s46mc-c, edition 2

S46MC-C VOLUME III-COMPONENTS

EDITION 2 DESCRIPTIONS

Instructions for Main Engine Type S46MC-C

This book forms part of a set of books consisting of three volumes entitled:

Vol. I OPERATION Vol. II MAINTENANCE Vol. III COMPONENTS AND DESCRIPTIONS

The purpose of these books is to provide general guidance on operation and maintenance and to describe the constructional features of a standard version of the above engine type. Deviations may be found in a specific plant. In addition, the books can be used for reference purposes, for instance in correspondance and when ordering spare parts. It is essential that the following data is stated in spare parts orders as it is used by us to ensure the supply of the correct parts for the individual engines:

1. Name of vessel 2. Engine No. built by 3. Plate No. 4. Part No. 5. Quantity required (and description)

Examble: M/S Nybo - 7730 B&W - 90201 - 00 - 059 10 off (piston ring)

Furthermore, to ensure optimum efficiency, reliability and lifetime of the engine and its components, only original spare parts should be used. The designation 'D' used in texts and illustrations refers to the information given on the data-sheets inserted in the respective books. As reliable and economical operation of the diesel engines is conditional on correct operation and maintenance, it is essential that the engine-room personnel is fully acquainted with the contents of this book. This book is subject to copyright protection. The book must not, either wholly or partly, be copied, reproduced, made public or in any other way made available to a third party without the written consent of this effect from MAN B&W Diesel A/S.

MAN B&W Diesel A/S Teglholmsgade 41 Teleph.:+45 33 85 11 00 DK-2450 Copenhagen Telex :16592 manbw dk Denmark Telefax:+45 33 85 10 30

Cross Section through Engine Plate 90001-51

S46MC-C

When referring to this page, please quote Description 901.01 Edition 55 Page 1 (1)MAN B&W Diesel A/S, Copenhagen, Denmark

Cylinder Cover 901.01-55

55S46MCCylinder Cover

901

Cylinder CoverPlate 90101

The cylinder cover is made of steel.

Valve bores The cover has a central bore for the exhaust valve, which is attached by means of four studs.

The cover furthermore has bores for the fuel valves, which are mounted with tubular spacers and nuts.

Other bores have been provided for starting valve, starting air inlet, safe-ty valve and indicator cock.

Cooling A cooling jacket is mounted on the lower part of the cylinder cover, whereby a cooling water space is formed.

Another cooling water space is formed around the exhaust valve seat, when the exhaust valve is installed. These two spaces communicate through a large number of oblique/radial cooling bores in the cover.

The water is supplied from the cooling jackets surrounding the cylinder liner and passes through water connections to the cooling jacket sur-rounding the cylinder cover and, further on, through the cooling bores, to the space around the exhaust valve seat.

From here the water is discharged to the main cooling water outlet pipe.

Tightening The cylinder cover is tightened against the top of the cylinder liner with nuts and long studs fitted in the cylinder frame. The nuts are tightened with hydraulic jacks.

Sealing between the cylinder cover and cylinder liner is obtained by means of a sealing ring of mild steel.

Cylinder Cover Plate 90101-111

S46MC-C

Plate 90101-111 Cylinder Cover

ItemNo.

Part Description

018 Screw031 Protective cap043 Nut055 Stud for exhaust valve079 Nut080 Stud for starting valve092 Cylinder cover114 O-ring126 Cooling jacket138 Gasket163 Nut175 Distance pipe187 Stud for fuel valve209 Screw

Plate 90101-111 Cylinder Cover

ItemNo.

Part Description


Piston, Piston Rod and Stuffing Box 902.01-79

79S46MCPiston, Piston Rod and Stuffing Box

902

PistonPlate 90201

The piston consists of two main parts:

• Piston Crown

• Piston Skirt

The piston crown is tightened to the upper end of the piston rod with screws. The screws are locked with locking wire.

The piston skirt is tightened to the piston crown with flanged screws.

The screws are locked with locking wire.

The piston crown is provided with chromium-plated grooves for four pis-ton rings. The uppermost groove has increased height.

Piston ring No. 1 is a Controlled-Pressure Relief ring (CPR). CPR rings may have been coated on the external surface. Handle with care, as im-pact may cause the coating to crack and peel off.

Piston rings Nos. 2, 3 and 4 have oblique cuts:

• piston ring No. 3 has a right-hand cut,

and

• piston rings Nos. 2 and 4have left-hand cuts.

The piston crown has a groove for the fitting of lifting tools.

Piston RodPlate 90201

The piston rod has a through-going bore for the cooling oil pipe, which is secured to the piston rod top with flanged screws.

Cooling oil is supplied through a telescopic pipe connection on the guide-shoe and passed through a bore in the piston rod foot and, through the cooling oil pipe in the piston rod, to the piston crown.

The oil is passed on, through a number of bores in the thrust part of the piston crown, to the space around the cooling oil pipe in the piston rod.

From the bore in the piston rod foot, the oil is led through the crosshead to a discharge spout and to a slotted pipe inside the engine framebox as well as through a control device for checking the flow and tempera-ture.

The piston rod foot rests on a face cut out in the crosshead pin and is guided by a pipe in the crosshead.

(3) When referring to this page, please quote Description 902.02 Edition 79MAN B&W Diesel A/S, Copenhagen, Denmark

Piston, Piston Rod and Stuffing Box902.02-79

A shim is inserted between the piston rod and the crosshead. The thick-ness of the shim is calculated for each engine, to match the actual en-gine layout.

The rod is fastened to the crosshead pin with screws. The screws are locked with locking wire.

Stuffing BoxPlate 90205

The bore for the piston rod in the bottom of the scavenge air box is fitted with a piston rod stuffing box, which is designed to prevent the lubricat-ing oil in the crankcase from being drawn up into the scavenge air space.

The stuffing box also prevents scavenge air (in the scavenge air space) from leaking into the crankcase.

The stuffing box is mounted on a flange which is bolted to the bottom of the scavenge air space.

The stuffing box is removed together with the piston rod during piston inspection, but can also be dismantled for inspection in the crankcase while the piston remains mounted in the engine.

The stuffing box housing consists of two parts, which are bolted together.

Scraper/sealing rings The housing is provided with seven machined ring grooves:

• The uppermost groove holds a four-part scraper ring with oblique edges, which serves to prevent sludge from the scavenge box from being drawn down to the other rings.

An eight-part sealing ring is located below the scraper ring to prevent scavenge air from passing downwards along the piston rod.

The scraper ring and the sealing ring are guided in relation to each oth-er by two cylindrical pins.

• The next two ring grooves are each provided with a four-part seal-ing ring and an eight-part sealing ring below. The rings are guided by two cylindrical pins.

• The four lowermost ring grooves are fitted with three-part scraper rings which scrape the lubricating oil off the piston rod.

Each of the three parts consists of a base ring with two machined grooves, each containing a pressed-in lamella, with a scraping edge facing the piston rod.

From the three lowermost grooves, the oil is returned to the crank-case, through bores in the stuffing box housing.

Checking of correctfunctioning

Through bores in the housing and a pipe, the uppermost scraper ring groove communicates with a control funnel on the outside of the engine.


Piston, Piston Rod and Stuffing Box 902.03-79

This funnel provides a means of checking that the sealing rings and scraper rings are functioning correctly:

• Blow-by of air indicates defective sealing rings, while excessive oil indicates defective scraper rings.

The parts are held in place round the piston rod by helical springs, which are located in machined grooves on the outside of the scraper rings and sealing rings.

Gaps at the end of the ring segments ensure that the rings will bear against the piston rod even in worn condition.

Piston and Piston Rod Plate 90201-180 S46MC-C

Plate 90201-180 Piston and Piston Rod

ItemNo. Part Description

011 Screw035 Screw047 Locking wire059 Screw060 Screw072 Piston ring, no.1084 Piston ring, no.2096 Piston ring, no.3106 Piston ring, no.4118 Piston crown143 Cooling oil pipe155 Piston rod167 D-ring179 D-ring180 Piston skirt192 Screw

Plate 90201-180 Piston and Piston Rod


Piston Rod Stuffing Box Plate 90205-96

S46MC-C

Plate 90205-96 Piston Rod Stuffing Box

ItemNo.

Part Description

013 Nut025 Stuffing box housing in 2/2037 Scraper ring050 O-ring062 Flange074 Guide pin098 Screw108 Screw121 Spring pin133 Lamella for scraper ring157 Top scraper ring169 Pack sealing ring170 Cover sealing ring182 Screw194 Fitted bolt204 Stuffing box housing, complete216 Spring228 Spring

Plate 90205-96 Piston Rod Stuffing Box

ItemNo.

Part Description


Cylinder Liner and Cylinder Lubrication 903.01-86

86S46MCCylinder Liner and Cylinder Lubrication

903

Cylinder FramePlate 90301 Plate 90303

The cylinder section of the engine consists of a cylinder frame with in-tegrated camshaft housing, which is tightened together with the engine framebox and the bedplate by means of stay bolts, the bottom end of which is screwed into the bedplate.

Bores and openings Central bores at the top of the cylinder frame enclose the cylinder liners.

Central bores in the bottom of the cylinder frame enclose the piston rod stuffing boxes.

On the exhaust side of the cylinder frame there are openings which con-nect the scavenge air space around the cylinder liner with the longitudi-nal scavenge air receiver of the engine.

There are also inlet pipes for cooling and lubricating oil. The cylinder frame is provided with cleaning and inspection covers giving access to the scavenge air spaces.

Cylinder cover studs Studs for fastening the cylinder cover are mounted in the cylinder frame. The studs are equipped with sealing rings to prevent the formation of rust on the threads.

Cylinder Liner and Cooling JacketPlate 90302 Plate 90304

The cylinder liner is cooled by means of a cooling jacket. The cooling water is supplied at the lower part of the cooling jacket.

The water continues to the upper part of the cooling jacket, and from here through water connections to the cooling jacket on the lower part of the cylinder cover.

Leakage of cooling water and scavenge air is prevented by silicone rub-ber rings located in machined grooves in the cylinder liner.

The cylinder liner is tightened against the top of the cylinder frame by the cylinder cover, so that it can expand freely downwards when heated during the running of the engine.

Scavenge air ports The part of the cylinder liner which is located in the scavenge air space of the cylinder frame is provided with a number of scavenge air ports, which are uncovered by the piston when this is in its bottom position. The scavenge air ports are bored at an oblique angle to the axis of the cylinder liner so as to give the scavenge air a rotary movement in the cylinder.

Cylinder lubrication In the free part of the cylinder liner, between the cooling jacket and the cylinder frame, there are a number of bores with non-return valves for the supply of lubricating oil to the cylinder. On the working surface of the cylinder the bores are connected to lubricating grooves.


