The Diesel Power Plant - · PDF fileThe Diesel Power Plant ... Cooling system a. cooling...

Fuel Tank

Engine Generator

Cooling Tower

Air in

Air out

The Diesel Power Plant

crankshaft.

crankshaft. TERMS AND DEFINITIONS

Diesel engine is a type of internal combustion engine that uses low grade fuel oil and which burns this fuel inside the cylinder by heat of compression. It is used chiefly for heavy-duty work. Diesel engines drive huge freight trucks, large buses, tractors, and heavy road-building equipment. They are also used to power submarines and ships, and

the generators of electric-power stations in small cities. Some motor cars are powered by diesel engines.

Gasoline engine - is a type of internal combustion engine, which uses high grade of oil. It uses electricity and spark plugs to ignite the fuel in the engine's cylinders.

Kinds of diesel engines. There are two main types of diesel engines. They differ according to the number of piston strokes required to complete a cycle of air compression, exhaust, and intake of fresh air. A stroke is an up or down movement of a piston. These engines are (1) the four-stroke cycle engine and (2) the two-stroke cycle

engine. Four Stroke Cycle Engine 1. Intake 2. Compression

3. Power 4. Exhaust In a four-stroke engine, each piston moves down, up, down, and up to complete a cycle. The first down stroke draws air into the cylinder. The first upstroke compresses the air.

Pump Fuel

Cooling water Pump

/ 20Page 1 / 20

Four stroke cycle engine: An engine that completes one cycle in two revolution of the

Two stroke cycle engine: An engine that completes one cycle in one revolution of the

The second down stroke is the power stroke. The second upstroke exhausts the gases

produced by combustion. A four-stroke engine requires exhaust and air-intake valves. It completes one cycle in two revolutions of the crankshaft.

Two Stroke Cycle Engine

1. Intake-Compression stroke 2. Power-exhaust stroke

In a two-stroke engine, the exhaust and intake of fresh air occur through openings in the cylinder near the end of the down stroke, or power stroke. The one upstroke is the

compression stroke. A two-stroke engine does not need valves. These engines have twice as many power strokes per cycle as four-stroke engines, and are used where high

power is needed in a small engine. It completes one cycle in one revolution of the crankshaft.

Governor - is a device used to govern or control the speed of an engine under varying

load conditions.

Generator - a device used to convert mechanical energy.

Crank scavenging - is one that the crankcase is used as compressor. Thermocouple - is made of rods of different metal that are welded together at one end.

Centrifuge - is the purification of oil for separation of water. Unloader - is a device for automatically keeping pressure constant by controlling the

suction valve. Planimeter - is a measuring device that traces the area of actual P-V diagram.

Tachometer - measures the speed of the engine. Engine indicator - traces the actual P-V diagram.

Dynamometer - measures the torque of the engine. Supercharging - admittance into the cylinder of an air charge with density higher than

that of the surrounding air. Bridge Gauge - is an instrument used to find the radial position of crankshaft motor

shaft.

Piston - is made of cast iron or aluminum alloy having a cylinder form. Atomizer - is used to atomize the fuel into tiny spray which completely fill the furnace in the form of hollow cone. Scavenging - is the process of cleaning the engine cylinder of exhaust gases by forcing

through it a pressure of fresh air. Flare back - is due the explosion of a maximum fuel oil vapor and air in the furnace. Single acting engine - is one in which work is done on one side of the piston. Double acting engine - is an engine in which work is done on both sides of the piston.

Triple-expansion engine - is a three-cylinder engine in which there are three stages of expansion. The working pressure in power cylinder is from 50 psi to 500 psi. The working temperature in the cylinder is from 800°F to 1000°F.

Air pressure used in air injection fuel system is from 600 psi to 1000 psi.

/ 20Page 2 / 20

Purifier - a device used to purify fuel oil and lube oil.

Effect of over lubricating a diesel engine is:

Carbonization of oil on valve seats and possible explosive mixture is produced. The average compression ratio of diesel engine is from 14:1 to 16:1.

