-G
503.03 |
Disturbances during Running |
Description |
Edition 01H |
Page 2 (3) |
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L23/30H |
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Trouble |
Possible Cause |
Trouble Shooting |
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Engine stops. |
Shutdown. |
Check pressure and temperatures. |
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If OK, check for faults in shutdown |
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devices. See also Starting Failures. |
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Smoky exhaust. |
Turbine RPM lagging behind en- |
Reasonably smoke is normal when |
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gine RPM. |
RPM increases; no measures cal- |
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led for. If smoky exhaust during |
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normal running, clean turbine(s) and |
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check valves. |
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Air supply too low. |
Fouling of air and gas passages, |
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see section 512. |
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Fuel valves or nozzles defective. |
See Working Card 514-01.10. |
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"Trumpets" at nozzle holes. Failure |
Overhaul fuel valves. |
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of cooling (especially during hea- |
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vy-oil operation) (6). |
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Exhaust valve knocking. |
Adjusting screw for valve setting |
Inspect and replace defective parts |
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loose. Push rod thrust disc da- |
as necessary. |
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maged. |
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Rising cooling water temperature. |
Pump stopped. Increased friction |
Stop the engine. Check the cooling |
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(7). |
water. Find cause of increased |
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friction and remedy fault. |
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Lubricating oil pressure fails. |
Lubricating oil pump defective. |
Stop the engine. For further details, |
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Filters/cooler fouled. |
see "Ignition in crankcase". See |
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also Working Card 515-01.00 for |
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lub. oil pump and Working Card |
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515-01.10 for the lub. oil filter |
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Remarks
1) This manifests itself by the exhaust temperature rising and falling of the compression andmaximumcombustionpressureoftherespective cylinder dropping.
To limit the damage to the valves these should be changed immediately, if possible, or the fuel pump of the cylinder concerned should be put out of operation by moving the index to stop and locking it in this position.
2) Blow-by means a serious danger of piston seizure, and the engine must, if possible, be stopped and the piston in question pulled. If this is not possible, the fuel pump index must, as described above, be moved to stop. Leaky piston rings will normally result in a heavy excess pressure in the crankcase.
08028-0D/H5250/94.08.12
96.37 - ES0U-G
Description |
Disturbances during Running |
503.03 |
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Page 3 (3) |
Edition 01H |
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L23/30H |
3)Ifthishappensthefuelpumpbarrelandplunger must be changed, and if, it is necessary to increase the fuel pump index by more than 10 index degrees, to obtain full load of the respective cylinder, the fuel pump is worn out in most cases. Usually this is confirmed by inspection of the fuel pump plunger on which the helical cut-off edge will show a pitted and corroded area where material is plucked out. In that case the pump can be provided with a new barrel and plunger.
4)The governor will not reduce the fuel pump delivery to zero in case of, for instance, failure of the governor oil pump, but the engine speed will start fluctuating.
When the governor is defective the engine is protected against racing by the overspeed trip, i.e. the engine is stopped automatically in case of excessive speed. It is therefore, essential, that the overspeed trip is kept in perfect order. Regarding governor failure, see special instruction book.
5) Usually a bearing failure will not slow down the engine appreciably, but the seizure of a piston in the cylinder liner might do so. Repair is necessary before starting the engine again. Feelover and look out for oil mist.
6)If the cooling water temperature for the entire engine has risen to 90-100° C, it should be checked whether steam has developed by opening the test cocks, if fitted on the discharge from cylinders. If this is the case, there is no water on the cooling surfaces, which may therefore be heated unduly. To avoid heat stresses arising in cylinder liners and cylinder heads, if the water returns too early, the engine shouldbestoppedandlefttocool,whilethedischarge valve is closed. After 15 minutes it is opened a little to allow the water to rise slowly in the cooling jackets. Checkfillingattestcocks.Makecrankcaseinspection to ascertain that internal water leakage has not arisen. Remember slow turning with open indicator valves at subsequent starting-up.
7)If the lubricating oil pressure drops below the minimum mentioned in "Data" find the cause of the pressure drop and remedy the defect before restarting the engine. Feel over 5-15-30 minutes after starting, and again when full load is obtained. See section 502.