Cylinder Liner and Cylinder Lubrication903.02-86

Cylinder LubricatorsPlate 90305 Plate 90306

Each cylinder unit is fitted with an electronically controlled cylinder lubri-cator unit incorporating a number of oil pumps, corresponding to the number of lubricating orifices in the cylinder liner.

Injection timing is controlled by an angle encoder and injection frequency is controlled by the governor system.

The cylinder oil amount per injection is pre-adjusted by means of a dis-tance pipe (plate 90306, Item 467).

A transducer, which is built into terminal box 311, monitors the operation of the lubricator units. The transducer is connected to the engine safety system.

The cylinder oil feed rate is automatically increased during starting, ma-noeuvring and sudden load change.

The cylinder oil feed rate to individual or all cylinders can be increased manually during breaking-in and running-in or in the event of abnormal cylinder conditions.

Regarding the cylinder lubricator units proper, reference is made to the special instruction manuals supplied.

See also Vol. I, OPERATION Chapter 707.

Cylinder Frame Plate 90301-142 S46MC-C

Plate 90301-142 Cylinder Frame


015 Screw027 Protective cap039 Nut040 Stud for cylinder cover052 O-ring064 Screw076 Distance pipe, L=55088 Nut111 Stud123 Cylinder frame135 Distance pipe, L=70147 Nut159 Distance pipe, L=50160 Stud172 Distance pipe, L=100196 Fitted bolt218 Distance pipe243 Screw255 Protective pipe267 O-ring279 Packing292 Nut302 Stud314 Cover326 O-ring351 Screw363 O-ring375 Cleaning cover399 Stud409 Screw

Plate 90301-142 Cylinder Frame


Cylinder Liner and Cooling Jacket Plate 90302-155

S46MC-C

Plate 90302-155 Cylinder Liner and Cooling Jacket


010 Cooling jacket022 Clamp034 Screw046 Cylinder liner071 O-ring095 O-ring117 Cooling water connection129 Packing201 O-ring213 Pipe225 Screw

Plate 90302-155 Cylinder Liner and Cooling Jacket


Cylinder Liner - Details Plate 90304-08

S46MC-C

Plate 90304-08 Cylinder Liner - Details


023 Stud035 Nut047 Coupling060 Non-return valve "A"072 Spring084 Steel ball096 Valve housing106 Thrust piece118 Non-return valve "B"131 Thrust piece

Plate 90304-08 Cylinder Liner - Details


Cylinder Lubrication Drive Plate 90305-111

S46MC-C

Plate 90305-111 Mounting of Lubricators


017 Pipe, L=2000030 Hydraulic block + lubricator054 Screw078 Bracket091 Screw101 Pipe, L=15113 Nut

Plate 90305-111 Mounting of Lubricators


When referring to this page, please quote Plate 90307 Edition 03MAN B&W Diesel A/S

Lubricator Panel Plate 90307-03

03s46mccLubricator Panel

90307

A

S

S

A

A - A

Plate 90307-03 Lubricator Panel

ItemNo.

Part Description

018 Ball valve031 Stud043 Nut055 Hydraulic block079 Plug screw092 Intermediate pipe102 O-ring126 Membrane accumulator138 Shim163 Coupling187 Hydraulic block209 Stud210 Ball valve234 O-ring246 Mounting of pick-up, complete271 Screw295 Terminal box, complete305 Plug329 Membrane accumulator330 Distance piece354 Lubricator391 Steel ball401 Spring413 Screw437 O-ring449 Union462 Adjustment screw474 Spacer486 Cover508 Screw521 Screw533 Cover545 Cylinder housing557 O-ring570 Spring582 O-ring604 Actuator piston628 Hydraulic block641 Plunger665 Screw677 Solonoid valve, complete

Plate 90307-03 Lubricator Panel

ItemNo.

Part Description


Cylinder Lubrication System - Details Plate 90309-01

01s46mccCylinder Lubrication System - Details

90309

Plate 90309-01 Cylinder Lubrication - Details


019 Screw020 Pipe holder032 Pipe holder044 Steel pipe056 Steel pipe081 Coupling103 Steel pipe115 Steel pipe139 Pipe holder152 Steel pipe164 Steel pipe188 Distributor block "Aft"211 Distributor block "Fore"235 Sealing ring259 Screw260 Screw

Plate 90309-01 Cylinder Lubrication - Details



Crosshead with Connecting Rod 904.01-72

72S46MCCrosshead with Connecting Rod

904

CrossheadPlate 90401

The crosshead is provided with two guide shoes fitted on the crosshead ends. The centre part of the crosshead is designed as a bearing journal which is housed in the crosshead bearing.

The crosshead bearing cap is provided with a cut-out enabling the piston rod to be assembled with the crosshead journal.

The crosshead bearing is equipped with one lower steel bearing shell lined with tin-aluminium and provided with an overlayer coating. See also Vol. I, OPERATION, Chapter 708.

There is no upper bearing shell, as white metal has been applied directly onto the inner diameter of the croshead bearing cap.

Piston rod foot The piston rod foot rests on the crosshead, and is guided by a pipe in the crosshead. To match different engine layouts, a shim of calculated thickness is inserted between the piston rod and the crosshead. The pis-ton rod is fastened to the crosshead by screws. The screws are locked with locking wire.

Lubrication The crosshead is provided with bores for distributing the oil supplied through the telescopic pipe, partly as cooling oil for the piston, partly as lubricating oil for the crosshead bearing and guide shoes and – through a bore in the connecting rod – for lubricating the crankpin bearing.

A bracket fitted to one of the guide shoes supports the telescopic pipe which supplies lubricating and cooling oil to the crosshead, crankpin and piston.

The outlet pipe for piston cooling oil is fitted to the other guide shoe. The outlet pipe slides within a slotted pipe inside the engine frame, and from there the oil is led through a control device for each cylinder for the pur-pose of checking the temperature and flow before the oil is passed on to the lube oil tank.

Guide shoes The sliding faces of the guide shoes are lined with cast-on white metal.

The guide shoes are guided by crosshead guides in the engine framebox and properly secured against displacement by guide strips fastened to the guide shoes.

Tightening The crosshead bearing is held together by four studs and nuts. The nuts are tightened with hydraulic tools.

The crankpin bearing is fitted with bearing shells lined with tin-aluminium and assembled in the same way as the crosshead bearing.

Both the crosshead bearing shells and the crankpin bearing shells are retained in position by screws fitted in the bearing housings.

Connecting Rod and Crosshead Plate 90401-135

S46MC-C

Plate 90401-135 Connecting Rod and Crosshead


019 Plate020 Screw032 Locking wire044 Screw068 Crankpin bearing shell, complete081 Screw093 Screw103 Outlet pipe115 Guide shoe139 Guide strip140 Crosshead bearing shell, lower part152 Connecting rod176 Screw188 Shim *)211 Crosshead bearing cap235 Guide pipe247 Crosshead260 Crankpin bearing cap272 Guide pin284 Screw306 Distance piece318 Bushing331 Housing for stuffing box343 Telescope pipe355 Screw379 Stud380 Nut402 Guide shoe414 Shim, 0.25 mm426 Shim, 0.50 mm438 Screw451 Nut463 Stud487 Screw509 Counterweight510 Spring pin558 Connecting rod, complete

*) For engine with shims, please state thickness of shims

Plate 90401-135 Connecting Rod and Crosshead



Crankshaft, Thrust Bearing and Turning Gear 905.01-64

64S46MCCrankshaft, Thrust Bearing and Turning Gear

905

CrankshaftPlate 90501

The crankshaft is semi-built, i.e. the parts are either shrunk or welded to-gether.

The main bearings are lubricated via a main lubricating oil pipe that branches off to the individual bearings, whereas oil for lubricating the crankpin bearings is supplied from the crossheads through bores in the connecting rods.

At the aftmost end of the crankshaft a turning wheel, a thrust collar for the thrust bearing, and a chain wheel for the camshaft drive are fitted.

At the foremost end of the crankshaft, a tuning wheel, a torsional vibra-tion damper and a chain wheel drive for the 2nd order moment compen-sator are installed, if required, according to vibration calculations.

Axial Vibration DamperPlate 91211

To counteract heavy axial vibrations, and any resultant adverse forces and vibrations, the engine is provided with an axial vibration damper on the foremost end of the crankshaft, see Plate 91211.

The damper consists of a ‘piston’ and a slit-type housing located in front of the foremost main bearing. The ‘piston’ is made as an integrated collar on the foremost main bearing journal, and the housing is mounted on the foremost main bearing support.

The axial movement is damped as a result of the ‘restrictions’ incorpo-rated in the bores which interconnect the oil-filled chambers on the two sides of the ‘piston’.

Lubricating oil is supplied to both sides of the ‘piston’ from the main sys-tem.

Thrust BearingPlate 90505

The thrust bearing serves the purpose of transmitting the axial thrust of the propeller through propeller shaft and intermediate shafts to the ship’s hull.

The thrust bearing is incorporated in the aftmost part of the engine bed-plate.

The crankshaft is provided with a thrust collar which transmits the thrust to a number of segments mounted in a thrust shoe on either side of the thrust collar.

The thrust shoes rest on surfaces in the thrust bearing housing and are held in place by means of stoppers. The segments have white metal cast on the wearing faces against the thrust collar. See also Vol. I, OPERA-TION, Chapter 708.

The thrust bearing is lubricated by the pressure lubrication system of the engine. The oil is supplied between the segments through spray pipes and spray nozzles.


Crankshaft, Thrust Bearing and Turning Gear905.02-64

The thrust bearing is provided with alarm, slow-down, and shut-down de-vices for low lube oil pressure and high segment temperature. See also Vol. I, OPERATION, Chapter 701.

Turning GearPlate 90510

The turning gear is attached to the engine bedplate and is driven by an electric motor incorporating a disc brake.

Through a belt drive and a planetary gearing, the motor drives a hori-zontal shaft equipped with a gear wheel which can be axially displaced by means of a hand wheel, so as to engage with the turning wheel of the engine.

The turning gear is provided with a safety arrangement consisting of a lever which must be lifted before the gear wheel of the turning gear can be made to engage with the turning wheel.

Immediately this lever is lifted away from the disengaged position, an interlock valve inserted in the starting air system of the engine is actu-ated. This interlock prevents starting air from being supplied to the en-gine as long as the turning gear is in the engaged position. See also Vol. I, OPERATION, Chapter 703.

When the safety lever is in its bottom position, it prevents the gear wheel of the turning gear from engaging with the turning wheel.

Warning !

