Wartsila Fuel Pump - Maintenance

5512–1/A1

Maintenance

RTA58T

Fuel Injection Pump Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing)

Tools: 1 2 2 2 2 1 1 1 1

Key to Illustrations:

Device for measuring Devices for measuring Fork spanners Special spanners Fork spanners Withdrawing device Socket insert wrench Torque wrench Grease gun

94552 94554 94555 94555a 94557 94561 94571

1 2 3 4 5 6 7 8 9 10 11 12 13 14 14a 15 16 17 18 18a 19 20 21 22 23 24 25 26 27 28 29 30 31 32 33 34 35 36 37 38

Remark

Spill valve Delivery valve Suction valve Relief valve Safety cut-out device Pressure bush Pressure bush Push rod Cover Pin (short) Pin (long) Compression spring Compression spring Plunger Plunger bush Cap screws Casing Orifice Screw plug Drain screw Fuel injection pump block Screw plug Screw plug Regulating tappet Shut-off valve Vent valve Air cylinder V.I.T. indicator Pointer to setting shield Setting shield Load indicator Speed governor Eccentric shaft to suction valve Eccentric shaft to spill valve Valve housing Valve body Pressure spring Stop sleeve Disc Screw plug

39 40 41 42 43 44 45 46 47 48 49 50 51 52 53 54 55 55a 56 57 58 59 60 61 62 63 64 65

Spacer Spacer Nut Withdrawing rod Disc Locking pin Setting screw Positioning unit Distance sleeve Lever Support Setting screw Setting screw Eccentric pin Roller guide Lever to regulating linkage Shut-off valve (suction pipe) Shut-off valve (spill pipe) Fuel channel Shut-off valve housing Vent screw Spindle guide Valve spindle O-ring O-ring O-ring O-ring O-ring

3.12 E D K R U1 U2 D1 D2 S1 S2

Fuel lever Fuel inlet to the injection valves Check bore Fuel return Spill valve to pump 1 Spill valve to pump 2 Delivery valve to pump 1 Delivery valve to pump 2 Suction valve to pump 1 Suction valve to pump 2

The fuel pump control can only be correctly adjusted, provided the regulating linkage bores are not worn! Before starting preliminary measures to carry out checking and adjusting work on the fuel injection pumps, the engine must be changed over to diesel oil before shutting it down!

A) Directions and permissible deviations The correct adjustment of the fuel injection pump control is extremely important. Changes to the effective plunger (delivery) strokes may only be attempted when, on the occasion of checks, inadmissible deviations from the recorded data of the setting table are established. The setting table which will be often mentioned in this description is handed over to the customer together with the shop trial documents.

Wärtsilä NSD Switzerland Ltd

1

3.00

5512–1/A1

Maintenance

RTA58T

Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing)

a)

Replacement of parts:

When parts of the fuel injection pumps (f.i. pumps for short) are replaced which influence the fuel injection control in any way then the f.i. pump controls must be checked and if necessary re-adjusted in compliance with the values of the setting table. b) Cut-out checks: In order to ensure that the engine can be shut-down at any time and can never overspeed, the various cut-out checks must be carried out after the fuel injection pumps have been newly adjusted (see section F). c) Adjusting data in the setting table: The decisive adjusting data of the f.i. pumps and fuel cams is established for a specified load indicator position and entered in the fuel pump setting table. These are: Idle stroke, begin of injection, total stroke, end of injection. The effective plunger stroke is arrived at by subtraction of idle stroke from total stroke. d) Effective plunger (delivery) stroke in mm: The effective plunger stroke is adjusted by modifying the length of the regulating tappet for the suction and spill valves. In this manner shortening the regulating tappet produces an increase in the effective plunger stroke, and lengthening the regulating tappet produces a reduction in the effective plunger stroke.

Attention

Adjusting the regulating tappet during operation is forbidden!

