Scribd Logo
Upload

Welcome to Scribd!

  • AJ Wharton Diesel Eng

    Uploaded by

    Pratyay Kumar Basu
    6 views70 pages

    Copyright

    © © All Rights Reserved

    Available Formats

    PDF or read online from Scribd

    Did you find this document useful?

    Is this content inappropriate?

    Report this Document

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    6 views70 pages

    AJ Wharton Diesel Eng

    Uploaded by

    Pratyay Kumar Basu

    Copyright:

    © All Rights Reserved
    Download as PDF or read online from Scribd
    Flag for inappropriate content
    of 70
    Steam Turbines and Gearing Roy ANEWNES [An imprint of ButterworthHainamann Lid f j ae) ES B) BN Diesel Engines Third Edition NTE aI INI: INTEC It td md 2 ==) 2 A J Wharton Diesel Engines THIRD EDITION A.J. Wharton, CEng, FiMarE BNEWNES Newnes ‘An imprint of Butterworth-Heinemann Lid Linacre House, Jordan Hill, Oxford OX2 8DP QA renter oh Reed hei pe op OXFORD LONDON BOSTON MUNICH NEWDELHI SINGAPORE SYDNEY TOKYO TORONTO. WELLINGTON First published by Stanford Maritime Ltd 1975 ‘Second edition 1986 Third edition published by Butterworth-Heinemann Ltd 1991 Reprinted 1992, 1994, 1995 @A.J. Wharton 1975, 1986, 1991 Applications forthe copyright holders written permission to reproduce any part of this publication should be addressed to the publishers British Library Cataloguing in Publication Data ‘Wharton, Anthony John Diesel engines. ~ 3rd ed, L Tile 38 ISBN 07506 0217 1 ‘Typeset by Vision Typese Printed and bound in Great Britain by Biddles Ltd, Guildford and King’s Lynn \don WCIP 9HE, England, Contents Engine Types Cycles and Timing Gas Exchange Processes Engine Parts Operating Systems Control Safety and Operation Index 30 43 85 127 Preface stablished book has become necessary to enable the marine the adding of new technology to well proven practice that ensures reliability and owners the confidence to order new engines even before they have been proved in service. Acknowledgements 10F wishes to express his appreciation for the assistance given by the following turing companies, which were most generous in providing information and vil SI UNITS Mass =kilogram ®) Force =newton oy Length = metre (m) Pressure =newton/sq metre (N/m) ‘Temperature=degrees celsius (°C) und force (Ibf)=4.45N n force (ton!) =9.96kN 1 kgt=9.81N CHAPTER 1 Engine Types Marine engines are required to operate continuously, reliably and safely in unmanned i i overhauls. They may be substantially to increases in engine power and economy. The supply of charge air at reduced power is sufcient to maintain eficient combustion, and at fll power surplus exhaust gas energy can be diverted to oper ‘main or electrical power output. ‘Changesin world trade may lead to the emergence of different ship types with: “power take off systems which will supplemer ines, and some existing rove their economy and extend their useful life. Basically, marine diesel engines can be divided types: lar y fuels and burn these successfully to obtain the highest thermal eficie ion speed and fewer working parts ‘make them very economical in lubricating oil, and give low rates of wear and re now few manufacturers producing these ‘engines, they dominate the market particularly in ocean-going ships. A variety of size and numbers of cylinders are available, to suit all power requirements, In addition to the standard models they are produced in long-stroke ENGINE TYPES must be aware. SULZER RTA Engines Fig. 1.1 shows a Sulzer RTA 84C engine typical modern slow-speed, two-stroke, cros RTA Series 2 which offer a number of eylinder sizes down to 380mm. 1.1 Sulzer RTA 84C engine ENGINE TYPES rype bedplate fabricated from wel \ded ‘A’ frames surmounted by cast alloy and is rotated from acam driven actuator and is closed under the act srown and has five compression rings fitted in shortcast iron skirt The piston is oil cooled using 1.2 Sulzer RTA 58—84 engine ENGINE TYPES ugh a bore in the piston rod from swin piece erosshead has the piston rod bolted to its up} ting. iahractvenge and constant pressure turbocharging ec plead eos by ‘crosshead between the two top end journals. Each bearing support to limit load concentration. Thin-wall aluminium-tin bearing s hole range. The engine ith main bearing supports frame and the underside of the bedplate upper flange lands on top of the frame and {hocrown surface to prevent high temperature