Dismantling of working parts:

During any dismantling of working parts of the engine, the turning gear must be in the engaged position in order to prevent outside forces from turn-ing the engine, thus causing injuries to personnel or damage to the machinery. See Vol. II, MAINTE-NANCE, ‘DATA’ pages.

Pressure testing of starting valves:

The turning gear must be in the disengaged position during pressure testing of starting valves, as a leaky valve may cause the engine to rotate, and damage the turning gear. See Vol. I, OPERATION, Chapter 703.

Crankshaft Plate 90501-126

S46MC-C

Plate 90501-126 Crankshaft

ItemNo.

Part Description

012 Crankshaft036 Screw048 Guard061 Guard085 Guard097 Guard107 Gasket119 Cover120 Screw132 Nut144 Stud156 Chain wheel

Plate 90501-126 Crankshaft

ItemNo.

Part Description

Arrangement of Fore End Plate 90502-36

S46MC-C

Plate 90502-36 Arrangement of Fore End With PTO


018 Gasket031 Torsion vibration damper043 Shield - fore, complete055 Disc079 Stud080 Nut092 Nut102 Flange114 Screw138 Chain wheel163 Screw175 Shield, upper199 Stud209 Nut210 Shield, lower234 Cover246 Gasket271 Screw283 Plug screw295 Plug screw317 Packing329 Cover342 Screw

Plate 90502-36 Arrangement of Fore End With PTO


Encoder for PMI Indicator System Plate 90503-07

S46MC-C

Plate 90503-07 Mounting of Trigger Ring for PMI System


013 Measuring tool for axial vibration damper, complete

037 Angle encoder049 Coupling050 Screw074 Intermediate box098 Housing108 Shaft121 Screw145 Adjusting tool157 Packing170 Shaft182 Spring pin204 Packing216 Washer228 Screw241 Cover253 Packing265 Screw277 Spring lock

Plate 90503-07 Mounting of Trigger Ring for PMI System


Thrust Bearing Plate 90505-122

S46MC-C

Plate 90505-122 Thrust Bearing


014 Lub.oil pipe026 Spray pipe038 Segment stopper, Aft051 Spray pipe063 Segment with sensor pockets075 Segment087 Segment099 Guard109 Lub.oil pipe110 Clamp122 Lub.oil pipe146 Self-locking nut158 Nut171 Clamp183 Stud195 Screw205 Segment stopper, Fore217 Segment stopper, Fore229 Segment stopper, Aft230 Spray pipe242 Spray pipe254 Spray pipe266 Spray pipe291 Guard301 Lub.oil pipe313 Self-locking nut337 Screw349 Oil throw ring362 Spring374 Scraper ring housing, lower part386 Screw398 Bolt421 Screw433 Stud445 Lub.oil pipe469 Scraper ring housing, upper part470 Screw494 Nut504 Scraper ring housing, complete

Plate 90505-122 Thrust Bearing


Turning Gear Plate 90510-87

S46MC-C

Plate 90510-87 Turning Gear

ItemNo.

Part Description

011 Bracket023 Nut035 Screw047 Spring washer059 Cam072 Switch084 Spring washer096 Screw106 Lever131 3/2-way valve143 Screw155 Spring washer167 Chain179 Spring pin180 Dead center pointer192 Nut202 Distance pipe, L=20214 Guide pin226 Turning gear251 Distance pipe, L=100263 Screw299 Gear wheel309 Disengaging device, complete310 Screw322 Cam334 Spring washer346 Shaft358 Bush371 Screw383 Spring lock405 Spring ring417 Eye screw429 Circlip430 Fitted bolt442 Self-locking nut454 Turning wheel478 Screw

Plate 90510-87 Turning Gear

ItemNo.

Part Description


Mechanical Control Gear 906.01-95

95S46MCMechanical Control Gear

906

Chain DrivePlate 90600Plate 90601Plate 90602

The camshaft with cams for operating the fuel pumps and exhaust valves is driven from the crankshaft through a chain drive located at the aft end of the engine.

The chain drive consists of two identical roller chains running on chain wheels fitted on the crankshaft and the camshaft. The chains are kept tightened by a chain tightener placed in the chain casing between the crankshaft and the camshaft.

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

Chain TightenerPlate 90603

The chain tightener consists of a chain tightener bracket which is pivoted on a shaft pin and a chain wheel.

The chain wheel has a shrunk-in bearing bushing and is mounted on a shaft between the side plates of the bracket.

The chain tightener is operated by a tightener bolt in the free end of the forked arm for the chain wheel. The tightener bolt extends through a pin that is free to turn in the chain casing.

Regarding absolute wear of the chains, see Vol. II, MAINTENANCE, Pro-cedure 906.

CamshaftPlate 90611Plate 90612Plate 90613

The camshaft is made in one piece.

The camshaft has, for each cylinder:

• one cam for operation of the fuel pump

• one cam for the exhaust valve

The fuel pump and exhaust valve cams are shrunk on to the shaft by heating.

The camshaft rotation constantly follows that of the crankshaft.

Caution !

Before the position of the arrow is checked, the engine must be turned into such a position that the chain is slack at the side where the chain tightener wheel is fitted and the flyweights, if any, are hanging verti-cally downwards so that they will not affect the chain.


Mechanical Control Gear906.02-95

Bearings The camshaft is carried in single-shell (lower shell) bearing assemblies, which are fitted in the roller guide housings between the cam discs for fuel pump and exhaust valve. The bearings are of the thin-shell type. See also Vol. I, OPERATION, Chapter 708.

Engine timing The engine timing is adjusted by forcing lubricating oil in between the cams or chainwheel and the shaft, which enables the parts to be turned in relation to each other. See Volume II, Chapters 906, 908 and 909.

Pin gauges After the engine has been testrun, the camshaft parts and the cylinder frame will be provided with pin gauge marks, and the necessary pin gauges are delivered together with the engine, enabling the camshaft timing to be checked and readjusted if the parts have been dismantled.

The pin gauges are marked with:

• engine type

• engine number

• position for use

• the distance in mm between the measuring points.

Furthermore, the length of the pin gauges is indicated in the relevant section of the maintenance book (Volume II) for the plant.

The starting air distributor is driven from the aftmost end of the camshaft through gear wheels.

Indicator ValvePlate 90612

Each cylinder is fitted with an indicator valve, which communicates with the combustion chamber of the cylinder through a bore. The indicator valve is a double-seated valve with a spring-loaded closing face.

In order to prevent overstressing, close the valve lightly before starting the engine, and retighten the valve when the engine has reached its nor-mal service temperature.

PMI- SystemPlate 90612 Note !

See separate instructions, Plate 90612 Item 016, for operating the PMI-system.


Mechanical Control Gear 906.03-95

Moment CompensatorsPlate 90625

2nd order moment 4, 5, and 6-cyl. engines have a 2nd order external moment which might excite vibration of the hull and deckhouse.

On the basis of calculations, engines featuring these cylinder numbers may be provided with flyweights built into the main chain drive.

Flyweights may also be built into a second chain drive, which is driven from the fore end of the crankshaft. This chain drive is equipped with a spring-loaded chain tightener, which may be equipped with a hydraulic damper.

Optionally, an electrically driven compensator can be installed outside the engine.

1st order moment 4-cyl. engines may have a rather high 1st order external moment, and can, therefore, be provided with a 1st order moment compensator ar-ranged as adjustable flyweights on the fore and aft ends of the crank-shaft.

Alternatively, the 1st order moment compensator can be positioned in the main chain drive.

This moment compensator consists of a (new) chain-tightener wheel with an incorporated flyweight and a flyweight rotating with the crankshaft.

Caution !

If the chain drives for the above compensators have been dismantled, the flyweights must be positioned correctly in relation to the crankshaft of the engine.

See the instruction book, Vol. II, MAINTENANCE.

Incorrectly fitted moment compensators may excite heavy vibrations.

Arrangement of Chain Drive and Camshaft Plate 90600-82

S46MC-C

Chain Drive and Guide bars Plate 90601-76

S46MC-C

Plate 90601-76 Chain Drive and Guide Bars

ItemNo.

Part Description

016 Screw028 Locking wire041 Guidebar053 Bracket065 Screw089 Screw090 Bracket100 Guidebar136 3" Chain, complete148 Chain link, complete161 Outer link173 Inner link

Plate 90601-76 Chain Drive and Guide Bars

ItemNo.

Part Description

Chain Drive - Lubrication Plate 90602-118

S46MC-C

Plate 90602-118 Chain Drive - Lubrication


023 Lub.oil pipe047 Lub.oil pipe059 Lub.oil pipe060 Lub.oil pipe084 Spray pipe096 Lub.oil pipe106 Spray pipe118 Spray pipe143 Spray pipe155 Lub.oil pipe179 Spray pipe180 Spray pipe202 Steel pipe, L=757214 Steel pipe, L=631226 Steel pipe, L=1059

Plate 90602-118 Chain Drive - Lubrication


Chain Tightener Plate 90603-81

S46MC-C

Plate 90603-81 Chain Tightener

ItemNo.

Part Description

017 Nut029 Locking plate030 Guide nut054 Guide nut066 Tightening bolt078 Self-locking nut101 Cover113 Screw125 Locking wire137 Shaft150 Screw162 Screw174 Flange198 Shaft208 Cover221 Screw245 Bracket257 Chain wheel269 Bushing270 Shaft282 Distance piece304 Coupling316 Lub.oil pipe328 Lub.oil pipe, L=250341 Coupling365 Distance pipe, L=40377 Screw389 Nut390 Stud400 Sealing ring412 Guide pin424 O-ring448 Shaft

Plate 90603-81 Chain Tightener

ItemNo.