Three types of piston: 1. barrel type

2. trunk type 3. closed head type

Three types of cam follower:

1. flat type 2. pivot type

3. roller type Methods of mechanically operated starting valve:

1. the poppet 2. the disc type

Three classes of fuel pump: 1. continuous pressure 2. constant stroke

c. variable stroke Type of pump used in transferring oil from the storage to the service tanks:

1. rotary pump 2. plunger pump

3. piston pump 4. centrifugal pump

Valve that is found in the cylinder head of a 4-stroke cycle engine: 1. fuel valve

2. air starting valve 3. relief valve

4. test valve 5. intake valve

6. exhaust valve

Four common type of governors used on a diesel engine: 1. constant speed governor 2. variable speed governor 3. speed limiting governor

4. load limiting governor Kinds of piston rings used in an internal combustion engines: 1. compression ring 2. oil ring

3. firing ring 4. oil scraper ring Reasons of smoky engine: 1. overload

2. injection not working 3. choked exhaust pipe

/ 20Page 3 / 20

4. fuel or water and leaky things

Methods of reversing diesel engines: 1. sliding camshaft

2. shifting roller c. rotating camshaft

Arrangements of cylinders: 1. in-line

2. radial 3. opposed cylinder

4. V 5. opposed piston

Position of cylinders:

1. vertical 2. horizontal

3. inclined Methods of starting: 1. manual, crank, rope, and kick

2. electric (battery) 3. compressed air

4. using another engine Applications:

1. automotive 2. marine

3. industrial 4. stationary power

5. locomotive 6. aircraft

Types of internal combustion engine: 1. Gasoline engine

2. Diesel engine

3. Kerosene engine 4. Gas engine 5. Oil-diesel engine Methods of ignition:

1. Spark 2. Heat of compression Reasons for supercharging: 1. to reduce the weight to power

ratio 2. to compensate the power loss due to high altitude Types of superchargers:

1. engine-driven compressor 2. exhaust-driven compressor

/ 20Page 4 / 20

3. separately-driven compressor

Auxiliary systems of a diesel engine: 1. Fuel system

a. fuel storage tank b. fuel filter

c. transfer pump d. day tank

e. fuel pump 2. Cooling system

a. cooling water pump b. heat exchanger

c. surge tank d. cooling tower

e. raw water pump

3. Lubricating system: a. lub oil tank

b. lub oil pump c. oil filter

d. oil cooler e. lubricators

4. Intake and exhaust system a. air filter

b. intake pipe c. exhaust pipe

d. silencer 5. Starting system

a. air compressor b. air storage tank

Advantages of diesel engine over other internal combustion engines:

1. low fuel cost 2. high efficiency 3. needs no large water supply 4. no long warm-up period

5. simple plant layout Types of scavenging: 1. direct scavenging 2. loop scavenging

3. uniflow scavenging Color of the smoke: 1. efficient combustion - light brown baze 2. insufficient air - black smoke

3. excess air - white smoke Causes of black smoke:

/ 20Page 5 / 20

hr

KJ HVmQs F )(=

KW 604

NnLDPIP

2mi

)(

'π=

KW 604

NnLDPBP

2mb

)(

'π=

1. fuel valve open too long

2. too low compression pressure 3. carbon in exhaust pipe

4. overload on engine Causes of white smoke:

1. one or more cylinders not getting enough fuel 2. too low compression pressure

3. water inside the cylinder

ENGINE PERFORMANCE

1. Heat supplied by fuel (Qs): Total heat supplied by fuel.

Where: mF – fuel consumption in kg/hr

HV – heating value of fuel in KJ/kg

2. Indicated Power (IP): Power developed within the working cylinders.

Where: Pmi – indicated mean effective pressure in KPa

L – length of stroke in meters D – diameter of bore in meters

N – no. of RPM

n’ – no. of cylinders Note: N = (RPM) for 2-stroke, single acting N = 2(RPM) for 2-stroke, double acting

N = (RPM) for 4-stroke, single acting 2 N = (RPM) for 4-stroke, double acting

3. Brake or Shaft Power (BP): Power delivered by the engine to the shaft.

/ 20Page 6 / 20

KW 00060

TN2BP

,

π=

BPIPFP −=

m-N RTarePT )( −=

KPa L

SAPmi '