corrosion. The pston i ol cooled, ol ENGINE TYPES 1.3 MAN—B & W K90 MC—C engine supplied by a telescopic gland sshead and then through the piston rod ENGINE TYPES Fuel pumps are cam driven and timed by the plunger helix. An adjustable barrel operation by a link connected atthe c air. Each pump supplies three ic turbochargers. Two auxiliary blowers are fitted to operate at low charge air pressure or atlowengine revolutions. A number of waste heat recovery and power take-off systems can be operated under running conditions. liner collar, The upper jacket set space and passes water i the cooled and is secured on the top of The hydraulically operated exhaust valves have air springs. The camshaft is chain driven and is mounted within the framebox. Fuel pumps are cam driven with helix started during low-speed running. A compressed air je can accelerate the turbocharger in an emergency. B&WKEF Engine This engine shownin Fig. 1.Sand produced up to twenty years ago includes many features which have been improved and developed in present ‘models. Exhaust valves were operated by pushrods and were closed by helical steel springs. Through scavenge was used and a pulse exhaust system required grouping of 6 ENGINE TYPES and sot cronhead be servomotor which rotated the whole camshaft to re-time fuel pump and exhauut valve cams. Heavy fuel was used and it was necessary for fuel injectors to have a separate cooling system. ‘These engines have given good service over many years. ENGINE TYPES ENGINE TYPES Pats Exhaust Fret valve ‘Two pat turbo valve gear eine cover charger O base uel pump Water jacket Camshaft Piston and skit jc Seavenge Piston rod aie ports manifold Piston rod sland > Crosshend Guides Camel Lab.oiltio. Piston cooling crostbead i curse | Guides recip. pipes sir cooler Cankerse r relief valve Frames oO ‘Crankshaft oe Bp Bedplate tor was fitted; this was water cooled for burning. fuel pumps were used and apart from the air start imed for reversing. A servomotor rotated the main 15 B&W KEF engine SULZER RND Engine Shown in Fi pressure exhaust system was used, sure was augmented by a system of of piston model produced by the company. Various cylinder sizes up to 760mm were marketed; it had a combined stroke of covers with bore cooling we 2180 mm and a speed of 119 rpm. Engines were built with from three to nine cylinders Ups ne in ae ‘3-Part_ 7 | } pons ia i Gow Lower piston G ‘cooler gene | Ss Lower. =| — Piston Scavenge os sent, Oo Kj lief sa f at Ma 5 K EF a 17 Doxford J Type opposed piston engine ‘Two pistons are fitted per cylinder. The lower or main piston i oil-cooled and has @ long skirt fitted; it uncovers the scavenge ports a connected via a normal crosshead and com J dreclly to the erankshaf ao struction and is manufactured 1s three cranks per: 10 ENGINE TYPES he ful yrem works on common al the uel pumps, which ae operated by 8 chain driven crankshaft, per cylinder, and are co by a cam-operated mechanic ‘The engine operates with through scavenge and pulse turbocharging ‘to match the high pressures and fuel economy of more orthodox two-stroke engines. ng vee MEDIUM AND HIGH SPEED ENGINES troke cycle and are of trunk piston than equivalent slow-speed engines, le couplings and torsional vibration dampers ae fitted at ‘and gearbox drives. lity for part-load operating or maintenance. there is no need to fit the more expensive ‘Modern engines can operate. succes ‘banks of eylinders angel at an angi: ung common crankcae and bedplate ih considerable sng ize and weight. Twice as many cylinders can be accommodated in a given le F the engine is increased. Due to the increased power from ‘crankshaft must be of adequat WA variety of methods lised to connect t ms to each throw of the shaft: most common is the side-by-side arrangement with two bottom end bearings. ‘The Vee formation gives economy in the common space used for the exhaust system and turbochargers. Two camshafts are used, but in linder engines starting air valves may only be necessary on one bank of cylinders. MAN—B & W L58/64 Engine Fig. 1.8 shows an engine of this type, With « cylinder bore of 580mm and 640mm stroke, oper larger medium speed four-stroke engines and. est of a series of three of the same " ENGINE TYPES Lee AC INS (aU (| 18 MAN— B & W L58|64 engine design by the same manufacturers. All are inline construction with between six and rine cylinders. ‘They operate well on heavy fuels and are designed for ease in ‘maintenance with extended periods between overhauls. 