Part Description

Intermediate Chain Wheel Plate 90604-58

S46MC-C

Plate 90604-58 Intermediate Chain Wheel


012 Bushing024 Screw036 Flyweight061 Chain wheel073 Screw085 Shaft, upper097 Shaft, lower120 Distance pipe, L=40132 Screw144 Sealing ring156 Nut168 Stud, upper181 Stud, lower193 O-ring203 Guide pin215 Flyweight, complete

NB: Rotation seen from after anti-clockwiese

Plate 90604-58 Intermediate Chain Wheel


Mounting of Camshaft Bearing Plate 90610-109

S46MC-C

Plate 90610-109 Chain Wheel on Camshaft


015 Straight male stud coupling027 Lubrication pipe039 Screw040 Self-locking nut076 Orifice screw088 Screw111 Thrust ring135 Screw147 Bearing cap159 Bearing shell172 Guide pin206 Bearing housing218 Shim231 Distance pipe243 Screw

Plate 90610-109 Chain Wheel on Camshaft


Camshaft Plate 90611-136

S46MC-C

Plate 90611-136 Camshaft


010 Camshaft034 Exhaust cam046 Fuel cam083 Plug154 Screw166 Repair cam-fuel191 Screw201 Repair cam-exhaust213 Chain wheel225 Thrust disc237 Gear wheel249 Screw250 Locking wire

Plate 90611-136 Camshaft


C

PMI Indicator System Plate 90612-65

S46MC-C

Plate 90612-65 Indicator System


016 PMI system - users manual028 PMI install + start - up manual041 PMI install + start - up manual053 PMI software065 Component storage case077 Converter box, complete090 PMI controller box, complete100 Junction box124 Handle136 Pressure transducer161 Gasket173 Extension185 Gasket207 Stud219 Self-locking nut232 Gasket244 Connecting piece268 Indicator valve281 Screw293 Locking plate303 Flange327 Screw339 Spring washer340 Guard364 Cover376 Screw

Plate 90612-65 Indicator System


Arrangement of Camshaft Plate 90613-105

S46MC-C

Plate 90613-105 Arrangement of Camshaft


023 O-ring035 Lub.oil pipe059 Lub.oil pipe, aft most bearing060 Base plate084 Screw096 Guide pin106 Bearing cap131 Bearing shell143 Screw

Plate 90613-105 Arrangement of Camshaft


Governor Drive Plate 90615-127

S46MC-C

Plate 90615-127 Governor Drive


012 Governor024 Pipe, L=2200036 Pipe, L=2100048 Booster073 Screwed connection085 Screwed connection097 Pipe, L=4400119 Screwed connection120 Screwed connection144 Cylindrical dowel168 Key181 Coupling203 Bracket227 Bushing239 Shaft252 Coupling264 Spray pipe276 Screw323 Bevel gear335 Thrust washer347 Key372 Disc384 Castle nut396 Split pin418 Screw431 Locking wire, L=300455 Screwed connection467 Screwed connection480 Screw492 Screw514 Bevel gear538 Screw551 Spring lock

Plate 90615-127 Governor Drive


Regulating Shaft Plate 90618-129

S46MC-C

Plate 90618-129 Regulating Shaft


019 Forked lever020 Pin032 Circlip044 Pull rod, complete068 Bearing093 Regulating shaft103 Bearing127 Distance pipe139 Washer140 Self-locking nut164 Washer176 Fitted bolt188 Eye bolt211 Spring235 Spring pin247 Clamping arm259 Screw260 Lock washer284 Spring-loaded lever, complete306 Screw318 Guide pin343 Nut355 Lock washer367 Lever380 Spring pin

Plate 90618-129 Regulating Shaft


Engine - Side Control Console Plate 90620-77

S46-50MC-C

Plate 90620-77 Engine Side Control Console


021 Screw033 Handle045 Shaft057 Self-locking nut069 Washer070 Plate082 Stop ring094 Bushing104 Shaft116 Spring lock141 Stud153 Handle165 Key177 Grease nipple189 Self-locking nut190 Washer200 Console212 Forked lever224 Screw248 Pointer261 Screw273 Angle lever285 Slide shoe307 Lock washer319 Screw320 Hand wheel332 Thrust ring356 Split pin368 Screw381 Retaining ring403 Tapered pin415 Clamping block427 Spindle440 Stop valve464 Nut476 Ball bearing488 Circlip511 Self-locking nut559 Cover572 Valve "Remote-Local"584 Screw631 Screw643 Sealing ring655 Name plate667 Screw680 Thrust ring692 Start valve714 Ball bearing726 Circlip738 Bearing751 Pressure switch763 Screw775 Bellows gland

Plate 90620-77 Engine Side Control Console


Arrangement of Layshaft Plate 90621-77

S46MC-C

Plate 90621-77 Arrangement of Layshaft


015 Lever, complete027 Grease nipple039 Lever040 Cone052 Pin064 Clamping arm076 Lever088 Screw111 Washer123 Bushing147 Screw159 Washer160 Bushing172 Lever184 Switch196 Cone206 Self-locking nut218 Washer231 Nut243 Fitted bolt255 Screw279 Impact socket280 Impact handwheel292 Pin302 Stop ring314 Clamping arm338 Pull rod, complete351 Fitted bolt363 Distance pipe387 Screw399 Self-locking nut410 Fitted bolt422 Fitted bolt446 Pull rod, complete471 Clamping arm483 Screw495 Self-locking nut

Plate 90621-77 Arrangement of Layshaft



Starting Air System 907.01-103

103S46MCStarting Air System

907

Starting Air System

The starting air system consists of the manoeuvring system and the starting air components.

The following items are described:

• Manoeuvring System

• Main Starting Valve

• Starting Air Distributor

• Starting Valve

See also Vol. I, OPERATION, Chapter 703.

Manoeuvring System

The manoeuvring system is of electric/pneumatic design. It is designed for:

• Control from engine side control console.See also Chapter 906

• Remote control from enginecontrol-room and/or bridge.

The system consists of two or three sub-systems:

• The regulating system

• The safety system.

Regulating system: With the regulating system it is possible to start, stop and control the en-gine.

The START and STOP functions are controlled pneumatically.

Speed-setting during remote control:

During remote control, the speed-setting is controlled by the control han-dle on the manoeuvring console, which sends a signal to the governor system.

The engine speed depends on the magnitude of the signal. The governor system will maintain this speed independently of the engine load.

Speed-setting during manual control:

During control from the engine side control console, the governor is dis-connected from the fuel pumps, and the speed control is effected through the regulating handwheel. See also Vol. I, OPERATION, Chap-ter 703 and Plate 90620.


Starting Air System907.02-103

Safety system: The safety system is separately supplied with air and is controlled by the engine monitoring system (with separate power supply). In the event of shut-down, the safety system leads an air signal to the puncture valve on each fuel pump, thereby cutting off the delivery of high-pressure fuel oil, after which the engine stops.

The safety system is connected during all modes of engine control.

Main Starting ValvePlate 90702

The main starting valve is interposed in the starting air main pipe.

The main starting valve consists of a large ball valve and, optionally, a smaller ball valve which is fitted as a by-pass for the large valve. Both valves are operated by pneumatic actuators.

If the smaller ball valve is installed, an adjusting screw will be mounted for setting the slow-turning speed.

Furthermore, a non-return valve is incorporated to prevent blow-back in the event of excessive pressure in the starting air line.

The main starting valve is equipped with a blocking device consisting of a plate which, by means of a handwheel, can be made to block the ac-tuators.

The ball valves and their actuators are, together with the non-return valve and blocking device, built together to form a unit.

On receipt of telegraph order ‘Finished with engine’, move the blocking device to the BLOCKED position.

To avoid alarm, move the telegraph handle into STOP position.

Warning !

During all inspections of the engine, the blocking device of the main starting valve must be in the BLOCKED position.

The only exception is when the starting valves are being tested for tightness, in which case the blocking device of the main starting valve must be in the WORKING position and the shut-off valve for the starting air distributor must be in the CLOSED position. See Vol. I, OPERATION, Chapter 703, ‘Operations after arrival in port’.



Function: (slow-turning option)

The ball valve actuators are controlled by pneumatic valves.

Start during control from engine side control console:

Both the large and the small ball valves open simultaneously.

Start during control from control room:

If the engine has been stopped for 30 minutes or more, it is advisable to slow-turn the engine. This is done by activating the slow-turning switch on the manoeuvring console, which activates a solenoid valve and pre-vents the large ball valve from opening.

Start during remote control from bridge:

Setting of ‘Slow-turning’

During ‘slow-turning’, the engine speed can be set by means of the ‘slow-turning’ adjusting screw.

The speed should be kept as low as possible, however, so that the en-gine still runs smoothly.

Starting Air DistributorPlate 90703

The starting air distributor is mounted on the aft end of the engine and is driven from the end of the camshaft through gear wheels.

The distributor consists of:

• Distributor disc

• Housing

• Shaft and bushing

It controls the starting valves 90704.

Has the engine been at a standstill for more than 30 minutes ?

Yes

The small ball valve opens. When the crankshaft has rotated at least one revolution, the large ball valve also opens.

This safeguards the engine against damage caused by any liquid in the combustion chamber.

No Both valves open simultaneously.


Starting Air System907.04-103

Distributor disc Short and long recesses are milled into the contact face of the distributor disc.

Through the short recess, starting air is supplied from control air inlet A to each starting air valve in turn.

Through the long recess, the starting valves that are not supplied with starting air are vented. Through bores, the long recesses communicates with the central space E and from there leads through bores F, in the distributor housing, to the atmosphere.

Housing Each outlet hole from the distributor housing leads to a starting valve.

Shaft and bushing The shaft rotates in a bushing fitted in a bore placed centrally in the dis-tributor housing. The shaft is driven by the camshaft through gear wheels. The distributor disc is mounted on the other end of the shaft.

During running, the distributor disc is kept free of intermediate disc 201 by means of oil pressure:

Closest to the distributor disc, the bushing has a larger diameter than at the other end. The oil pressure, which is applied at the centre of the bushing, acts on different shaft diameters and gives a small displace-ment of the distributor disc.

Functioning When control air is admitted to the starting air distributor, a control air pressure builds up in space A, causing distributor disc B to be pressed against intermediate disc 201.

Control air passes through bores in the distributor disc to the short re-cess, and further on through bores in intermediate disc 201 and, via bores in the distributor housing, to the starting valve, thus activating the starting valve.

The long recess in the distributor disc communicates with the remaining starting valves through the bores in intermediate disc 201 and the dis-tributor housing. The pilot air from the starting valves is vented through these bores and through bores in the distributor disc and the distributor housing to the atmosphere.

When the crankshaft starts turning, the distributor disc also turns, there-by moving the short recess from one bore into a position opposite the next bore. Thereby the starting valve which is connected with this bore is supplied with control air, and the starting valve opens. Simultaneously, the long recess in the distributor disc is positioned opposite the bore from the starting valve activated directly before, and the control air of that starting valve is vented, causing the valve to close.



When the start level RPM of the crankshaft has been reached, and the START signal is vented, space A is vented through a pneumatic valve. At the same time the fuel pump puncture valves are vented, causing fuel oil to be injected into the cylinders.

Starting ValvePlate 90704

The starting valve (spring-loaded) is fitted on the cylinder cover. It is con-trolled by control air from the starting air distributor 90703.

Functioning: When the main starting valve is open, chamber P of the starting valve is pressurised through the starting air pipe.

The starting valve is kept closed by the spring. When chamber U above the piston of the starting valve is pressurised with control air from the starting air distributor, the starting valve opens, and starting air now flows from the starting air pipe to the cylinder.

When the starting period is finished, chamber U is vented through the vent pipe of the starting air distributor, and the starting valve will close.