''=

Where:

Pmb – brake mean effective pressure in KPa Note:

N = (RPM) for 2-stroke, single acting N = 2(RPM) for 2-stroke, double acting

N = (RPM) for 4-stroke, single acting 2

N = (RPM) for 4-stroke, double acting

Brake Power in Terms of torque:

Where: T – brake torque in Newton – meter (N-m)

Note: N - RPM

4. Friction Power (FP): Power due to friction.

5. Brake Torque

Where:

P – Gross load on scales in Newton Tare – tare weight, N

R – Length of brake arm in meters

6. Indicated Mean Effective Pressure (Pmi): Average pressure exerted by the

working substance (air-fuel mixture) on the piston to produce the indicated power.

Where: A’ – area of indicator card, cm2 S’ – spring scale in KPa/cm

L’ – length of indicator card, cm

/ 20Page 7 / 20

70

sec

m

604

NnLDV

sec

m

P

BPV

sec

m

P

IPV

32

D

3

mb

D

3

mi

D

)(

'π=

=

=

hr-KW

kg

IP

mm F

Fi =

hr-KW

kg

BP

mm F

Fb =

KW inpower generator - GP

where

hr-KW

kg

GP

mm F

Fc

:

=

hr-KW

KJ

IP

HVm

IP

QsHRi F )(

==

7. Displacement Volume (VD):

Note: N = (RPM) for 2-stroke, single acting N = 2(RPM) for 2-stroke, double acting

N = (RPM) for 4-stroke, single acting 2 N = (RPM) for 4-stroke, double acting

8. Specific Fuel Consumption

a. Indicated Specific Fuel consumption

b. Brake Specific Fuel consumption

c. Combined Specific Fuel Consumption

9. Heat Rate (HR): Heat rate is the amount of heat supplied divided by the KW produced.

a. Indicated Heat Rate

b. Brake Heat Rate

/ 20Page 8 / 20

71

hr-KW

KJ

BP

HVm

BP

QsHRb F )(==

hr-KW

KJ

GP

HVm

GP

QsHRc F )(==

100% x Q

IP3600e

s

i

)(=

100% x Q

BP3600e

s

b

)(=

100% x Q

GP3600e

s

C

)(=

100% x P

P

100% x IP

BP

mi

mbm

m

=η

=η

100% x BP

GPg =η

polesgenerator of no. - n

Hertz of cps in frequency -f

where

RPM n

f120N =

100% x Volume ntDisplaceme

entering airof Volume Actualv =η

c. Combined Heat Rate

10. Thermal Efficiency

a. Indicated Thermal Efficiency (ei)

b. Brake Thermal Efficiency

c. Combined Thermal Efficiency

11. Mechanical Efficiency

12. Generator Efficiency

13. Generator Speed

14. Volumetric Efficiency

/ 20Page 9 / 20

s

h

h

ssh

T

T

B

BPP =

s

hsh

T

TPP =

h

sshB

BPP =

Be130

140S

API5.131

5.141S

°+=

°+=

15. Correction Factor for Non-Standard Condition

a. Considering Temperature and Pressure Effect

b. Considering Temperature Effect alone

c. Considering Pressure Effect alone

16. Engine Heat Balance

QS = Q1 + Q2 + Q3 + Q4

Q1 - heat converted to useful work

Q2 - heat loss to cooling water Q3 - heat loss to exhaust gases Q4 - heat loss due to friction, radiation and unaccounted for Q1 = 3600(BP) KJ/hr

Q2 = mwCpw(two - twi) KJ/hr Q3 = Qa + Qb KJ/hr Qa = mgCpg(tg - ta) KJ/hr Qb = mf(9H2)(2442.7) KJ/hr

Q4 = QS - (Q1 + Q2 + Q3) KJ/hr H2 = 0.26 - 0.15S kgH/kgfuel

Engine Qs

Q4 Q3

Q2

Q1

/ 20Page 10 / 20

where:

Qa - sensible heat of products of combustion Qb - heat required to evaporate and superheat moisture formed from the

combustion of hydrogen in the fuel tg - temperature of flue gas, °C

ta - temperature of air, °C H2 - amount of hydrogen in the fuel kg H/kg fuel

Diesel Engine Maintenance

OPERATING A DIESEL ENGINE

Before starting:

There are several steps to be taken before starting a diesel engine, especially he first time,

and its good practice to work out a certain routine to be followed always:

1. All moving parts of the machine much be examined for proper adjustment, alignment, and

lubrication. This includes values, cams, value gear, fuel pumps, the fuel injection, the governor

lubricators, oil and water pumps, and the main driven machinery.

2. The whole engine and machinery must be examined for loose nuts, broken bolts, and loose

connection. And leaky jackets, joint or values. It well to remember that nothing must be tight.

3. All tools from the tool board should be checked to make sure none is missing. They may be

needed in a hurry when the engine is running or, is misplace and left on the engine, may drop off

from vibration and damage some moving parts.

4. All pipes and values for fuel, lubricating oil, water and air, as well as ducts, must be check for

clogging up, lack of adjustment, cleanliness, etc. Absence of foreign matter in the piping system

must be checked especially carefully, if the engine has been idle for sometime or is just being put

into service in the latter case it is advisable to blowout the entire piping system with compressed

air.

5. A complete check up must be given to the lubricating system to make sure that oil is present in

every placed required, that the lubricator and all bearings that are individually oiled have an ample

supply of clean oil, that all grease cups are filled. The lubricator should check for proper functioning

of the pumps and for the amount of oil delivery, and filled with oil to the proper level, the lubricator

should be turned by hands and the points to which its delivers oils should be lubricated. Make sure

that the engine well received proper lubrication the very moment its starts to run.

/ 20Page 11 / 20

6. The cooling system must checked, and if the pumps are driven by the electronic motors, they must

be started, the suction line opened to have water in the water engine before starting. The correct

amount of water circulation should be adjusted later, while the engine is being warm up. If the

engine has oil-cooled pistons with oil delivered by a especial pump, start the oil pump and adjust

the pressure to the amount stated in the name plate or given in the engine.

7. The fuel-oil system must be checked in every respect, to make sure that pipes are clean, pumps

are working, and a supply of fuel is in the tanks. The fuel-injection pumps should be primed and air

or water removed from the discharge line, valves or nozzles. One or two strokes on the fuel-

injection pump in usually sufficient care should be taken not to force too much fuel the combustion

chamber or cylinder in order not to obtain and excessively high pressure with the first firing-causing

the safety valves to pop and not to get the fuel oil into the crankcase. However, the fuel pumps

must be primed sufficiently so that each discharge line in filled clear to the nozzles, the fuel

controlled level is set wide open so that injection will start at once. The fuel pump control is put in

the fuel on position.

8. The safety valve, usually installed on each cylinder head should be check. These valves are set to

pop off about 750 to 1250 psi, depending upon the maximum pressure allowed in the engine. The

values are exposed to high temperature gases and have a tendency to stick. The checking may be

done either by compressing the spring with crowbar or by unscrewing the cap and taking the valve

out of the inspections.

9.The engine should be turned over one or two times if it has not been operated for sometimes. To do

this it is necessary to open the indicator cocks or compressor-relief valves and to turn the engine

over, either by hands with a bar in the holes in the flywheel, or with a jack or air motor, as the case

maybe. Then the indicator cocks should be close with the same in proper position for starting-one

cylinder having the starting air valve open and the position about 100 past top center.

10. The air in the tanks must be checked to see that it is up to the required pressure. If, not it must be

pumped up the starting air system from the tanks to the starting air control valve must be opened,

either it has been checked that the main control valve is closed. With an air injection engine the

bottle within injection air must be checked and if necessary pumped up o the required pressure.

11. The engine load should be off, the switch should be open if the engine drives a generator, or the

clutch should be in neutral position. If the drive is through the friction clutch. If the engine drives a

pump or compressor, the by-pass should be open.