2 ENGINE TYPES Suppor toa thin fame plate or good conductivity of heat duets together with al necessary valve connections. Ci Jacket ring and are secured under ly tightened to piston has a forged udgeon pin is secured. Pistons are ol passing from the crown through bore haes to cool behind the ring grooves. Three Eompression rings are filed in induction hardened groo ing is plasma coated, the others being chrome plate. A single oil con inted near the top end, allowing the piston to be removed Each cover has two exhaust valves, ited in faces and vanes on their spindles cause them 10 ‘valves are fitted in uncooled cages: they are rotated by Rotocaps. A single, central f ‘on heavy fuel. The cam-driven, he pressure at all before starting rol edge profiled pump follower sure turbocharging is used with uncooled, high efficiency turbo- fequate charge air over the full range of load. Ample exhaust energy is also available for waste heat recovery SULZER ZA 40S Engine This engine, shown in Fig. 1.9, has cylinder bore of 400 mm, a stroke of $60 mm, and normal speed of $10 rpm. The suffix. longer stroke development of the ‘ZA 40 engine with which some parts are ‘identical, although the connecting rod is shorter to m ight. ‘The longer stroke gives improved fuel economy with slightly reduced speed and allows the use of lower grade fuels. is produced in many cylinder numbers, ranging from six to nine for twelve to eighteen for Vee form engines. ‘The main engine frameisa single pice, grey iron casting of rigid construction. undersiung main bearings, secured by tie bol oth vertical and horizo Max, weae Ovalty ‘Mean max. weae ‘Wear rate since new Wear ast gs Rem 48 Record of cylinder liner wear ‘After gauging, any ridges on| should be ground off. These may beevident at the top of the ring travel and a siving rise to scavenge fires. st ENGINE PARTS FITTING A NEW CYLINDER LINER ing the nuts on top of the strongback or by applyi ‘started’ from its landings. Strongback nuts between strongback and crossbar, The crane ld be cleaned and inspected 10 the crankcase. bbe taken to align the liner te correct positioning I differ around the 4.9 Changing a cylinder liner 2 ‘may then be jacked from the entabl CYLINDER COVERS is forms the top part of the combustion space and it must be without the necessity for a cr ‘Medium speed four-stroke engines general per cylinder, one centrally placed fuel injector, in shape and have 8 coefcient of therm from solid steel forgings eth water from the Jacket moderate temperatures and allows intensive cooling lcmaking separate fuel valvecooling unnecesery. (Set Figs 4.10 and 4.11). 4.10 Cylinder cover for two-stroke engine (MAN—B & W) ENGINE PARTS tions; checking tension of care must be taken during 4.11 Cylinder cover for four-stroke engine (MAN—B & W) ge engines had covers in two parts, the part holding the valves being of cast and supported by acast sel strongback to give added strength ‘water cooling, +r number of valves, four-stroke engine covers are usually formed y be of peat it Diaphragm ofl Pl the top deck plate gives a some designs. The deep (and in some cases fuel pipes) to be accommoc In crosshead type engit cylinder and scavenge ication), whil selected for better bearing lubricating and cooling pro 4.12 Piston rod gland and diaphragm ENGINE PARTS ENGINE PARTS STONS These will be subjected to fuels. The piston crown its underside. The shape 4.13 Oil cooled piston (MAN—B & W MCC) Cooling oil enters from the central tube within the piston rod and flows under the centre of the crow before passing through bore cooling holes in a radial direction ENGINE PARTS ENGINE PARTS Unit: °¢ 340/410 258: Cooling water telescopic pipes Piston rod forged seat Dowel ~ 2201 Pion rod ra 4.15 Temperatures in combustion space (MAN—B & W) 4.14 Water cooled piston and rod (Sulzer RTA) REMOVING A PISTON AND ROD the sealing glands and standpipes for these pass through the diaphragm from the crankcase to avoid the pos kage. gines are oil cooled, oil passing up the the bore holes. Oil leaves down the ‘temperatures of working parts ‘with design. In wwo-strok the combustion space of a diese! to be symmetrical because perature and thermal cycling hows temperatures atc the combustion chamber of| aMAN BR W GSIeMC copes operating at full power on heavy fuel. 8 9 ENGINE PARTS Engine room ‘Gtand housing Protecting