The starting air in chamber P and the starting air pipe are vented slowly through small holes in the starting air pipe.

Main Starting Valve Plate 90702-52

S46-50MC-C

Plate 90702-52 Main Starting Valve


015 Securing plate027 Screw039 Screw040 Switch052 Gasket064 Screw111 Spring123 Nut135 Air adjustment screw147 Ball valve159 Intermediate piece160 Name plate "Working"172 Name plate "Blocked"184 Washer196 Washer206 Stud218 Gasket231 Screw267 Hand wheel279 Pin326 Screw399 Nut409 Screw410 Nut422 Disc434 Ball valve458 Housing for non-return valve471 Non-return valve483 Housing for non-return valve495 Screw505 Starting air pipe517 Screw529 Distance pipe530 Plate542 Plug screw554 Pin566 Screw578 Nut591 Spindle601 Nut613 Starting air pipe625 Plug637 Gasket649 Gasket662 Downstream seat674 Upstream seat698 Upstream seat708 Downstream seat

Plate 90702-52 Main Starting Valve


Starting Air Distributor Plate 90703-102

S46MC-C

Plate 90703-102 Starting Air Distributor


010 Gasket022 Screw046 Bushing058 Key071 Gear wheel083 Lock washer095 Nut105 Guide pin117 Guide pin129 Stud130 Nut142 Spring pin154 Shaft166 *) Housing191 Sealing ring201 *) Disc213 O-ring225 Distributor disc237 Cover

*) Please state number of cylinders

Plate 90703-102 Starting Air Distributor


U

P

Starting Valve Plate 90704-49

S46-50MC-C

Plate 90704-49 Starting Valve


016 Screw028 Cover041 Packing053 Valve housing077 Spring089 Distance pipe090 Liner100 Sealing ring112 Valve spindle136 Self-locking nut161 Piston

Plate 90704-49 Starting Valve



Exhaust Valve 908.01-86

86S46MCExhaust Valve

908

Exhaust ValvePlate 90801

Each cylinder is equipped with an exhaust valve, which is mounted in a central bore in the cylinder cover. The valve housing is attached with four studs and nuts to form a gas-tight seal against a seat in the cylinder cov-er. The nuts are designed for tightening with hydraulic tools.

Valve housing The valve housing has an exchangeable bottom piece provided with a hardened, conical seat for the valve spindle.

The bore for the valve spindle is provided with an exchangeable spindle guide liner.

Cooling The valve housing is water cooled, see plate 90810. The cooling water is introduced near the top of the valve housing. The water is discharged from the top of the valve housing.

The cooling water outlet from the valve housing incorporates an orifice plate so as to control the cooling water flow through the exhaust valve housing.

On the front of the valve housing there is a cleaning cover through which the cooling water space can be checked and cleaned.

Spindle The valve spindle is made from heat resistant steel with hardfacing metal welded onto the seat.

The part of the spindle stem which travels within the sealing arrangement of the air cylinder is coated with a wear resistant mixture of metal carbide and super alloy, applied by the HVOF process.

On the lower cylindrical part of the valve spindle a vane wheel is fitted which causes the valve spindle to rotate while the engine is running.

Lifting/rotation check rod:

To enable checking the functioning of the exhaust valve while the engine is running, a ‘lifting/rotation check rod’ is mounted on top of the hydraulic cylinder on the exhaust valve.

Spindle rotation is indicated by regular changes in the top and bottom positions of the check rod.

Note !

This check rod is only for checking purposes, and must not be perma-nently activated.


Exhaust Valve908.02-86

Pistons

At the top of the spindle, two pistons are fitted:

1. Air pistonThe piston serves to close the exhaust valve. The piston is locked to the spindle by a two-piece conical ring.

2. Hydraulic pistonThe piston serves to open the exhaust valve.The hydraulic piston has two piston rings and a damper arrange-ment, designed to dampen the closing of the valve.

The hydraulic piston is operated through piping which communicates with a corresponding hydraulic piston in the actuating gear above the camshaft. This piston is actuated through the roller guide, by the exhaust cam on the camshaft.

Air cylinder The air cylinder is mounted on top of the valve housing. Air for closing the exhaust valve is supplied through a non-return valve to the space below the piston.

Two sealing rings are mounted in the bottom of the air cylinder housing. See also ‘Sealing air’ further on in this Chapter.

A safety valve is mounted in the bottom of the cylinder.

Hydraulic cylinder The hydraulic cylinder is mounted on the air cylinder on top of the ex-haust valve housing with studs and nuts.

The exhaust valve is opened by the valve spindle being pressed down by the piston in the hydraulic cylinder.

A combined throttle/valve designed for deaerating the oil system is fitted at the top of the cylinder.

When the exhaust valve is closed, the pressure in the hydraulic cylinder is low. A thrust spring opens the valve, enabling oil and air, if any, to escape through the throttle.

Caution !

After the exhaust valve has been overhauled, it is important to check the damper, to avoid knocking. This is done with a special bridge gauge. See Vol. II, MAINTENANCE, Procedure 908.


Exhaust Valve 908.03-86

The oil is led through a duct to the space around the air cylinder and is drained off through a bore X, together with leakage oil from the piston.

When the exhaust valve is activated, the high oil pressure closes the valve, and the oil flow stops.

Sealing airPlate 90801Plate 90802

A sealing air arrangement is fitted around the spindle shaft under the bot-tom of the air cylinder.

The sealing air is supplied from the air cylinder and introduced below the sealing rings via a sealing air control unit and a screw 211 provided with a small bore.

The sealing air will prevent the exhaust gas and particles from penetrat-ing upwards and wearing out the running surfaces and polluting the pneumatic system of the valve gear.

The oil mist content in the air from the air cylinder improves the service condition of the sealing rings.

The sealing air control unit contains a valve which automatically cuts off the air flow when the engine is in FINISHED WITH ENGINE status, and a filter housing.

Hydraulic Valve Actuating GearPlate 90805 Plate 90806

The exhaust valve is actuated by a cam on the camshaft through a hy-draulic transmission.

A roller guide is kept in contact with the cam by the action of a helical spring which is fixed between the roller guide and the hydraulic cylinder so that the roller of the roller guide will follow the cam on the camshaft.

The roller guide is prevented from turning by a key and a keyway.

Hydraulic cylinder The hydraulic cylinder is attached to the camshaft housing by four studs, two of which are long enough to permit the spring of the roller guide to be gradually relieved during dismantling of the components.

A piston enclosed in the hydraulic cylinder rests on a thrust piece in the neck of the roller guide and is locked to the roller guide by a bayonet joint.

The hydraulic cylinder on the camshaft housing is connected to the hy-draulic cylinder on the exhaust valve by a high-pressure pipe.

Oil is supplied from the lubricating oil system through a non-return valve in the top of the hydraulic cylinder.

Leakage oil from the hydraulic cylinder on the exhaust valve is drained through a pipe connection to the baseplate of the hydraulic cylinder on the camshaft housing. From there the oil is drained off through a bore to the camshaft housing.


Exhaust Valve908.04-86

Tools Special tools are supplied for:

• holding the roller guide in its top position and thus putting the ex-haust valve out of action. See Vol. II, MAINTENANCE, Proc. 908.

• holding the exhaust valve spindle in the open position. See Vol. II, MAINTENANCE, Procedure 908.

Exhaust Valve Plate 90801-151

S46MC-C

Plate 90801-151 Exhaust Valve

ItemNo.

Part Description

013 Pin025 Cup screw037 Steel pipe049 Union nut050 Screwed connection062 Gasket074 O-ring086 Rotation check rod098 Oil cylinder108 Sealing ring133 Disc145 Screw157 Lock washer169 Guide ring170 Sealing ring182 Conical ring in 2/2194 Piston204 Sealing ring216 Coupling228 Ball valve253 Throttle valve265 Disc277 Plug screw289 Gasket300 Non-return valve324 Eye bolt348 Stud361 Nut373 Air cylinder385 Spring pin407 Packing419 Sealing ring420 Flange432 Screw444 Water connection468 O-ring481 Sealing ring503 Spring515 Disc527 Spring pin539 Screw540 Flange552 Spacer ring564 Sealing ring588 Damper-piston611 Piston623 Spring635 Disc, please state high 17 or 14 mm647 Piston ring659 Piston, complete672 Safety strap696 Screw

Plate 90801-151 Exhaust Valve

ItemNo.

Part Description

706 Disc731 Safety valve743 O-ring755 Gasket767 Cover779 Gasket780 Screw792 Spindle guide814 Valve housing826 Screw838 O-ring851 Bottom piece863 Valve spindle

Exhaust Valve - Details Plate 90802-24

S46MC-C

Plate 90802-24 Exhaust Valve - Details

ItemNo.

Part Description

019 Filter housing, complete020 Spring032 Cover044 Screw056 Washer068 Valve spindle093 Air cylinder103 O-ring115 Filter insert127 Plug139 Packing152 Sealing ring164 O-ring176 O-ring211 Screw

Plate 90802-24 Exhaust Valve - Details

ItemNo.

Part Description

Valve Gear Plate 90805-101

S46MC-C

Plate 90805-101 Valve Gear

ItemNo.

Part Description

088 Stud111 Stud159 Roller guide, complete172 Thrust disc184 Roller guide196 Shaft-pin for roller206 Plug218 Screw231 Bushing243 Disc267 Bushing for roller guide279 Guide pin351 Piston375 Non-return valve387 Nut399 Oil cylinder410 Piston ring422 Disc434 Screw458 Screw471 Key483 Roller505 Disc517 Spring

Plate 90805-101 Valve Gear

ItemNo.

Part Description

Valve Gear - Details Plate 90806-59

S46MC-C

Plate 90806-59 Valve Gear - Details

ItemNo.

Part Description

058 Coupling083 Sealing ring095 Sealing ring117 Pipe, L=2000129 Coupling142 Thrust flange154 Sleeve in 2/2166 Screw178 O-ring201 High-pressure pipe213 Spring ring225 Intermediate piece237 High-pressure pipe, complete

Plate 90806-59 Valve Gear - Details

ItemNo.

Part Description


Fuel Oil System 909.01-115

115S46MCFuel Oil System

909

Fuel PumpPlate 90901

Each engine cylinder is equipped with its own fuel pump, which is mount-ed on the camshaft housing over the camshaft section corresponding to the cylinder concerned.

The square base of the fuel pump housing is provided with a groove to receive any leaking oil, which is subsequently drained off through a drain pipe. In the base, a bore is provided for a toothed rack which controls the quantity of fuel oil delivered by the pump.

At the top, the pump housing is closed by a top cover which is attached by means of nuts and studs fitted in the pump housing. The pump barrel is attached to the top cover by means of screws. On the upper side, the top cover is provided with a combined suction/puncture valve.