/ 20Page 12 / 20

STARTING:

If all eleven points of the preparatory program have been observed starting with compressor

air is very simple.

First, the main starting – air valve is opened and the starting lever is manipulated according to

the instructions given in the engine instruction book.

Second, the engine is watched, no necessary air should be used. At the first indication of

combustion, air should be cut off and the ventilating valve opened, an in good condition usually

begin to between the second and fourth revolution of the crankshaft.

Third, if the engine fills to start after four or five revolution, there is something wrong. Useless

turning of the engine should be stopped, and the cost of trouble investigated.

Low air pressure, if the starting air is too low either from a slow loss of air through some leaky

joint or failure of the engine to start at the first attempt. And there is no air compressors to pump

up air several methods maybe used for securing the necessary starting pressure that never

should pure oxygen by used for starting purposes.

Flasks of compressed air may be obtained and the contents equalized into the engine

receivers, or a flack of carbon dioxide may be obtained from some local soda foundation and

piped to the starting battles. This gas is liquid at ordinary temperatures and about 800-psi

pressures. Therefore, it is necessary to apply some heat in order to evaporate this liquid carbon

dioxide. This heat may be applied by pouring hot water over the battle or by applying rags soaked

in hot water.

WARM UP:

After the engine is started, before putting on the load, its should be allowed to idle for a few

minutes (up to five minutes) and to warm up. During this five minutes the following observations must

be made.

1. Listen to find it out if combustion is regular and firing order and correct all. Cylinder for

combustion and note the working of the fuel injection pump to see whether they all operate

properly.

2. Observe the cooling water system throughout to see whether the pumps are working. There is

sufficient water, watch to see if the water temperature is building up properly, and regulate the

water flow accordingly.

/ 20Page 13 / 20

3. Observed lubrication pressure and the working of the lubrication and count the number of

drops for correct operation. Feel whether any of the cylinders is warming up too fast –

indicating an unlubricated piston and listen for unlubricated piston pin or crank pin bearing. If

any moving parts receive an insufficient amount of lubricating oil, serious trouble may result.

4. Observe the exhaust, color and sound, to note proper condition. These observations should

be repeated after the lead is put on. The color of the exhaust can tell many things.

The making of these observations during the first five minutes after starting should be

regular habit with the engine operator. This procedure is the best, the most reliable method of

preventing improper operation. It is based upon the fact that a diesel engine requires neither

much, but it requires proper attention at the proper time. It is also based on the known fact that

a diesel engine should be operating properly in five minutes or there is something wrong which

should be detected in these five minutes.

However, it should be noted that certain observations should be carried on even after

the 5-min. warming up period. Thus, if there are any leaky water jackets, injection valves, air

valves, etc… they may not show up until full expansion of the corresponding part has taken

place after the engine the has been in operation a longer time at normal load. No leaks of any

kind should be allowed, if they cannot be stopped while the engine is running the engine

should be stopped and not restarted until the trouble corrected.

RUNNING

In general the attention, which an operator must give to, the engine in regular operation is

along the same lines as during the warm-up period. The differences is that the corresponding

observations should be made periodically every 15 to 20 minutes and at least every half hour, even if

the engine is equipped with-a sufficient number of automatic danger-warming signal ad seconds, that

all observations must be entered in engine log.

THE ENTRANCES IN A COMPLETE ENGINE LOG ARE THE FOLLOWING:

1. Time of entering the readings, or rather the first reading in each series.

2. Engine load, or in the case of electric loads, volts and amperes reading.

3. Engine speed from the tachometer or if the engine has an adding revolution counter, the

counter reading, in this case it is essential to have in the engine room a large clock with a hand

indicating seconds, to enable the operator to read the revolution counter at exact intervals.

/ 20Page 14 / 20

4. Fuel consumption enter the instantaneous reading of s rotameter or the reading of a fuel meter

in which case it is also important to make the reading at exact intervals.

5. Exhaust:

a.) Reading of the temperature of exhaust from each cylinder;

b.) Exhaust temperature in the exhaust line close to the exhaust manifold;

c.) Color of exhaust either by simple description such as clear, little haze, light gray, gray,

dark gray and very dark gray or better, by a number according to a standardized smoke

scale, such as Ringleman’s scale.