sleeve 4.16 Changing a piston ‘and cracks. The crown should be fie piston shouldbe cleaned and surfaces inspected, which f the piston rod and. Studs must be inspected anc . After reassembly, a pressure test of rod should be inspected for wear and cracks, pa he crosshead. ‘and rod may be replaced. A guide ry and all necessary surfaces are slands and cooling larly regarding ‘must be fitted ‘The uimost safety must be observed at al times Lifting gear must be Kept in good ‘order and all parts made secure. oo ENGINE PARTS PISTON SKIRTS required to blank off the scavenge and exhaust por above these. Tn trunk piston engines the piston therefore transmits the gas load from expansion when hot. To ensure ci machined to be slightly oval when cold. PISTON RODS ‘motion to splash it against hot surfaces and where necessary. The oil drains down inside the skirt to the crankcase ENGINE PARTS integral with the skirt for ‘and wear under moderate groove wear, although an ‘temperatures and corrosion occur. 4.17 Trunk piston (MAN—B & W) e ENGINE PARTS ‘The high coefficient of thermal expansion requires greater piston clearance. These ards to pass over the piston and released into the grooves which have been oiled. The rings should then float freely within the whole grooves. A special retractor should be used to give even bending without ENGINE PARTS ‘Circumferenat oe — ENGINE PARTS the width ofthe ring section and by increase in tthe corresponding liner /may cause hot gas to blow past the barrelled or grooved. Theit cross-section may be bevelled to balance working pressures. Lower compression rings may have bronze inserts or copper plating to ensure rapid bedding-in, OIL CONTROL RINGS _ Also referred to as seraper rings. They may be fitted ‘below the compression rings on the piston, or alternatively to the skirt. Their cross- ENGINE PARTS scraping edges may be chromium plated. Rings may have drain holes groove from where it can pass the back of the ring rough holes to the inside of the skirt, lop and bottom end bearings, the piston into rotating poi ging shaped at each end to accommodate the bored through the centre of the rod to allow ind an I shaped cffcient. Medium speed engine connecting rods may be shaped witha flat fange bolted Bracket for oil reve 4.20 Crosshead pin 65 ENGINE PARTS | 4.21 Two-stroke connecting rod showing crosshead, top and bottom end bearings and uideshoes (MAN—B & W) a ENGINE PARTS affecting the top end or piston. ‘This also reduces the thinimum headroom required above the engine for overhaul ENGINE GUIDES ‘These are fitted to crosshead engines and are ve ances must be checked periodically and should not exceed 0.7 mm for & ss clearance will cause noise, wear on bearings and glands, uneven ron a Tague CROSSHEAD ‘A crosshead consists of a forged steel block secured to the foot of the piston rod. It includes the journé i and cooling connections (Fig. 4.20). CROSSHEAD or TOP END BEARING load from the pis supply pressure, ‘To ensure an ample supply of cool, lubricating system suppli connections. Excess cooling. Cy then passes to bottom end bearings, guides and to piston ‘Modern designs have a single To overcome these disadvantages, flexible bearing supports were fitted allowing them to the flexing of the jou to the top of the crosshead, which ‘was profiled on it 1 bearing paid was placed between the palm of the connecting rod and this prof GUDGEON PIN BEARINGS prevent back-flow of oil under gravitational force at the bottom of each stroke. BOTTOM END or BIG END BEARINGS : in, deposited overiny of very soft alloy to aid rapid bedding in, They may need larger bearing clearances to allow for o ENGINE PARTS ‘Some designs have the bottom end bearing as a separate 0d, This allows the piston and rod to be withdrat articulated (master and slave), or fork and blade. CRANKSHAFTS ‘A crankshaft consists of a number of cranks or throws, which are rotated by piston, to to be synchronised with the s may incorporate a thrust power ofthe engine a 3m and shear stresses. The material us ind form good bearing surfaces. Carbon strength. Oil holes are drilled from the main bearings to the dowels or keysare ever fitted as these act 0 ENGINE PARTS ‘Shin fits 4.23 Welded crankshaft for large engine (MAN—B & W) n ENGINE PARTS oil holes ae drilled in built up shafts. Overlap is not possible since the webs require Adequate material for strength after the shrink fit holes are bored. Large