08028-0D/H5250/94.08.12
96.37 - ES0U-G
Description |
Ignition in Crankcase |
503.04 |
Page 1 (1) |
Edition 03 |
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08028-0D/H5250/94.08.12
Cause
During running the atmosphere in the crankcase contains the same gases (N2-O2-CO2) in the same proportions as in the ambient air, but an intense spray of oil drops is slung around everywhere. If undue friction, and thus heating, arises between sliding surfaces, or heat is otherwise transmitted to the crankcase, the heated surface will cause evaporation of the lubricating oil splashed onto it. When the oil vapours condense they form milky white oil mist which can ignite. Such ignition may be caused by the same "hot spot" that produced the oil mist. If a large quantity of oil mist has developed before ignition, the burning may cause considerable pressure rise in the crankcase, forcing the relief valves to open. In a few cases, presumably when the whole crankcase has been filled with oil mist, a subsequent explosion has thrown off the crankcase doors and caused fire in the engine room.
Every precaution should therefore be taken to (A) avoid "hot spots" and (B) discover oil mist in time.
"Hot spots" in Crankcase
Overheating of bearings is a result of inadequate or failing lubrication, possibly caused by pollution of the lubricating oil.
It is therefore important that the lubricating oil filtration equipment is in perfect condition. Filter cartridges may not be used again if they have been removed from the filter. Checking of the oil condition by analysis is recommended.
Oil Mist in Crankcase
The presence of oil mist may be noted at the vent pipe which is usually fitted to the top of the engine frame.
Measures (in case of white oil mist).
Warning: Keep away from doors and relief valves on crankcase. Do not stay unnecessarily in doorways near the doors of the engine room casing.
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General |
1) |
Stop the Engine |
2) |
Leave the engine room. Shut doors and keep |
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awayfromthem.Makereadyfire-fightingequip- |
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ment. |
Warning: Do not open crankcase until 10 minutes after stopping the engine. When opening up, keep clear of possible flames. Do not use naked light and do not smoke.
3) |
Cut off starting air. |
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Set the control panel in "Blocking Mode" see |
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description 501.01. |
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Take off all doors on one side of the crankcase. |
4) |
Locate the hot spot. Powerful lamps should be |
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employed at once (in explosion-proof fittings). |
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Feel over all sliding surfaces (bearings, liners, |
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pistons, roller guides, etc.). |
Look for squeezed-out bearing metal and discoloration by heat (blistered paint, burnt oil, heated steel).
5) |
Prevent further heating, preferably by making |
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a permanent repair. Special attention should |
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be paid to ensuring lubricating oil supply and |
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the satisfactory condition of the frictional sur- |
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faces involved. It is equally important to re- |
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place filter elements in time. |
6) |
Start electrically driven lubricating oil pump |
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and check oil flow from all bearings and spray |
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pipes in crankcase while turning the engine |
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through at least two revolutions. |
7) |
Stop and feel over. Look out for oil mist. |
Especially the frictional surfaces that caused the heating should be felt over (5-15-30 minutes after starting, and again when full load is obtained). Section 501.10.
8) If it has not been possible to locate the hot spot, step 7 should be intensified and repeated until the cause of the oil mist has been found and remedied. In very rare cases oil mist could be due to "atomization" of lubricating oil by the action of an air jet (for instance blow-by, or blow-by through cracked piston).
00.12 - ES0
Description |
Trouble Shooting Guide for Centrifugal By-pass Filter |
503.05 |
Page 1 (1) |
Edition 01H |
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L23/30H |
Tabulated below are the corresponding remedial actions to be taken, if the following faults are observed:
Trouble |
Possible Cause |
Trouble Shooting |
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Oil leakage through cover nut. |
MissingordamagedO-ring(seeItem |
Replace O-ring. |
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291, Plate 51515). |
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Seal face damaged. |
Replace O-ring. |
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Excessive vibrations. |
Rotor out of balance owing to un- |
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even build-up of deposit on rotor |
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walls resulting from: |
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MissingordamagedO-ring(seeItem |
Replace O-ring. |
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230,Plate51515),allowingleakage. |
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O-ring seat on rotor joint faces |
Replace rotor assembly. |
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damaged. |
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Rotor assembly inadequately tight- |
Tighten and bring to notice of main- |
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ened. |
tenance staff. |
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Standtube incorrectly seated or |
Re-fit or replace if damaged. |
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damaged. |
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Dirtdepositnotcompletelyremoved. |
Clean and bring to notice of main- |
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tenance staff. |
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Rotor castings distorted through |
Replace rotor assembly. |
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maltreatment. |
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Rotor assembly components fitted |
Follow sequence in Working Card |
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in wrong sequence. |
515-15.00 in section 515. |
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Bushes loose or worn in tube as- |
Fit new bearing tube assembly. |
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sembly. |
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08028-0D/H5250/94.08.12
96.30 - ES0U