Equal effective plunger strokes on all f.i. pumps are necessary to obtain balanced power outputs on all the cylinders. For this reason the measured values of the individual f.i. pumps have to be compared with each other. The maximum admissible deviation between the biggest and the smallest effective plunger stroke on individual cylinders is 0.20 mm, and the deviation of the effective plunger stroke from the values in the setting table should not exceed ± 0.10 mm. e) Begin of injection: The begin of injection (° T.D.C.) of a fuel injection pump may only be altered by turning the fuel cams and not by re-adjusting the regulating tappet of the suction valve. The deviation from the setting table shall not exceed ± 0.3. f) Equalizing the maximum cylinder (firing) pressures: The equalizing of the maximum cylinder pressures may only be brought about by turning the fuel cam and not by changing the lengths of the regulating tappets of suction and spill valves (on condition that the compression pressures are equal). Directions for the turning of fuel cams are given in group 4203–3. g) Spacers for fuel delivery reduction: While adjusting and checking the f.i. pumps no spacers may be inserted for delivery reduction. Directions to this effect are given under group 5512–1 in the Operating Manual. B) 1. 2. 3. 4.

5.

Preparations (see also group 4003–2 of the Operating Manual) Close shut-off valve for starting air with the handwheel to position CLOSED (closed by hand). Start lubricating oil pumps for bearings and crossheads and set pressures for normal operation. Disengage the turning gear, bring reversing lever on the local manoeuvring stand to AHEAD (RUN AHEAD), and stop lever 5.07 to RUN. All pressure indicators (end position indication) of the valve groups D , located under the housings for the fuel injection pumps and actuator pumps, must be actuated. Check whether the reversing valve 5.02 is also in position AHEAD (see Engine Control Diagram sheet 4003–2 in the Operating Manual) and that its position indicator is not protruding. Engage turning gear.

1998

2


5512–1/A1

Maintenance

RTA58T


6.

Drain the fuel injection pump block 19. Thereby proceed as follows: –

Shut off the fuel feed pumps.

–

Close the corresponding shut-off valves 55(a) in the fuel channel 56, and loosen their vent screws 58 by several turns.

–

Loosen carefully the drain screw 18a marked with red colour (Fig. ’A’ and ’H’) by several turns in the fuel injection pump block 19 on the corresponding spill valve side which points away from the engine (possibility of hot fuel!).

Remark

The screw plugs 18 and 21 (Fig. ’A’ and ’H’) are secured with LOCTITE No. 243 and should not be loosened for draining the fuel injection pump block.

Attention

Danger of accident! Always loosen first the vent screws 58, prior to loosening the corresponding drain screw 18a.

A

55 I

I

55a

56

56 19 21

19 21

18a

21 18

18a

18

21

I 59 62 61 57 58 64

60 65 00.7012


3

3.00

5512–1/A1

Maintenance

RTA58T

Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing) 7. 8.

Remove all covers 9, valve housings 33 and the corresponding internal parts (Fig. ’G’ and ’H’). Wash suction and spill valves as well as their valve seats with clean diesel oil. Check that the valves slide easily in their bodys and that the valve seats are undamaged. If necessary recondition the seat faces by careful grinding-in or replace the valves. Refit suction and spill valves (without their springs), apply MOLYKOTE G to the pressure bushs 6, and tighten these to a tightening angle of 25° (160 Nm) by means of the socket wrench insert 94571 and a torque wrench.

9.

Check whether the spacers 39 and 40 of the dial gauge holders slide well and the dial gauge functions properly. If so, mount the dial gauge holders and screw them tight (see Fig. ’F1’ and ’F2’).