crankshafts an be of solid welded construction. A numberof parts are forged and then welded together to form a complete shaft. Each part ' crankpin and two webs, witha half length of journal on each web. re stess-relleved and subjected to noa-destrctve tests (Fg. 423) /elded crankshaft consideral urrent engine powers but solid welded shafts tages to designers of future genera of materials, shape, size, rankshafis must con ‘machined at each change in ins and jourr the crankshaft may be made up of two part lengths External balance weights may be attached to crank webs and holes bored through large diameter pins to improve rotary balance. MAIN BEARINGS | Main bearin (0 support the crankshaft ateach magnitude anc and aligned to prevent transverseloads, The op half ofeach bearing bedplate, or by j pressures use steel backed bearings olts or studs securing the lower half. ansverse rigidity. THRUST BEARIN( mnvenient to position the main thrust bearing is makes use of the engine bedplate and propeller thrust to the ship's structure. It also allows the the engine lubrication system. \g-pad type of bearing is usually ited at the drive end of the: sha ngines for gearbox or auxiliary drives do not requi le end-thrust generated corresponding main bearing bush ends wi xial position ENGINE PARTS FLYWHEEL High-speed engines or those with few cyl ‘flywheel a solid wheel shaped to have high mass and inert nei to the engine speed squ of a slow-running engine is limited and its effect is he other large rotating parts of the type of engine it refers to the wheel inkcase and used mainly to engage ing motor during overhaul. ILisalso very convenient for marking crank angles and top centre positions TURNING GEAR or BARRING MOTOR _ will berequired in order to turn or rotate the engine when itis out of operation. Itcan also be engaged to lock the engine in Sth turning geet mun be cngaged before Working devices must be applied—or electric fuses removed—to pre Of the engine before personnel enter to work on it. ‘The gear must be disengaged when the engine is prepared for sea and safety cut-out devices may be incorporated in the manoeuvring gear to ensure this has been carried out. CRANKSHAFT DEFLECTIONS Misalignment of an engine crankshaft occurs due to wear of main bearings or from taken with the engine just beyond bottom dead ‘connecting rod. Tt is usu ‘gauge to the first reading. The first and approximation for bottom centre position. This procedure is repeated for ea turn, Feeler gauges should be used to ascertain that the crankshaft has not sprung in adjacent main bearings. ENGINE PARTS (Crank positions 4.24 Crankshaft deflections 4.25 Record of deflections " ENGINE PARTS in reverse direct the cranks, particu! ge engine acts as the main ‘and crankshi 2 pair of tie the main box structure p flange clear of the sweep of ‘overall width to a minimum. he bedplate must be toa very high standard, carefully c be stress-relieved, shot blasted and tested for flaws. Al ly prepared, with double butt welds and complete possible. Plates of different thickness should not be butt welded toget (YL saeINg) woul y cep wou a8 CF (unm) sousue poods umpou sof» (aazing) sanionas aug ge aurBue ayous-oms 810) 4 aroidpog 9z'p Sava ANIONT ENGINE PARTS flanges are finally machined for landing on support chocks or for assembly of other ‘members. Fatigue cracks may commence at points of high stress or sudden change in section and regular internal ins carried out, parti tio had bedplates formed by a longitudinal ide joined by transverse girders supporting main bearings In crosshead type engines, frames or columns are used to support the fr sh agit to the outer edges. Tie bolts pass ‘maintains the frame in compres In some desig tings. bolts may add to the rigidi are shown in Fig. 4.29. ENGINE SEATING ‘A main engine is secured to a foundation built into the shi ® ENGINE PARTS ll extend outside of the engine to allow the ture. The top surface of the tank angine bedplate base. Hacked up accurately to align the main bearing centreline Iding-down bolt holes are then drilled and tapped in the with the propeller shafting tank tops. ENGINE CHOCKS Cast atching of surfaces left by bility of fretting which can occur n ENGINE PARTS ENGINE PARTS bott "Thru bracket welded 1 tak top Epoxy resin chock ‘Tank top 4.32 Engine seated on epoxy resin chocks (Sulzer) p and a nut CAMSHAFTS ‘A-camshaft is necessary to operate the valves and