6. Lubricating oil:

a.) Pressure as discharged from the oil pressure pump.

b.) Temperature of the oil before the oil cooler.

c.) Temperature of the oil after the oil cooler.

7. Cooling water:

a.) Temperature of the water delivered to the water-cooling manifold.

b.) Temperature as discharge from each cylinder, or in the water outlet line.

c.) Flow, gallon per minute, either from the rotameter or a water meter.

8. Scavenge air:

a.) Temperature after blower

b.) Pressure after blower, usually in inches of mercury.

9. Super charger conditions:

a.) Temperature of air after booster pump.

b.) Pressure of the air after booster pump, Psi or inches of mercury.

10. Barometric pressure, inches of mercury.

11. Temperature of the air intake, before the air filter.

12. Remarks about what happened at e certain moment during operation of the engine, such as,

put second engine online or stopped it, found lubricating oil filter clogged by dirt as indicated by

excessive pressure drop, switched to the second filter, or by-passed filter and exchanged filter

element, etc. Between taking readings and entering them in the engine log, the operator

should listen to find out if the engine is running uniformly, without unusual sounds or knocks.

He should feel whether the bearing are running warmer than usual and particularly watch that

the engine as a whole doest not become overloaded or some of the cylinders become

/ 20Page 15 / 20

overload. Because in the combustion in one or two cylinders doest not proceed correctly, as

indicated by a considerable lower or higher temperature from that exhaust particular cylinders.

Naturally, the operator must also see that the day fuel tank is not depleted and if the engine

has hand lubricated places that they are oiled at regular intervals. Should be oiled every two

hours the exhaust valve stems should receive a few drops of kerosene instead of oil every

three or four hours in order to keep them in good working condition. The circular groove

around the valves and the whole top of the cylinder head must be wiped clean at all times. Oil

must be allowed to accumulate on the cylinder head and run down the side of the engine, as it

could easily work into the joints between the cylinder and heads and decompose the rubber

gaskets with form the water joint.

If the flow of the cooling water or oil should stop for any reason, the engine or any of the

cylinder will become overheat. The engine must be stopped at once and permitted to cool

gradually. It is extremely dangerous to admit water to a hot engine as a sudden change in

temperature nay cause the pistons or one of the cylinder heads, liners or the exhaust manifold

to crack.

The exhaust from the engine should be perfectly clean. However, if the engine is

operating under an overload, the exhaust may become visible, with a light grayish smoke. If

the engine is visible under over than overload conditions, the cause should be found

immediately reminded. An engine under no condition is operated for any length of time with a

visible smoky exhaust.

If the pyrometer with thermocouples is installed on the engine cylinder that yields a

smoky exhaust may be found by nothing the exhaust temperatures of the various cylinders. If

abnormal condition exist in any of the cylinders, this condition will usually be accompanied by

an increase in the temperature of the exhaust from the cylinders, do not get their share of fuel,

and a result, the other cylinder are overloaded. If possible the engine should be stopped and

the cause rounds and reminded.

STOPPING THE ENGINE:

To stop the engine, proceed as follows: move the fuel pump controls to stop position

and shut the fuel supply valve.

/ 20Page 16 / 20

The cooling water and piston cooling oil should be left running after the engine is shut

down until the outlet temperature are not more than 5 to 10 of higher than the inlet

temperature. This prevents local overheating which would cause scale deposits.

The jackets, if hard water used ad the engine is supplied with direct connect pumps, it

will be necessary to start the auxiliary pumps to cool the engine as indicated above.

If the engine is to be shut down for a considerable length of time the water jackets must

be completely drained so as to prevent rust and in cold weather also protect the jackets from

bursting if the watering the engine room should freeze. Naturally, all drops oiliest must be

stopped. All switches cut-out, and friction clutches put in neutral position.