10. Draw fuel lever 3.12 out of position REMOTE CONTROL and engage it with the lever to the regulating linkage 54 (Fig. ’R’). This move vents the air cylinder 25 (see also group 4003–2 of the Operating Manual). Set fuel lever together with lever 54 to position ’8’. 11. Close shut-off valves 23 in the console to the control air supply. Open and actuate both vents 24 to drain the air bottles till they are without any air pressure (see Fig. ’B’). 12. Distance sleeve 47 must be fitted between the lever 48 and strap of support 49 as shown in Fig. ’C1’. By this, the eccentric shafts 31 for the suction valves are locked i.e. the V.I.T. indicator 26 is forced to be in position ’0’. If necessary move the lever 48 correspondingly by means of the setting screws 50 and 51 in order to facilitate the fitting of the distance sleeve 47. 13. The V.I.T. indicator 26 must point to zero (Fig. ’C’).

Remark

After completing the checking, the spacer sleeve 47 must again be disconnected, and for storing be mounted as shown in Fig. ’C’. Turn back to the original position and lock the setting screws 50 and 51 if they have been adjusted.

The joints of the regulating linkage between the governor and the f.i. pumps are equipped with grease nipples. They must be lubricated weekly with MOLYKOTE paste G by a grease gun which is supplied with the tools.

Tighten the drain screws 18a. Tighten the vent screws 58 and open the shut-off valves 55(a) in the fuel channel.

B

24 287HA

287HB

23 24

Steuerluftversorgung CONTROL AIR SUPPLY

96.7010

3.00

4


5512–1/A1

Maintenance

RTA58T


C

31

26

32 27 28 47 50

I

48

I

49

46

C1 I-I

48

47 49

48

25

49

51

50

D

29

3.12 30

31

54

26 96.7009

32 48


27 28 46

5

1998

5512–1/A1

Maintenance

RTA58T


E 44 94561

44

94561

41 43

41 43

42

42 2

19

19

3

1

F1 F2 For removal of the valve seats use the withdrawing device 94561 (see Fig. ’E’). It is used as follows:

15

94552

94554

15

Push the withdrawing rod 42 without any accessories right down through the valve body and pull it back until the spread forward end comes against the front end of the valve body. Mount disc 43 and screw on nut 41 but not right down yet. Lead the locking pin 44 through the withdrawing rod until its ring enters the slot at the upper end.

19 6

By tightening the nut 41 the valve body can now be pulled out of the pump block.

40

39 3 (1)

F1 =

Arrangement of the dial gauge above the plunger (delivery valve)

F2 =

Arrangement of the dial gauge above the suction and spill valves.

14a

14

96.7317

1998

6


5512–1/A1

Maintenance

RTA58T


I

G

E U1

P

D1

S1

R

4

V

R

V

II

D2 S2

20

P

II III

III

U2

E

III - III 38

18

15 33 34

20

V-V

35

16 17 63

36 37

19

96.7013


7

1998

5512–1/A1

Maintenance

RTA58T


H II - II 5 15

9

15

9

9 6 6 11

11

7 10 13

12 12

2 1

3

IV

IV 4

19 21

8

8 14a 14

IV - IV 18

K

18a

21 19 21 00.7011

3.00

8


RTA58T

5512–1/A1

Maintenance

Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing) C) Mounting the dial gauge for adjustment and checking of fuel injection pump timing Suction valve (S) closed

J Dial gauge set to ’0’

Adjusting the dial gauge above the suction valve: Turn the engine till the roller reaches the highest position (cam peak).

Install the dial gauge above the suction valve (S), now closed, providing an initial tension and set to zero.

Clearance

Spill valve (U)

Roller on cam peak

K

Turn the engine ASTERN till the roller lies on the base circle of the cam.

Install a dial gauge above the spill valve (U) which is now closed, and above the plunger providing an initial tension and set to zero.

Suction valve (S)

Spill valve (U) Clearance

Adjusting the dial gauges above the spill valve and plunger:

Dial gauges set to ’0’

Plunger

Roller on cam base circle

96.7322


9

1998

5512–1/A1

Maintenance

RTA58T

Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing) D) Adjustment of fuel injection pump timing –

Carry out the preparations according to the sections A) and B).

–

All checking data may neither exceed nor fall bellow the deviations mentioned in section A).