fuel pumps which control the engine integrity of the e clearance in the bedplate to allow for expansion of the engine. In some cases some fitted bolts may be used to transmit thrust drive end of the engi their unthreaded section may be of ‘The top nuts are hydraulically tension inthe studs and compression in the iraulically tested and chocks hammer tested at regular intervals, and addi fter heavy weather or damage. Side and end th verse and longitudinal) is transmitted through brackets the tank tops at the sides and ends of the bedplate. Vertical chocks or i ied anid locked between ech ra engine. Sie bac ; trent at theca of exch iave aber Bad en Sas a ate Camshaft rotation most be accurately synchronised withthe crankshaft and this ° ‘timing must be checked periodic ind after any adjustments or repairs have been ‘Although the main forces a itted at the bedplate, further transverse struts to carried out. secure large engines to the ship's structure are fitted at upper platform levels. ‘Vee type engines will require a separate camshaft for each bank of eylinders. ENGINE PARTS ENGINE Reversible engines may have ser 3s fitted to their camshaft to readjust the Smaller engines may have power takeoff wheels to drive cooling and Iu run astern, exhaust valve and fuel pump cams for each. forms of camshaft drive are in. in two engine revolutions the camshaft positions and sizes to give appropriate lengine speed. They have fewercams since a series of sprocket wheels com loop or cross scavenge engines do not need in weight, particularly where the ve proved efficent and reliable. Sy ween shaft is iarge ge two-stroke engines ‘but light in weight wit zngth to the engi the operat ‘with engine ind cylinder ‘bushings of two adjacer ted. With to form an endless chain of cor speed and in some cases at twice engine speed, in th the crankshaft. This improves primary and secondary balance. due ‘bushings and rollers, and between. eth flanks can be checked by a prof While in place, the extension and loss in tens ‘the chain span between wheels on the slack si allow a limited transverse movement approximately equal to one link Tener Caner Bushing Lab, oil sprayers Riveted pin Roller link Gearwheels Roller chains Pintink 4.33 Camshaft drive systems 4.34 Camshaft roller chain ENGINE PARTS driver (crankshaft) wheel and driven (cams jockey and idler wheels. These may be used reduce unsupported lengths of chain. At loads and possible damage, while excessive slack will cause vibration, add to cyclic stresses and possibly to fatigue failure ‘Where heavy loads are transmitted, duplex chains may be used. These consist of two ‘identical matched chains. Any adjustment carried out to one must be carried out equally to the other. CHAPTER 5 Operating Systems FUEL OIL SYSTEMS “Marine engines must operate successfully on heavy resid Gepending upon the source of ally measured at 15°C) be necessary to know be pr engin ‘and circulating connections under pressure to inkibit tasifcaion and cavitation, ‘OPERATING SYSTEMS Crom puree Baffevening tan sevice wane Hoy cain _ Fon Fier be sevice orDO uns Vicony regular engine “e T Lol Heater ‘Supply pumps 5.1 Fuel oil pressure system ‘The oilfirst passes to the primary or supply pump which raises its pressure to about 4 bat ined in the duplicate and have safe pressure rel ‘well lagged and fited fuel system. This long periods or for ious safety devices must be included in the system with alarms to detect lossin o presur, ow tank evel et. Quick losing the machinery space mus tan ‘There must be arrangements for and draining th «tc, but utmost care must be taken. Drain trays and save-alls, where fitted, must be kept 86 OPERATING SYSTEMS 5.2 Viscosity regulator 87 OMURATING 8 YSTEMS OPERATING SYSTEMS. controlled by hand or by a thermostat, COMBUSTION OF FUEL ‘in any operating diesel engine: roduced and exhaust temperatures normal forthe tote “There should be no uneven running. Knocking from cylinders or the Tue COMPRESSION IGNITION _ is the term used to describe the combustion in diesel engines and they are often referred to as compression ignition engines. The ‘may be considered nnsecutive phases. In phase one the of injection will evaporate and d changes will also occur. The spontaneous combustion will commence. passing over top centre. Ignition quality of a fuel this. found by comparison of ‘containing an equivalent perce ‘above 34; high speed engines need higher 10 