A number of semi-circular shims are inserted between the top cover and the pump housing. By removing or inserting such shims, the pump barrel can be slightly lowered or raised in relation to the plunger, and in this way the initial moment of fuel oil injection into the engine cylinder can be adjusted, and the maximum combustion pressure thus changed. Refer to Volume II, Chapter 909, regarding adjustment of the maximum combustion pressure.

The pump barrel and plunger must always go together and cannot be replaced individually.

The pump barrel is provided with oil cut-off holes which are covered and uncovered during the travel of the plunger within the barrel. This func-tion, in conjunction with the turning of the plunger effected by the regu-lating gear, serves to regulate the amount of oil injected into the engine cylinder.

Two screw plugs are fitted in the pump housing opposite the cut-off holes of the barrel. The oil jets which are ejected through the cut-off holes at the end of the delivery stroke will hit the screw plugs, which can be re-placed when they are eroded.

The lower part of the barrel is guided in the bore of the pump housing. Two sets of O-rings and back-up rings are fitted in grooves on the out-side of the barrel and the pump cover to seal between pump barrel/pump cover and housing.

The pump plunger is provided with a guide block designed to travel in the milled keyway in the regulating guide. At the bottom it has a foot which rests on a steel disc in the bayonet joint at the roller guide neck. A clearance of approx. 0.1 mm between the plunger foot and the roller guide permits turning of the plunger in the roller guide.


Fuel Oil System909.02-115

The regulating guide is able to turn in the bottom of the pump housing. On the outside the regulating guide has a toothed rim to mesh with the above-mentioned toothed rack at the base of the pump housing. The toothed rim and toothed rack are marked with lines enabling the parts to be positioned correctly after disassembly. The toothed rack is linked together with the regulating gear of the engine through a spring-loaded connection. Thus, in the event of a sticking pump plunger, the regulating gear for the remaining fuel pumps will not be blocked.

Puncture valve In the top cover of the pump, a puncture valve is fitted. The puncture valve consists of a piston which communicates with the control air sys-tem of the engine. In the event of actuation of the shut-down system, and when STOP is activated, compressed air is supplied to the top of the piston, causing the piston with pin to be pressed downward and keep the suction valve in the open position. This will ‘puncture’ the oil flow to the fuel valve. As long as the puncture valve is activated, the fuel oil is returned through bores to the pump housing, and no injection takes place.

Fuel Oil System The fuel oil is supplied through the pipe on the front of the pump housing at a pressure of about 8 bar from the electrically driven primary pump. The pressure is kept constant by a by-pass valve (Plate 90915).The oil circulates round the pump barrel, which is thus kept evenly heat-ed.

A restriction plug is fitted in the pump housing below the fuel oil inlet, from where a suitable amount of fuel oil is led away.

This circulation of warm oil through the pump ensures that the pump can be preheated prior to starting and be kept warm during stop of the en-gine. The oil passes, in parallel, through the gap between pump housing and barrel, and through the suction valve and the cut-off holes and, via the restriction plug, to the outlet pipe.

A shock absorber (Plate 90915) is installed in the main fuel pipe to take up the pressure pulsations.

Fuel Oil InjectionPlate 90903

During the suction stroke, the spring-loaded suction valve opens and the delivery chamber is filled with oil. As soon as the plunger has covered the cut-off holes during its upward movement in the pump barrel, the in-jection commences through the fuel valves. The injection will last until the cut-off holes are uncovered by the oblique cut-off edges of the plung-er, following which the oil is forced through two milled grooves at the side of the plunger and out through the cut-off holes of the barrel during the rest of the delivery stroke.

Fuel Pump Actuating GearPlate 90902

The camshaft housing contains the fuel pump and exhaust valve actu-ating gear for each cylinder.



The fuel pump is actuated by a cam on the camshaft. The movement is transmitted through the roller guide to the plunger in the barrel of the pump housing which – through the high-pressure pipes – is connected with the fuel valves on the cylinder cover.

The roller guide is forced downwards by the action of two helical springs fixed between the roller guide and the base plate of the pump housing, so that the roller of the roller guide follows the cam on the camshaft.

The plunger rests on a thrust piece in the neck of the roller guide and is locked to the roller guide by a bayonet joint. The roller guide itself is prevented from turning by means of a guide block mounted in the liner of the housing.

The pump housing is attached to the camshaft housing by four studs. The thread on two of these is long enough to permit the gradual easing of the roller guide spring when dismantling the components.

The top of the roller guide neck is located inside the pumpbase and is equipped with a cap which is fitted with a sealing arrangement. This cap, together with a sealing bush that is mounted in the pump base, form a labyrinth to prevent fuel oil from entering the lube oil system.

Each fuel pump can be put out of action by means of a manual lifting tool, which can lift the roller guide roller free of the fuel cam. See Volume II, Procedure 909-5.

Fuel Oil High-Pressure PipesPlate 90913Plate 90914

All high-pressure pipes in the system are provided with a protective outer pipe. The space between the high-pressure pipe and the protective outer pipe communicates, through bores in the union nipples, with a drain bore in the pump top cover.

Fuel Oil Leakage Alarm Plate 90915

A fuel oil leakage alarm is required for Unattended Machinery Spaces, UMS.

Each fuel pump is, via drain pipes, connected to a common drain tank, which incorporates a level switch. The drain tank is also equipped with an overflow pipe, which has a small drain bore below, whereby oil from small leakages can be drained to the outlet, without actuating the level switch.

In the event of pipe fractures or major leakages in the system, the above-mentioned bore will not be large enough to allow the increased oil quan-tity to pass, and the oil level in the drain tank will rise until it reaches the level of the overflow pipe. The rising oil level will cause the level switch to set off an alarm.


Fuel Oil System909.04-115

Fuel ValvePlate 90910

The fuel valve consists of a valve head 161, union nut 112, valve body 090, and nozzle 065. Fitted within the valve body are non-return valve 197 with a combined slide/valve, thrust spindle 219 with thrust spring 220, thrust foot 244, and spindle guide complete 077.

When the fuel valve is fitted in the cylinder cover, the valve parts are tightened together by the pressure from the nuts being transmitted through valve head, non-return valve, thrust spindle, spindle guide and nozzle to the valve body, which is pressed into the tapered bore in the cylinder cover. The union nut keeps valve head and valve body together during dismantling of the fuel valve.

The spindle guide complete 077 consists of spindle guide, thrust piece and spindle with cut-off slide. The spindle guide is assembled with a press fit.

The spindle is pressed against the tapered valve seat of spindle guide by the action of the thrust spring 220, the spring pressure being trans-mitted through the slotted thrust foot 244. The thrust spring determines the opening pressure of the valve.

Optionally, an extra disc can be inserted to raise the opening pressure by 30 bar.

The non-return valve 197 consists of housing, thrust piece, slide and spring. The non-return valve is assembled with a press fit.

The slide is pressed by the spring against the tapered valve seat inside the non-return valve. In this position the head of the slide uncovers a small bore arranged for circulation purposes in the thrust piece.

Functioning The functioning of the fuel valve is as follows:

Position I:

The electrical fuel oil circulating pump circulates preheated oil through the fuel pump and fuel valve. In the fuel valve the oil passes through the central bore of the valve head and continues to the thrust piece of the non-return valve, leaving through the circulation bore of the latter.

Thence the oil is passed through the interior of the valve body to an out-let pipe on the side of the valve head.

The space round the tapered valve seat of the spindle is also filled with oil, but the circulating pump pressure is insufficient to overcome the force of the spring and lift the spindle.

If, for some reason, valve spindle 028/041 should not close during en-gine standstill, then the closed spindle in the non-return valve will pre-vent the circulating pump from pressing oil through the nozzle, thus obviating the risk of the engine cylinder being filled with oil.



Position II:

When, at the beginning of the delivery stroke, the pressure has risen to about 10 bar, the force of the spring in the non-return valve will be over-come and the spindle pressed back against the shoulder of the thrust piece.

Position III:

When the spindle in the non-return valve is pressed upwards, the circu-lation bore of the thrust piece is closed, and the oil passes the seat of the spindle and enters the space round the valve spindle seat in the spin-dle guide. When the pressure has risen to the preset opening value of the fuel valve, the spindle is lifted, and oil is forced through the nozzle into the engine cylinder.

At the termination of the delivery stroke, first the valve spindle and then the spindle in the non-return valve will be pressed against their respec-tive seats, the injection of fuel stops, and oil is again circulated through the valve (Position I).

Fuel Pump Plate 90901-178

S46MC-C

Plate 90901-178 Fuel Pump


017 Stud029 Nut030 Disc042 Plug054 Packing066 Plug screw078 Guide pin091 Guide bushing113 Plug screw125 Toothed bar149 Shim150 Fuel pump housing162 Guide pin174 Regulating guide198 Packing208 Plug screw221 Screw233 Sealing ring245 Back-up ring257 Plunger270 Union282 Pointer294 Felt ring316 Top cover328 Guide pin341 Sealing ring353 Back-up ring365 Sealing ring377 Pump barrel390 Nut424 Restriction plug436 Screw461 Screw485 Sealing ring497 Sealing ring507 Spring519 Housing520 Sealing ring544 Screw556 Cover568 Air piston593 Sealing ring603 Flexible connection, complete615 Housing627 Sealing ring639 Conical ring in 2/2640 Cone652 Spring664 Spindle676 Housing711 Pump barrel, complete723 Pump barrel and top cover, complete747 Puncture valve, complete

Plate 90901-178 Fuel Pump


759 Suction valve, complete772 Comb.puncture valve + suction valve,

complete

Fuel Pump Gear Plate 90902-144

S46-50MC-C

Plate 90902-144 Fuel Pump Gear


012 Fuel pump roller guide, complete048 Plug061 Stop screw073 Roller085 Bushing097 Disc107 Shaft-pin for roller120 Guide pin144 Thrust disc156 Roller guide227 Guide pin240 Guide pin252 Guide block264 Screw276 Guide pin288 Bushing311 Plug screw323 Flange335 Screw347 Sealing bush359 Bushing for roller guide372 Cap384 Self-locking nut396 Screw418 Scraper ring, axial431 Scraper ring443 Flange455 Holder for scraper ring467 Locking wire479 Screw492 Nut502 Pump base514 Pump base526 Packing538 Cover, transparent551 Flange563 Screw587 Disc599 Stud609 Stud610 Spring, internal622 Spring, external634 Disc646 Disc671 Sealing ring