–

The required data below is to be taken from the fuel pump setting table.

1. 2. 3. 4. 5. 6.

Adjusting positions . . . . . . . . . . . . . . . . . . Idle stroke ’a’ in mm . . . . . . . . . . . . . . . . . Begin of injection before T.D.C. in ° . . . Total stroke ’b’ in mm . . . . . . . . . . . . . . . . End of injection after T.D.C. in ° . . . . . . Effective plunger (delivery) stroke . . . . .

⇒ Setting shield, normal position 8 (F.Q.S. + V.I.T. positions ’0’) ⇒ Suction valve closes at a plunger stroke of ’a’ ⇒ Suction valve closes before T.D.C. in ° ⇒ Spill valve opens at a plunger stroke of ’b’ ⇒ Spill valve opens after T.D.C. in ° ⇒ Total stroke – idle stroke (’b’–’a’ in mm) Plunger stroke ’a’ (idle stroke)

L

Adjusting the begin of injection:

Adjust the regulating tappet 22 with the special spanners (Fig. ’M’) so that the dial gauge above the suction valve (S) shows 0.02 mm (Fig. ’L’). (When taking the reading the locking nut of the push rod in question must already have been tightened).

0.02 mm

0.00 mm

Suction valve (S) Spill valve (U) Clearance

Turn the engine AHEAD till the dial gauge above the plunger shows the value of the idle stroke ’a’.

0.02 mm

On the flywheel graduation check the crank angle before T.D.C. in ° and record it.

If necessary the fuel cam must be turned appropriately (see group 4203–3).

S 94557

M

’a’

This position signifies: Suction valve closes = Begin of injection

S 98.7132

8 45 94557

94555 94555a

22 96.7407

U

3.00

94555 U 94555a

10


5512–1/A1

Maintenance

RTA58T


N

Plunger stroke ’b’ (total stroke) 0.00 mm

0.02 mm

Turn the engine AHEAD till the dial gauge above the plunger shows the value of the total stroke ’b’.

Adjust the regulating tappet 22 with the special spanners (Fig. ’O’) so that the dial gauge above the spill valve (U) shows 0.02 mm (Fig. ’N’). (When taking the reading the locking nut of the push rod in question must already have been tightened).

0.02 mm

Spill valve (U)

Clearance

Suction valve (S)

Adjusting the end of injection:

This position signifies: Spill valve opens = End of injection On the flywheel graduation check the crank angle after T.D.C. in ° and record it.

’b’

96.7322

O S

S 8 45 94557

94555 94555a

96.7134

U

94557

22

U

94555 94555a


11

1998

5512–1/A1

Maintenance

RTA58T

Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing) E) Checking of fuel injection pump timing –

All checking data must be compared with the fuel pump setting table, and may neither exceed nor fall bellow the deviations mentioned in section A). Plunger stroke (idle stroke)

P Adjusting the begin of injection:

Turn the engine AHEAD till the dial gauge above the suction valve (S) shows 0.02 mm.

0.02 mm Suction valve (S)

Spill valve (U)

On the flywheel graduation check the crank angle before T.D.C. in ° and record it.

’a’

0.02 mm

On the dial gauge above the plunger check the idle stroke ’a’ and record it.

Clearance

This position signifies: Suction valve closes = Begin of injection

0.00 mm

Plunger stroke ’b’ (total stroke)

Q Adjusting the end of injection:

This position signifies: Spill valve opens = End of injection On the dial gauge above the plunger check the total stroke ’b’ and record it. The effective plunger stroke is arrived at by subtraction of ’b’–’a’.

On the flywheel graduation check the crank angle after T.D.C. in ° and record it.

Suction valve (S)

0.02 mm Spill valve (U)

’b’

0.00 mm

0.02 mm

Turn the engine AHEAD till the dial gauge above the spill valve (U) shows 0.02 mm.