Cetane number but found from different ‘Tusbulénce due “Turbulence doe to platon sid 5.3 Combustion of fuel OPERATING SYSTEMS ‘ease of starting an engine, be improved by increasing PILOTINJECTION _ This isa system by OPERATING SYSTEMS, 1 compression ring fitted. Itis redetermined fuel pressure. The the needle valve and may be set to allow intermediate arranged to acting on rapid and positive with no ol leakage. OPERATING SYSTEMS. OPERATING SYSTEMS io Fuel pipes between pumps and injectors are subjected to extremely high internal ofl clic pressure fluctuations which also cause vibrations. The pipes and 8 ate therefore subjected to consideral and fatigue. Failure Cylindee 55 Fuel injector ‘A fine edge strainer may be fitted at the fuel inlet and a priming or venting plug is circulating fitted tothe fuel passage. Valves should be primed if the engine has been out of service ‘or during preparation for commencement of a voyag F tors must be overhauled at regular intervals to ensure correct operation stion. The injector compression spring must be screwed back before cening the retaining sp :iser holes must be clear and unworn. Defect in ine the fuel or carbon building up atthe atomiser. A leaking. will cause secondary burning and reduce combustion efficiency. the injector is tested be no leakages. Fel injectors are inserted into pockets in the cylinder cover and must form a gas- 1 (ANB 4 W} Aight Joi their lower landing. They are secured by studs and nuts. 56 Uncooled fuel injector (MAN—B & W) 2 93 OPERATING SYSTEMS all times, allowing the of the engine fuel pump: ‘operating condi FUEL PUMPS 5.8 Fuel pump timing control OPERATING SYSTEMS, 95 OPERATING SYSTEMS OPERATING SYSTEMS Discharge Detvery Spit Discharge suction Spring-loaded palve suction valve J Thiet Timing and spill pon g Pump bare Helix Rack for ate ‘apes ting (VT) Plunger Rack for. fuel setting 5.9 MAN—B & W fuel pump with variable ignition timing give the corresponding effect. The plunge ‘maintain sufficient clearance atthe top supply to the pump suction is by means of a continuously operating supply or ge pump which causes flooding ofthe fuel pump chamber as Soon as the suction of injection aecord ality. the pump during the period for which it is not injecting. The pump follower is lifted clear of the cam to shut off fuel LUBRICATING OIL SYSTEM Fig. 5.11 shows a lubricating oil strainers and fine sm for a large main engine. Pressure pumps, ¢ set being used while the other acts as Lubricating oil pressure pumps draw ol from: er the tank suction ge at press lower pressure cannot leak into ‘oil then passes through the fine to all bearings, piston cooling, sprayers, exhaust valve ‘the lu system may require different pressures and to ‘engine driven pumps may raise the supply pressure, while pressure reducing valves and restricted orifices may reduce pressure or flow to other parts. oil drains to the bottom of the crankcase and passes through the drain tank. Drain returns are kept remote from the pu and ‘must be submerged to reduce aeration and to make a safe seal. With oil-cooled pistons. OPERATING SYSTEMS Tok from renovating tank 5.11 Lubricating oil system each piston oil return has its temperature monitored and it then passes through a sight surfaces may be coated to prevent rusting due to c surfaces. The system should also have low pressure, high temperature and low tank fitted to purify oil from the drain tank toremove water, should be operated continuously at sea with a slow harge may be carried inated or kept to a CRANKCASE OILS Extensive demands are made on oi cylinder liners, and neut may be required to a OPERATING SYSTEMS tolerate high pressures in gear or chain drives and cams, and even high-speed beari in turbochargers, The oil may be used asa hydraulic Mud in enhauay vane acute ycling and to replace that consumed will, F crosshead engines but for trunk piston engines up to 40 iphur content of t ter discharge atthe purifier In blotter tests the slow migration of a drop of ‘the oxidation, carbon present and dispersive F drops of fresh oil. MICROBIAL DEGRADATION OF OIL is the possible system by micro-organisms. These live by consuming hydrocarb 10 th nitrogen, sulphur and phosphorus from addi ‘warm, agitated conditions in the oi ks, condensation in hurni ul. form organic acids and more water while use corrosion and wear of ‘any. foes not ‘necessary to mix the sample with a small quantity of sterile