Plate 90902-144 Fuel Pump Gear


Fuel Valve Plate 90910-124

S46MC-C

Plate 90910-124 Fuel Valve


016 Thrust piece028 Spindle041 Cut-off slide053 Spindle guide065 Nozzle077 Spindle guide, complete089 O-ring090 Holder100 Guide pin112 Union nut124 O-ring148 O-ring161 Valve head173 Guide pin185 Spring197 Non-return valve219 Thrust spindle220 Spring232 Spring guide244 Thrust foot950 *) Additional disc, + 30 bar

*) Optional extras

Plate 90910-124 Fuel Valve


High-Pressure Pipes Plate 90913-137

S46MC-C

Plate 90913-137 High-Pressure Pipes


012 High-pressure pipe, complete024 Spring ring036 Sleeve048 O-ring061 Union nipple085 High-pressure pipe097 Union nipple107 O-ring120 High-pressure pipe, complete132 High-pressure pipe

Plate 90913-137 High-Pressure Pipes


Fuel Oil System Plate 90914-56

S46MC-C

Plate 90914-56 Fuel Oil System


018 Return oil pipe031 Control air pipe043 Fuel oil return pipe067 Fuel oil inlet pipe080 Return oil pipe102 Return oil pipe114 Ball valve126 Fuel oil inlet pipe

Plate 90914-56 Fuel Oil System


Fuel Oil System - Details Plate 90915-44

S46MC-C

Plate 90915-44 Fuel Oil System - Details


013 O-ring025 Piston037 Spring050 Cup point screw062 Nut086 O-ring108 Housing121 Valve housing133 Spring guide145 Valve cover169 Over-flow valve, complete182 Level switch194 Drain box216 Drain box, complete241 Packing253 Screw265 Wearing ring277 Sealing ring289 Packing290 Lock washer300 Nut312 Stud324 Spring guide348 Housing361 Piston373 Spring385 Stud397 Flange407 Spring420 Shock absorber, complete

Plate 90915-44 Fuel Oil System - Details



Air System of Engine 910.01-75

75S46MCAir System of Engine

910

Air System The engine is supplied with scavenge air from one turbocharger mounted at the aft end of the engine.

The engine exhaust gas drives the turbine wheel of the turbocharger and, through a common shaft, the turbine wheel drives the compressor wheel.

The compressor draws air from the engine room, through the air filters. From the compressor outlet, the air passes through the charging air pipe to the charging air cooler (Plate 91005) where the air is cooled down.

The charging air pipe, with compensator, is insulated.

The air cooler is designed to separate condensate from the air. See also `Charging Air Cooler` in this Chapter.

The air is pressed into the scavenge air receiver through non-return valves mounted in the air cooler housing after the water mist catcher. The non-return valves (flap valves) open by pressure from the turbo-charger.

From the scavenge air receiver, the air flows to the cylinder through the scavenge air ports when the piston is in the bottom position. When the exhaust valves open, the exhaust gas is pressed into a common exhaust gas receiver (Plate 91003), from where the gas drives the turbine of the turbocharger with an even and steady pressure

Scavenge AirReceiverPlate 91001

The scavenge air receiver is a container having a large volume. The re-ceiver is bolted on to the cylinder frame.

Scavenge air is collected in the receiver after the air has passed through the cooler, the water mist catcher and the non-return valves.

The receiver and the cylinder frame communicate through large open-ings.

The scavenge air receiver is provided with man-hole covers and a safety valve (Plate 91103).

Auxiliary BlowersPlate 91002Plate 91006

The two auxiliary blowers are fitted to the air cooler housing. The suction sides are connected to the space before the non-return valves in the air cooler housing. The discharge sides are connected to the scavenge air receiver via separate non-return valves, in order to prevent reversed air flow. See also item, "Non-return valves", further on.

El. panels for auxiliaryblower

See special instructions supplied by the engine builder.


Air System of Engine910.02-75

Running with auxiliaryblowers

During the starting of the engine, and when the engine is running at low load, the turbocharger is not able to supply enough air for the engine process. In these cases a pressure switch will automatically start the auxiliary blowers.

When the auxiliary blowers are operating, they draw air from the engine room through the turbocharger’s air filter and compressor side.

This enables the turbocharger to maintain a reasonable number of rev-olutions during starting and at low load.

The air passes through the charging air pipe, the charging air cooler and the water mist catcher, to the suction side of the blowers. From the blow-ers, the air is discharged to the scavenge air receiver via non-return valves.

The non-return valves fitted in the air cooler housing after the water mist catcher are now closed as a result of partial vacuum and gravitation act-ing on the valve flaps.

There will be a lack of air supply if the non-return valves do not close.

Non-Return ValvesPlate 91005

It is of the utmost importance that the non-return valves of the auxiliary blowers always function correctly and move easily. This can be checked by moving the valves manually, e.g. in connection with the regular scav-enge port inspections.

Warning !

If the auxiliary blowers do not start during low-load running (because of faults, or because the switch for the blowers is not in “AUTO” posi-tion), unburned fuel oil may accumulate on top of the pistons.

This will involve the risk of a scavenge air box fire.

In order to avoid such a fire:– obtain permission to stop the engine– stop the engine– remove any unburned fuel oil from the top of the pistons– re-establish the supply of scavenge air– start the engine

Note: the switch for the auxiliary blowers should be in “AUTO” position during all modes of engine control, i.e.:– remote control– control from engine side control console.


Air System of Engine 910.03-75

The non-return valves protect the blowers and engine during:

• Start-up of the auxiliary blowers

• Running with auxiliary blowers.

Starting the auxiliary blowers:

1. Owing to the relatively high starting current, the blowers start in se-quence, with 6-10 seconds in between.

The non-return valve of the blower that has not yet started must be in the closed position to prevent the blower from rotating backwards. Oth-erwise, there is a risk that the electric motor will burn out when it starts.

2. If an auxiliary blower fails to start, the non-return valve must be in the closed position. Otherwise, the operating blower will not be able to draw fresh air in through the turbocharger and air cooler. This is due to differences in the air flow resistance.

Running with auxiliary blowers:

If an auxiliary blower fails during running, the non-return valve must close to ensure the continued supply of fresh air to the engine. See ‘Starting the auxiliary blowers‘, Item 2, above.

Exhaust Gas ReceiverPlate 91003

From the exhaust valves, the exhaust gas is led to the exhaust gas re-ceiver where the pulsatory pressure from the individual exhaust valves is equalized and led to the turbocharger at a constant pressure.

The exhaust gas receiver is fastened to the seating by flexible supports. Compensators are inserted between the receiver and the exhaust valves, and between the receiver and the turbocharger.

Inside the exhaust gas receiver, a protective grating is mounted before the turbocharger.

The exhaust gas receiver and the exhaust pipe are insulated.

The exhaust receiver may be provided with by-pass flanges for:

• running without turbocharger

• unning with ambient intake temperature below –10°C

Charging Air CoolerPlate 91005

The charging air cooler insert is of the block type. It is mounted in a housing which is welded up of steel plates.

The cooler housing is provided with inspection covers.


Air System of Engine910.04-75

The cooler is designed with an air reversing chamber which incorporates a water mist catcher. The water mist catcher is built up of a number of lamellas which separate the condensation water from the scavenge air during the passage of the air flow.

The separated water is collected in the bottom of the cooler housing from which it is removed by a drain system.

An alarm device for high water level in the drain system is installed.

Caution !

It is important to check that the drain functions correctly, as otherwise water droplets may enter the cylinders. See Vol. I Operation, Chapter 706, ‘Cleaning of Turbochargers and Air Coolers’.

Scavenge Air System Plate 91001-101

S46MC-C

Plate 91001-101 Scavenge Air System


017 Screw029 O-ring030 Flange042 Screw066 Screw078 Guard091 Packing, rubber125 Plug screw137 Plug screw149 Scavenge air receiver162 O-ring174 Manhole cover186 Stud198 Clamp208 Wing nut

Plate 91001-101 Scavenge Air System


Arrangement of Charging Air Pipe Plate 91002-89

S46MC-C

Plate 91002-89 Arrangement of Charging Air Pipe


012 Cover plate024 Insulation material036 Glass fibre cloth048 Compensator061 Plug screw073 Gasket085 Charging air pipe097 Cover plate107 Nut119 Washer120 Screw132 Plug screw144 Screw

Plate 91002-89 Arrangement of Charging Air Pipe


Exhaust Pipes and Receiver Plate 91003-153

S46MC-C

Plate 91003-153 Exhaust Receiver


018 Plug screw031 Packing043 Compensator055 Nut067 *) Screw079 Nut080 Gasket092 Wire gauze102 Exhaust receiver114 Wing nut126 Heating shield151 Insulation cover163 Wing nut187 Insulation cover199 *) Screw209 Gas inlet210 Packing222 Plug screw234 Gasket246 Rivet258 Insulation material271 Manhole cover283 Packing295 Clamp305 Distance pipe317 *) Screw330 Washer342 Split pin354 Hinge rod366 Insulation plate cover378 Heating shield391 *) Screw401 *) Screw413 Lock washer425 Nut437 Stud449 Packing450 Insulation cover474 Compensator486 Plate498 Gasket508 Plug screw521 Gasket533 Plug screw545 Plug screw557 Gasket

*) These screws are special screws for hot joints, they are marked with a "T" and must not be used elsewhere



Exhaust Pipes and Receiver Plate 91004-31

S46MC-C



013 Support025 Distance pipe, L=25037 *) Screw049 Nut050 Screw062 Support086 Spring pin098 Clamp108 Spring pin121 Distance pipe, L=45133 Nut145 Washer169 Shim170 Clamp182 Spring plate194 Spring pin204 *) Screw216 Support228 Screw

*) The screws are special screws for hot joints, they are marked with "T", and MUST NOT be used elsewhere



Air Cooler Plate 91005-104

S46MC-C

Plate 91005-104 Air Cooler


019 Air cooler insert, complete044 Water mist catcher056 Gasket

Plate 91005-104 Air Cooler


Arrangement of Auxiliary Blower Plate 91006-21

S46MC-C

Plate 91006-21 Arrangement of Auxiliary Blower


014 Shaft026 Spring pin038 Slide bearing051 Sealing ring063 Thrust disc075 Support099 Valve flap109 Disc110 Screw134 Auxiliary blower158 Valve flap183 Support195 Shaft254 Screw266 Distance pipe, L=65278 Screw

Plate 91006-21 Arrangement of Auxiliary Blower


Air Cooler Frame Plate 91010-02

S46MC-C

Plate 91010-02 Air Cooler Frame


016 Plug screw028 Plug screw041 Air cooler frame, aft065 Cover077 Screw089 Packing090 Cleaning pipe, air cooler100 Packing112 Stud124 Nut136 Stud148 Nut161 Stud173 Distance pipe, L=50197 Plug screw219 Support220 Screw232 Screw244 Cover268 O-ring281 Cover293 Distance pipe, L=20303 Screw315 Nut339 Screw340 Distance pipe, L=70352 Spring pin364 Air cooler frame, aft376 Cover

Plate 91010-02 Air Cooler Frame



Safety Equipment 911.01-21

21K98MC-CSafety Equipment

911

Safety Valves, Cyl-inder Cover Plate 91101

Each cylinder cover is provided with a spring-loaded safety valve which is set to open at a pressure somewhat higher than the maximum firing pressure in the cylinder.