Clearance

96.7322

1998

12


5512–1/A1

Maintenance

RTA58T


F)

Cut-out checks

The cut-out checks of the f.i. pumps are of major importance and must therefore be carried out after every re-adjusting of the f.i. pumps. We further recommend that these checks also be made after every major overhaul of the f.i. pumps. Thereby the following checks must be carried out:

1.

Checking the fuel cut-out with the fuel lever 3.12: This check has to be performed best subsequently to the adjustment and checking of the fuel injection pump timing, whereby proceeding as follows:

Turn the engine AHEAD till the dial gauge above the suction valve shows 0.02 mm, i.e. begin of injection (Fig. ’L’).

Set the fuel lever 3.12 together with the lever to the regulating linkage 54 to position zero (Fig. ’R’).

Check the stroke on the dial gauge above the spill valve. (This amount must be compared with the value quoted in the fuel pump setting table; only a little discrepancy is allowed and it should be never less than 0.8 mm.)

Check whether the zero positions on the load indicator 29 and the setting shield 28 of the f.i. pumps coincide (Fig. ’R’).

R

29

30

3.12

54 31

26

27 28

32 48 98.7136


13

1998

5512–1/A1

Maintenance

RTA58T


2.

Checking the manual cut-out on the f.i. pump:

Cut out the drive of the fuel injection pump (see Operating Manual group 5512–2).

There must be a visible clearance of about 2 mm between the roller and the fuel cam peak after cutting off.

53

52

~2 mm

S

98.7137

3.

Checking the safety cut-out device:

The instructions in the Operating Manual group 4003–1 must be strictly followed. As the suction valve tappets are suddenly lifted with a jerk during this test, the suction valve units should be completely installed or at least secured by means of a cover.

G) Installing the valves after a check The following points must be observed when fitting the valves:

All the valves and springs must be dipped in clean diesel oil before fitting them.

If the pressure bushes 6 and 7 were once more removed after the resetting, their threads and seating surfaces must also be coated with MOLYKOTE paste G; then tighten the pressure bushes to an angle of 25° [160 Nm] (see Fig. ’H’).

During the assembly, tighten the screws 15 carefully crosswise and in small steps with 60 Nm. Use MOLYKOTE paste G as lubricant (see Fig. ’H’).

1998

14


5512–1/A1

Maintenance

RTA58T

Adjusting and Checking of the Control with Load-dependent V.I.T. (Variable Injection Timing) H) Checking of stagnation pressure control valve During a check-up on the fuel injection pumps, at the same time also the stagnation pressure control valves (Fig. ’T’) are to be removed, cleaned and examined. Slight damage to the seating surface of the valve body 34 and of the valve housing 33 can be remedied by lapping-in with fine lapping paste. The parts of the stagnation pressure control valves may not be interchanged. The valve stroke ’X1’ must be checked and if necessary readjusted, if the valve body 34, the seating surface ’A’ (Fig. ’T’) on the fuel injection pump block 19 or on the valve housing 33 have been remachined or lapped in.

T 34

X1

33

36 19

’A’ 35

Checking and adjusting the valve stroke:

U

–

33

37

Insert valve body 34 into the valve housing 33. Measure and record the distance ’X’ using a depth gauge (Fig. ’U’).

34

X

V

Y

36 37 19

–

Fit the disc 37 and the stop sleeve 36 in the corresponding bore of the fuel injection pump block 19 (Fig. ’V’).

–

Measure and record the distance ’Y’.

98.7220

The difference X–Y results in the measured valve stroke. The calculated valve stroke is 1.40 ± 0.15 mm. If the valve stroke is below 1.25 mm it can be adjusted by remachining the small landing surface (touching disc 37) of the stop sleeve 36. If the valve stroke is more than 1.65 mm the valve body 34 and the valve housing must be checked and if necessary replaced.

Attention

The engine must under no circumstances be operated with the valve body 34 or the pressure spring 35 removed.


15

1998

Wartsila Fuel Pump - Maintenance

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