water. Contamination does not commonly occur if cleanliness and care are: ted from the system. Recommendations are ‘of water content must not be exceeded when using detergent 100 OPERATING SYSTEMS FRESH WATER COOLING SYSTEMS Slow and medium speed engines use fresh water to circulate and cool the cylinder Jackets and covers. The same system may also circulate exhaust valves and water cooled turbochargers if fitted. (excess temperature, Fresh water coolers are circulated and cooled with sea water and have bypass valves. Pressure of the fresh water must exceed that ofthe sea water to prevent any possibility, of sea water leakage into the system. In medium speed engines the fresh water co« two sections. Each incorporates a pump, laces any areas of surface layer which may have yn, Frequent tests must be carried out to check with the risk of choking of passages and the system should be cleaned and, water containing either of these ‘organisms must be compatible with 1g of cylinder jackets and pistons in a large two-stroke engine. These are in fact separate systems and only the jacket water cooling is required for engines which have oil-cooled pistons. 101 OPERATING SYSTEMS Expansion tank Jacket water cool Piston cooling —L_ === — Seam col water unk S12 Fresh water cooling systems JACKET COOLING WATER SYS’ ‘passing from the engine returns through ac NR Main staring the engin valve vane Timing Siseibutor Air ‘manifold Flame raps 5.13 Starting air system. Drains not shown in diagram 103 ‘OPERATING SYSTEMS only require sters or bursting caps STARTING AIR RECEIVERS _arerequired ‘and manoeuvring mai OPERATING SYSTEMS acceptable welded attachment for fiting a valve manifold toa receiver is shown in Fig. tbemade separately tothe {valve manifold with only one common connection to the shel ‘Compensating H Welds sing t ‘Shetiplate t 5.14 Air manifold connection ‘The safety valve must be st to relieve the receiver of excessive pressure rise and must ion of pressure from any reason. The pressure arranged longit else face is made for the manhole door taken when filing the receiver 1 of excessive temperature. these should be open when not under pressure; they are clos ing filling, and opened tthe air supplied is free of oil oF ‘OPERATING SYSTEMS Dain S.IS Starting air receiver tines manoeuvring the main engine, one receiver is kept closed at full pressure while the other is in use. ‘When opening up the receiver for maintenance, care must be taken toen: isolated by locked valves from any pressurised part of the system a pressure is completely discharged before opening the manhole do it iFundue for i \d be confirmed ‘The compound must be ‘connections cleared before to charge the starting air y regulations demand at OPERATING SYSTEMS operated intermittently durit ‘The crankease must meet normal regulations for pressure ns are shut. The pt mand only a general sive id be cleaned upon removal and carefully inspected for signs of wear, damage or maloperation. 107 OPERATING SYSTEMS ‘Crankcase is opened and drained, oil strainer and internals cleaned. Lubricating ump overhauled and clearances checked. Cooling w cleaned and inspected. Corrosion fittings pump, glands and bearing are overhauled, ‘leaned, suction and discharge valves for springs and seats are chec up valves, ensure that set ly of the thin-wall type holes and passages ‘open. Stopand feel round all bearings: ick drains for exces between a number of stages gives several advantages. For norms ‘only require bringing its compression (P- 108 OPERATING SYSTEMS, 5.17 Two-stage compression ‘Temperatures are limited to values at which the lubrication of cylinder walls can be OPERATING SYSTEMS, Arrelief valve should be fited to the air connection and a bursting disc fitted to the water casing, The bursi the compressor, efficiency wi and there may be the risk of an explosion caused by overheated parts no CHAPTER 6 Control DIRECT REVERSING ENGINES alignment of i “Turbochargers ae of course unaffected by everal of the engin, but engin driven pumps must be reversible. Large two-stroke engines have scavenge ports which control scavenge timing, This fore be symmetrical and will thus be unchanged when reversed. Engines ‘have almost symmetrical this. remain system is fitted. mt CONTROL Gear drive ptt omer 6.2 Reversing servomotor, Sulzer RTA engines "2 CONTROL given angle with respect MAN—B & W MC engi follo The link which di

    You might also like