cyliderheads

Chapter 1

The Two Stroke Cylinder Head

Early engines were often fitted with two part
cylinder heads.
In this example the outer cover is of cast steel,
symmetrical in shape and is held down onto the
cylinder liner flange by long studs screwed into
the cylinder jacket.
The centre piece is of spheroidal graphite cast
iron and carries the fuel valve in the centre, also
the starting air valve, the relief valve and the
indicatorcock.
Cast iron is not a suitable material for modern two
stroke cylinder covers.
The cylinder cover must be able to withstand the
gas loads which tend to try to deform its shape.
Cast iron is not good at withstanding bending
stresses, which is why steel is used.
The cylinder cover is tightened against the top of
the cylinder liner by means of nuts and long
studs fitted in the cylinder frame.
The nuts are tightened by means of hydraulic
jacks.
Modern covers are manufactured from steel
forgings, drilled for bore cooling.
This was introduced on the Sulzer RND engine.
On a modern uniflow scavenged engine, there will
be a large central pocket for the exhaust valve,
and pockets for the fuel injectors (2 or 3), air
start valve and relief valve together with a drilling
for the indicator cock and a bore for the start air
inlet.
Sealing between the cylinder cover and cylinder
liner is obtained by means of a sealing ring,
made of mild steel.
 BURNING OF CYLINDER HEADS

Poor quality residual fuel with a high CCAI, or poor

injection due to worn or incorrectly set injection
equipment may cause localised overheating and
resultant erosion of the cylinder head material by
the swirling combustion gases.
As long as the burning is not too deep (8mm max)
then no action need be taken. Excessive burning
can be weld repaired by a competent repair
shop after consultation and agreement with the
Classification Society.
 CHOKING OF COOLING WATER BORES

This can occur when the cooling water is not

correctly treated and scale builds up leading to
poor heat transfer and thermal stressing which in
turn can result in cracking of the cylinder heads.
In extreme cases, the cylinder head can be cut
open and after clearing the choked bores, be
welded up again.
 CRACKING OF CYLINDER HEADS
Cracking of cylinder heads can be caused by thermal
stressing or mechanical stressing due to incorrect
tightening of valves in the pockets. Overheating will
exacerbate the problem by weakening the material.
This crack in an air start pocket of a MAN-B&W,
9L8OMC engine was caused by weakening of the
material due to a reduction in thickness because of
erosion of the material.
As previously stated, crack can be repaired, but only
after consultation with classification society and using
an approved agency.
After repair where the welding rods must match the
original specification of the material, the head must be
stress relieved and hydraulically tested before being
stamped by the class surveor.
 Chapter 2: The Four Stroke
Cylinder Head
Manufactured from high strength pearlitic or
nodular graphite cast iron, or in some cases
cast steel.
• Although cast steel is a preferable material
because of its increased ‘ strength, it is more
difficult to cast due to poor fluidity and the
increased likelihood of flaws in the casting.
With the decrease in specific fuel consumption and
increase in power outputs, higher maximum
cylinder pressures of up to 200bar are now
achievable.
The result is increased mechanical and thermal
stressing on the cylinder head during operation.
Cylinder heads of medium speed four stroke
engines are by their nature more complex.
The deep box-like construction allows air inlet and
exhaust passages (and in some cases fuel pipes)
to be accommodated within the main castings.
The design of the casting must incorporate smooth
changes of section with generous fillet radii, bossed stud
holes and adequate cooling of the injector pocket and
exhaust valve seats.
Usually fitted with two inlet valves, and two exhaust
valves.
The exhaust valves are sometimes fitted in separate water
cooled cages as are the inlet valves on some engines.
If not mounted in separate cages, then hardened
valve seat inserts which may be water cooled are mounted
directly into the cylinder head.
The cylinder head also a accommodates the fuel injector,
air start valve, cylinder relief valve and indicator cock.
Because the flame plate has to be efficiently
cooled to and yet strong enough to resist the
firing pressures, bore cooling of the lower part of
the cylinder head is increasingly employed in
highly rated engines, whilst deep sections are
used to resist bending under the peak
pressures.
Causes of cracking:
Over tightening of cylinder head studs or valve
studs.
High peak pressures.
Thermal stressing caused by poor cooling, scale
build up, sudden change in load.
Corrosion in cooling water spaces caused by lack of
cooling water treatment.
Manufacturing defects and poor design.
Correct warming through is important to limit
thermal stressing due to uneven expansion.
When starting large engines the load should be
increased gradually.
Cracked cylinder heads can be repaired, but only
with the agreement of classification sociely,
using an authorised repair agency, and must be
inspected and tested after repair.
The welding rod must match the parent material,
and in the case of cast iron the cracked head
preheated before any welding takes place.