Relief ValvesPlate 91102

On the exhaust side of the engine a number of spring-loaded relief valves are fitted, which will open in the event of excessive pressure in the crankcase, for instance as a result of the ignition of oil mist.

Regarding how to:

• avoid evaporation of the lubricating oil in the crankcase,

• detect oil mist in the crankcase using an ‘Oil Mist Detector’.

see Vol. I, OPERATION, Chapter 704.

Warning !

Keep the areas around the relief valves free of oil, grease, etc. to pre-vent the risk of fire caused by hot air/gas emitted in the event that the relief valves open.

Warning !

Do not stand near crankcase doors or relief valves – or in corridors near doors to the engine room casing in the event of an alarm for:a) oil mistb) high lube oil temperaturec) no piston cooling oil flow, or d) scavenge box fire

Alarms b, c and d should be considered as pre-warnings of a possible increasing oil mist level.

See also our Service Letter SL97-348/ERO.

Note !

If there has been a crankcase explosion, the complete flame arrester of the relief valves must be replaced.


Safety Equipment911.02-21

Safety Valve, Scav-enge Air ReceiverPlate 91103

The scavenge air receiver is fitted with a safety valve which is set to open should the pressure in the scavenge air receiver exceed a value somewhat higher than the normal scavenge air pressure of the engine.

In some cases it may be necessary to open the valve manually, see Vol. I, Chapter 704, "Turbocharger Surging".

Safety Cap in Starting Air LinePlate 91104

Each starting valve inlet pipe is provided with a safety cap. The safety cap consists of a bursting disc enclosed by a perforated cylinder and a perforated cover in order to protect any bystanders, in the event of a burst.

The cover is provided with a check plate, which shows if the bursting disc has been damaged.

If the bursting disc of the safety cap is damaged by excessive pressure in the starting air line, overhaul or replace the starting valve which caused the burst, and fit a new disc.

If a new disc is not available immediately, turn the cover in relation to the cylinder, in order to reduce the leakage of starting air.

Note !

Fit a new bursting disc and return the cover to the open position at the first opportunity.


Safety Valve 200 Bar +/- 5 Bar ABS Plate 91101-37

37mcSafety Valve 200 Bar +/- 5 Bar ABS

91101

Plate 91101-37 Safety Valve

ItemNo.

Part Description

010 Spindle022 Spring retainer034 Lock nut046 Spring058 Valve housing071 Stop ring083 Valve flap095 Valve guide105 Gasket117 Safety valve, complete


ItemNo.

Part Description

Safety Valve Plate 91103-14

4.7 Bar


ItemNo.

Part Description

011 Spindle023 Washer035 Spring retainer047 Spring060 Valve flap072 Screw084 Nut096 Split pin106 Castle nut131 Seal143 Valve seat155 Safety valve, complete


ItemNo.

Part Description

Arrangement of Safety Cap Plate 91104-85

S46MC-C

Plate 91104-85 Arrangement of Bursting Cap


017 Plug screw029 Gasket030 Starting air pipe, complete042 Screw054 Gasket066 Nut078 Bursting cap, complete091 Screw101 Check plate113 Wing nut125 Screw137 Washer150 Bursting cap cover162 Perforated cylinder174 Housing186 Bursting disc198 Screw208 Safety cap

Plate 91104-85 Arrangement of Bursting Cap



Assembly of Large Parts 912.01-74

74S46MCAssembly of Large Parts

912

BedplatePlate 91210

The bedplate is made in one section, consisting of two longitudinal gird-ers and a number of cross girders which support the main bearings. The main bearings, which are of the thin-shell type, consist of steel shells, lined with tin-aluminium.

Each main bearing has one main bearing cap which is secured by studs and nuts, designed for tightening with hydraulic tools.

The aft end of the bedplate incorporates the thrust bearing. See also Chapter 905.

At the foremost end of the bedplate, an axial vibration damper is fitted. (Plate 91211). For the design and functioning of the axial vibration damp-er, see Chapter 905.

FrameboxPlate 91204Plate 91205

A framebox is bolted on to the top of the bedplate. Like the bedplate, the framebox consists of one section. Together, the bedplate and the framebox constitute the crankcase of the engine.

The framebox is fitted with steel-plate doors for access to the cross-heads and to the main and crankpin bearings.

For each cylinder, the framebox is equipped with a slotted pipe in which the piston cooling oil outlet pipe fitted to the crosshead is able to travel. From the slotted pipe the cooling oil is, through an outlet pipe, led to the oil tray of the bedplate.

Equipment for local checking of the cooling oil temperature and flow, and for temperature and flow alarms, is installed in conjunction with the outlet pipe. See also Vol. I, OPERATION, Chapter 701.

StayboltsPlates 91201

The bedplate, the framebox, and the cylinder frame, which rests on top of the framebox, are tightened together to form one unit by means of staybolts, the bottom end of which is screwed into the bedplate.

Engine SeatingPlate 91215

The bedplate of the engine is positioned on supporting chocks and bolt-ed to the engine seating in the ship with long holding-down bolts, which are equipped with distance tubes of cast iron.

Plate 91215 shows the holding-down bolts, which have spherical wash-ers and nuts with spherical contact faces on the lower end of the bolts. The contact faces of the topplate for the spherical washers must be plane.

The engine is secured in the athwartship direction by side chocks fitted in way of the main bearings. The side-chock liners are tapered 1:100 and are fitted from the aft end on both sides of the engine.


Assembly of Large Parts912.02-74

The engine is secured in the fore-and-aft direction by one end chock with one end-chock bolt with spherical washer at the aft end of each of the two longitudinal girders of the bedplate. The end-chock liners have a 1:100 taper and are fitted from above.

Regarding the engine seating for the specific engine, see the supplier’s special instructions.

Arrangement of Stay Bolts Plate 91201-76

S46MC-C

Plate 91201-76 Arrangement of Stay Bolts

ItemNo.

Part Description

014 Stay bolt, complete026 Screw038 Protective cap051 Nut063 Washer075 Stay bolt087 Guide bushing

Plate 91201-76 Arrangement of Stay Bolts

ItemNo.

Part Description

Frame - Details Plate 91204-14

S46MC-C

Plate 91204-14 Frame - Details


010 Lub.oil pipe022 Clamp034 Screw046 Screw058 Nut071 Lub.oil pipe095 Lub.oil pipe117 Damper-oil pipe129 Screw130 Distance pipe, L=45142 Damper-oil pipe154 Damper-oil pipe178 Bracket191 Clamp201 Nut213 Screw237 Lub.oil pipe249 Stud250 Self-locking nut274 Screw298 Lub.oil pipe308 Screw

Plate 91204-14 Frame - Details


Frame Plate 91205-119

S46MC-C

Plate 91205-119 Frame

ItemNo.

Part Description

016 Frame box028 Cover041 Screw053 Stud065 Nut089 Frame door, rear090 Screw112 Stud124 Relief valve136 Packing148 Screw161 Drain pipe185 Cover197 Screw219 Frame box door220 O-ring244 Cover256 Screw268 Cover293 Cover315 Cover339 Plug screw340 Packing364 Screw376 Distance pipe, L=110411 Fitted bolt423 Screw435 Nut447 Distance pipe, L=45460 Spring472 Door fastener484 Wing nut496 Stud

Plate 91205-119 Frame

ItemNo.

Part Description

Chain Wheel Frame with Covers Plate 91206-96

S46MC-C

Plate 91206-96 End Shields


023 Packing035 Flange047 Stud059 Nut072 Screw096 Stud118 Cover143 Guide pin167 Cover179 Screw192 Stud214 Stud238 Screw251 Chain wheel frame, upper275 Stud287 Distance pipe, L=40299 Nut309 Stud322 Distance pipe, L=45334 Nut346 Screw358 Cover371 Screw395 Plug405 Screw429 Locking wire430 Screw454 Gasket466 Cover491 Top guard501 Gasket513 Cover525 Screw562 Screw574 Rail for sealing586 Packing, rubber608 Distance pipe621 Guide pin

Plate 91206-96 End Shields


Frame - Details Plate 91207-72

S46MC-C

Plate 91207-72 Arrangement of Piston Cooling

ItemNo.

Part Description

017 Bracket029 Screw030 Plate042 Locking wire054 Screw066 Nut091 Screw101 Slotted pipe125 Drain pipe - piston137 Sight glass150 Drain box162 Support174 Screw198 Screw208 Washer233 Screw245 Bracket269 Clamp270 Nut

Plate 91207-72 Arrangement of Piston Cooling

ItemNo.

Part Description

Bedplate Plate 91210-142

S46MC-C

Plate 91210-142 Bedplate


013 Nut025 Baseplate037 Stud050 Screw062 Bedplate086 Main bearing cap098 Spring pin108 Main bearing, upper shell121 Main bearing, lower shell145 Screw157 Grate

Plate 91210-142 Bedplate


Axial Vibration Damper Plate 91211-68

S46MC-C

Plate 91211-68 Axial Vibration Damper


019 Spring020 Spring044 Screw056 Restriction for damper081 Restriction for damper093 Restriction for damper103 Screw127 Oil seal in 2/2139 Oil seal in 2/2140 Guide pin164 Nut176 Nut188 Stud211 Stud235 Axial vibration damper housing,

complete259 Damper housing, upper part260 Guide pin272 Damper housing, lower part296 Restriction for damper

Plate 91211-68 Axial Vibration Damper


Holding-Down Bolts and End-Chock Bolts Plate 91215-53

S46MC-C

Plate 91215-53 Holding-Down Bolts and End-Chock Bolts

ItemNo.

Part Description

010 Protective cap022 Holding-down bolt034 Nut046 Distance pipe071 Spherical washer083 Spherical nut105 Spherical washer117 Spherical washer129 End-chock bolt130 Liner142 Nut154 Protective cap166 Screw178 Washer191 Lock plate201 Liner, portside213 Liner, starboard side

Plate 91215-53 Holding-Down Bolts and End-Chock Bolts

ItemNo.

Part Description

s46mc-c, edition 2

Documents

cooling water space

cooling jackets

denmarkcylinder cover

cylinder liner

starting valve

exhaust valve seat

cooling jacket sur

cylinder frame