/ 20Page 17 / 20

SCHEDULE OF DIESEL ENGINE INSPECTION AND MAINTENENCE

Engine parts to be inspected Recommended Max. Time Operating Hrs . Months

Engine cylinders or liner and pistons 6000 9 Air-intake valves 3000 6 Exhaust valves 1500 3 Starting air valves 4000 6 Safety or relief valves 100 1 Air compressor cylinder and pistons 3000 6 Compressor valves; suction and discharge 1500 2 Scavenge-pump cylinder & piston or rotor 3000 6 Scavenge-pump suction and discharge 3000 6 Scavenge port and automatic valves 3000 6 Exhaust –gas flow regulators 2000 6 Exhaust muffler and ducts 6000 12 Main bearing and journals 6000 12 Outboard bearing 6000 12 Thrust bearing 6000 12 Crankpins and bearing 3000 6 Piston rings or crosshead pin & bearing 6000 12 Crosshead guides and shoes 6000 12 Compressor piston pin and bearing 3000 6 Vertical shaft bearing 4000 6 Camshaft bearing 4000 6 Camshaft drive 2000 2 Fuel pumps 4000 8 Fuel pumps drive 2000 3 Fuel nozzles or valves & fuel timing 500 1 Governor links, bearings, springs 4000 6 Governor drives 4000 6 Water or oil cooled pistons: pickling 3000 6 Bearing, ball and hinges joints 3000 6 Scale and sediment deposits 3000 6 Cylinder head and jackets 1000 2 Cooling passages in pistons 2000 4 Compressor head and jackets 3000 6

/ 20Page 18 / 20

SCHEDULE OF ENGINE – EQUIPMENT INSPECTION

Equipment to be inspected and serviced

Recommended Max. Time Between inspection

Operating Hrs

Months

Fuel system Filters and strainers 200 1 Fuel booster and transfer pumps 2000 4 Auxiliary storage tanks 1000 3 Supply lines 1000 3 Heaters for heavy fuel oil lubricating system 3000 6 Lubricating-oil pumps, complete 3000 6 Lubricating pump drive 3000 6 Oil supply lines 1000 2 Oil strainers and filters 200 1 Oil tanks 2000 4 Oil coolers, tightness and scale deposit 3000 6 Pressure feed lubricants and check valves 3000 6 Crankcase sediment and surface 2000 4

Air intake system Air filters 3000 1 Air suction ducts 2000 3 Air intake silencers 2000 3 Air coolers 3000 4 Exhaust mufflers, sediment and tightness 2000 4

Pressure gauge-check with standard gauges Lubricating oil 3000 6 Cooling water 3000 6 Compressed air 3000 6

Exhaust gas pyrometer, check with standard Pyrometer lead wires, check insulation 3000 6

Pressure-relief valve Fuel oil 3000 6 Lubricating oil 3000 6 Compressed air 3000 6 Cooling water 3000 6

/ 20Page 19 / 20

MAINTENANCE SCHEDULE OF COOLING FUEL AND AIR EQUIPMENT

Equipment to be inspected and serviced Months between inspection Cooling tower

Clean, adjust and level troughs 2 Clean distribution rocks 1 Clean and inspect screen 1 Drain and clean basin 6 Copper sulfate treatment for algae 6 Spray pond, clean and adjust spray nozzles 1

Jacket-water heat exchangers Rescale and clean tubes 3 Inspect for leaks and seal them 3

Water wells Check state levels 6 Check dumping level 6 Check flow 6

Water pumps Check suction pressure with gauge 6 Check discharge pressure with gauge 6 Check delivery 6 Check power input to each pump 3 Check speed of pump 3 Pull and inspect pumps for wear 6 Check thrust bearings and clearance 6 Drain and renew bearing oil 4

Water piping Inspect for leaks 3 Clean and paint exposed pipes 12

Fuel oil storage tanks Drain off water 6 Inspect for leaks 6 Drain off and clean out 12 Clean and paint outside 12

Fuel-oil pumping Inspect for leaks 6 Clean and paint exposed pipes 12

Air compressor Drain and renew oil 3 Inspect valves and bearings 3 General overhaul 12

Air storage tanks Drain off water and oil 2 Hydrostatic safety test 12 Check pressure gauge 12

/ 20Page 20 / 20

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